How (and why) to Ramble on your goat sideways
So i'm looking for a radiator. 1.5" inlet / 1.5" outlet.
25-28" wide from end to end. I want the mounts to be welded to the sides.
18.5" tall max (cap can be little higher)
2-2.5" wide.
I've been searching ebay but cant find anything good.
Something like this but right sizes.
25-28" wide from end to end. I want the mounts to be welded to the sides.
18.5" tall max (cap can be little higher)
2-2.5" wide.
I've been searching ebay but cant find anything good.
Something like this but right sizes.
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So i'm looking for a radiator. 1.5" inlet / 1.5" outlet.
25-28" wide from end to end. I want the mounts to be welded to the sides.
18.5" tall max (cap can be little higher)
2-2.5" wide.
I've been searching ebay but cant find anything good.
Something like this but right sizes.
25-28" wide from end to end. I want the mounts to be welded to the sides.
18.5" tall max (cap can be little higher)
2-2.5" wide.
I've been searching ebay but cant find anything good.
Something like this but right sizes.
Radiator from a 96 V6 passport fits your dimensions pretty closely.
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From: Fake Virginia
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The 98-02 camaro rads are perfect but they dont have the mounting tabs.
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From: Chicago. (The less-murder part.)
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So... does the passport's radiator look like it would work? Because I can pull it for you if you want.
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Joined: Oct 2011
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From: Detroit (the part with no rules or laws)
Question, or two rather.
How long does it take exhaust gasses to reach an O2 sensor, particularly above 6000rpm? Does this delay play a major factor in tuning, if so, why?
Why would a manufacture use alpha-n when the system is equipped with a MAP sensor?
How long does it take exhaust gasses to reach an O2 sensor, particularly above 6000rpm? Does this delay play a major factor in tuning, if so, why?
Why would a manufacture use alpha-n when the system is equipped with a MAP sensor?
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From: Chicago. (The less-murder part.)
I'm sure that the B-series engine sits somewhere between these two extremes.
While I don't have the math in front of me to compute an exact number, I think we can safely estimate (based on an approximation of the volume of the expanded exhaust gas relative to the volume of the exhaust system from the face of the exhaust valve to the location of the sensor) that the latency of the system at WOT is going to be less than one cycle, regardless of RPM.
Delays inherent in the operation of the sensor itself are going to outweigh this by many orders of magnitude.
That's a very broad question, but one example would be when the physical configuration of an engine makes it difficult or impossible to obtain a reliable indication of MAP, such as when no manifold plenum exists. An example would be a short-runner ITB setup.
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From: OKC, OK
Also at 6k+ I'm assuming you're at full throttle so you're likely in closed loop anyway.
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From: Chicago. (The less-murder part.)
Going open-loop is a holdover from the days when most cars had narrowband sensors which were incapable of measuring mixtures in the range we wish to run at when shooting for peak torque.
These days, a lot of modern cars with widebands stay closed-loop 100% of the time. Frankly, I see no reason NOT to run closed-loop at WOT if you have the right hardware and your ECU can deal with it.
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From: Detroit (the part with no rules or laws)
I would guess no. Based on the datalogging on do on the BRZ (much more modern and powerful ECU) that the knock sensors/IAM are much more important than a few tenths this way or that on AFR.
Also at 6k+ I'm assuming you're at full throttle so you're likely in closed loop anyway.
Also at 6k+ I'm assuming you're at full throttle so you're likely in closed loop anyway.
The hypothetical situation would occur during tuning, when O2 feedback is needed.
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From: Detroit (the part with no rules or laws)
Fixed that for you. Although there's no hard rule which says you must go open-loop at the top end.
Going open-loop is a holdover from the days when most cars had narrowband sensors which were incapable of measuring mixtures in the range we wish to run at when shooting for peak torque.
These days, a lot of modern cars with widebands stay closed-loop 100% of the time. Frankly, I see no reason NOT to run closed-loop at WOT if you have the right hardware and your ECU can deal with it.
Going open-loop is a holdover from the days when most cars had narrowband sensors which were incapable of measuring mixtures in the range we wish to run at when shooting for peak torque.
These days, a lot of modern cars with widebands stay closed-loop 100% of the time. Frankly, I see no reason NOT to run closed-loop at WOT if you have the right hardware and your ECU can deal with it.
From what I understand, anyway.
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From: Chicago. (The less-murder part.)
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From: Detroit (the part with no rules or laws)
I've found many different values given (for different types of engines under different operating conditions) ranging from a paltry 50 meters / second in a small single-cyl engine to upwards of 2,000 feet / second in an F1 engine.
I'm sure that the B-series engine sits somewhere between these two extremes.
While I don't have the math in front of me to compute an exact number, I think we can safely estimate (based on an approximation of the volume of the expanded exhaust gas relative to the volume of the exhaust system from the face of the exhaust valve to the location of the sensor) that the latency of the system at WOT is going to be less than one cycle, regardless of RPM.
Delays inherent in the operation of the sensor itself are going to outweigh this by many orders of magnitude.
That's a very broad question, but one example would be when the physical configuration of an engine makes it difficult or impossible to obtain a reliable indication of MAP, such as when no manifold plenum exists. An example would be a short-runner ITB setup.
I'm sure that the B-series engine sits somewhere between these two extremes.
While I don't have the math in front of me to compute an exact number, I think we can safely estimate (based on an approximation of the volume of the expanded exhaust gas relative to the volume of the exhaust system from the face of the exhaust valve to the location of the sensor) that the latency of the system at WOT is going to be less than one cycle, regardless of RPM.
Delays inherent in the operation of the sensor itself are going to outweigh this by many orders of magnitude.
That's a very broad question, but one example would be when the physical configuration of an engine makes it difficult or impossible to obtain a reliable indication of MAP, such as when no manifold plenum exists. An example would be a short-runner ITB setup.
I'm trying to wrap my head around misinformation somewhere else that people are spouting off.
Also, I just setup my bike to run completely open loop. In fact I removed the O2 and plugged the bung. My Miata basically runs this way once it's tuned perfectly, there isn't a need for me to adjust it. Corrections based on knock, IAT, CLT, ect work great.
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