How do I cure a lean condition?

[LtNoogie]

I have a scangauge. Perhaps I'll make another video and strap the scangauge on top of the other gauges so that we can see how timing corresponds to AFR and boost levels.

What other scangauge settings would be useful to view? I have RPM currently showing also. I can ditch the two MPG settings for this video.

[LtNoogie]

Originally Posted by camelll

Long I would be curious what your readings would be if you moved the sensor to pre cat position? I would try that before buying a piggyback.

Mike, I would rather poke out my eyes than to try to get that bung moved and the cable moved with it. Getting everything in place once was damn difficult.

[largeorangefont]

Originally Posted by LtNoogie

I have a scangauge. Perhaps I'll make another video and strap the scangauge on top of the other gauges so that we can see how timing corresponds to AFR and boost levels.

What other scangauge settings would be useful to view? I have RPM currently showing also. I can ditch the two MPG settings for this video.

That is great!

RPM, ignition advance, injector duty or latency, and if there is a load, or airflow parameter, that would be perfect.

Or if you want to post a list of everything it can do I can tell you which ones you will want to monitor.

You have an auto right?

[LtNoogie]

Originally Posted by largeorangefont

That is great!

RPM, ignition advance, injector duty or latency, and if there is a load, or airflow parameter, that would be perfect.

Or if you want to post a list of everything it can do I can tell you which ones you will want to monitor.

You have an auto right?

Ok, I'll make a list tonight of the values it can display.

I know it can do RPM, ignition advance, and load. I don't think the other settings produce a value. Perhaps the ECU does not report them to the scangauge.

[largeorangefont]

* Engine Speed (RPM)
* Manifold Pressure (not available on some vehicles)
* Engine Load
* Ignition Timing

If Manifold Pressure is not available, use Throttle Position instead.

[largeorangefont]

Originally Posted by LtNoogie

Ok, I'll make a list tonight of the values it can display.

I know it can do RPM, ignition advance, and load. I don't think the other settings produce a value. Perhaps the ECU does not report them to the scangauge.

The ECU does report them, but the Scangauge probably does something to the value to get the fuel economy/fuel rate numbers.

What unit does the fuel rate parameter use?

[LtNoogie]

cpm... I think. I've never known what to do with that reading.

[LtNoogie]

Originally Posted by largeorangefont

* Engine Speed (RPM)
* Manifold Pressure (not available on some vehicles)
* Engine Load
* Ignition Timing

If Manifold Pressure is not available, use Throttle Position instead.

Wouldn't you get Manifold Pressure from my boost gauge or is that a different manifold pressure?

[LtNoogie]

Originally Posted by camelll

I have a tach, boost/vacuum gauge and I already monitor the timing and load. How does the throttle position fit in or correlate with the others?

You just don't have a video camera!

[LtNoogie]

I just use my cheap Olympus digital camera and run it in movie mode. Most all of the cameras have that mode.

[KCALB SIRAY]

I hear WalMart has a good deal on Hanna Montana designed vid cameras, lol.

[KCALB SIRAY]

lol

[largeorangefont]

Originally Posted by camelll

I have a tach, boost/vacuum gauge and I already monitor the timing and load. How does the throttle position fit in or correlate with the others?

It is the same, but it was hard to see in the video.

[LtNoogie]

I'll try to do a better job next time. Thanks.

[largeorangefont]

Originally Posted by camelll

Where did largeorangefont go? I would like him to explain some of this shiiiiit to me cause I really don't know. I understand about timing, advancing or retarding and when I am under boost the load is basically on 99 percent. I just don't understand how all of these tie together with rpm and manifold pressure.

Sorry, Had to do some actual work. I gotta head out to a customer, so here is a brief overview.

In reality \keeping an engine alive comes down to EGT (exhaust gas temperature) and knock.

You use a balance of AFR and timing to keep both factors in check. You can't crank up both and expect an engine to live.

Think of fuel as coolant for the combustion chamber. Think of ignition advance as how hot the fire burns. Obviously if the fire burns too hot, bad things happen. If it burns too cool, the car runs like crap and is slow. The temperature of that fire is EGT. You can control EGT by adding more coolant (fuel) or turning down the intensity of the flame (ignition retard).

OEM supercharged cars will (generally!!) run low timing and a high AFR to increase fuel economy and reduce emissions. My Cobra for example ran in the high 13 AFR range under load, but only had 10 degrees of ignition advance from the factory.

I now run the AFR and 11.3:1 AFR under load, and 21 degrees of ignition advance, and picked up 30 some odd HP and torque. It runs like a different car. The increased timing makes the car more responsive on tip in (passing etc.), and much more driveable. Power "under the curve" is increased as well as peak power.

EGTs in both scenarios were VERY similar, at around 1300F. From this example, you can see there are many ways to the same end. Some produce more power than others.

Knock is another factor to be wary of. Again, to get rid of knock you can add more fuel, or retard timing. Strategies can vary on how to get rid of knock, especially in turbo applications.

[largeorangefont]

Originally Posted by LtNoogie

I'll try to do a better job next time. Thanks.

No problem, you just have a like a 30 # boost gauge

[eTiMaGo]

Originally Posted by largeorangefont

Sorry, Had to do some actual work. I gotta head out to a customer, so here is a brief overview.

In reality \keeping an engine alive comes down to EGT (exhaust gas temperature) and knock.

You use a balance of AFR and timing to keep both factors in check. You can't crank up both and expect an engine to live.

Think of fuel as coolant for the combustion chamber. Think of ignition advance as how hot the fire burns. Obviously if the fire burns too hot, bad things happen. If it burns too cool, the car runs like crap and is slow. The temperature of that fire is EGT. You can control EGT by adding more coolant (fuel) or turning down the intensity of the flame (ignition retard).

OEM supercharged cars will (generally!!) run low timing and a high AFR to increase fuel economy and reduce emissions. My Cobra for example ran in the high 13 AFR range under load, but only had 10 degrees of ignition advance from the factory.

I now run the AFR and 11.3:1 AFR under load, and 21 degrees of ignition advance, and picked up 30 some odd HP and torque. It runs like a different car. The increased timing makes the car more responsive on tip in (passing etc.), and much more driveable. Power "under the curve" is increased as well as peak power.

EGTs in both scenarios were VERY similar, at around 1300F. From this example, you can see there are many ways to the same end. Some produce more power than others.

Knock is another factor to be wary of. Again, to get rid of knock you can add more fuel, or retard timing. Strategies can vary on how to get rid of knock, especially in turbo applications.

A very delicate balancing act

[whooppee777]

so if we got the cam com we could adjust the cams to cope with the crazy a/f readings?