AFR signal oscillation in TS
10-25-2013, 09:00 PM
#21
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VEI Systems -- Intelligent Vehicle Instrumentation -- Products: Instruments <--Direct linky to AFR gauge.
Yes, some sort of external controller is required. I'll be using an LC-1 and I have a VEI boost/afr gauge in an orange that very closely matches my cluster. It will be installed in place of my useless NB oil pressure gauge once I finish my cluster project.
I believe VEI offers Blue, Red, Orange, White and Green even though they are not listed on the website.
Yes, some sort of external controller is required. I'll be using an LC-1 and I have a VEI boost/afr gauge in an orange that very closely matches my cluster. It will be installed in place of my useless NB oil pressure gauge once I finish my cluster project.
I believe VEI offers Blue, Red, Orange, White and Green even though they are not listed on the website.
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10-27-2013, 10:10 PM
#23
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Shortly after this I fixed some Accel Enrich and took a ride to tune out some very rich spots. Was a very productive ride. Also, I'm pretty sure I got my first "gay" or "***" comment since the motor build, from some kid at a light. He(passanger) waited till he got the green turn light and yelled something at me). Stupid wanna-be florida rednecks... I got it on GoPro too! Still dunno what he said though.
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10-28-2013, 10:27 PM
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This may or may not help, but some ideas to consider/try:
1) When you checked the O2 voltage at the D15 plug, what did you use as a ground for the voltmeter? If you didn't the first time around, try grounding the voltmeter at the ECU to give you an indication of whether a grounding problem could be in the picture. If you have a constant delat in the AFR between the gauge and the ECM, then that is an indication that the gauge isn't grounded at the ECM, which is best practice.
2) I would recheck voltage at the DB15 with an analog voltmeter. The digital voltmeter could have some smoothing applied to the output to make it "easier" to read or could sample at a low rate (no idea how digital voltmeters are designed). A simple analog voltmeter should show more of a "real time" view. An actual scope would be best of course or a voltmeter with a fast, known sampling rate. (real EE please chime in)
3) Crack the MS case open and see if you have let the magic smoke out :-)
Good luck!
1) When you checked the O2 voltage at the D15 plug, what did you use as a ground for the voltmeter? If you didn't the first time around, try grounding the voltmeter at the ECU to give you an indication of whether a grounding problem could be in the picture. If you have a constant delat in the AFR between the gauge and the ECM, then that is an indication that the gauge isn't grounded at the ECM, which is best practice.
2) I would recheck voltage at the DB15 with an analog voltmeter. The digital voltmeter could have some smoothing applied to the output to make it "easier" to read or could sample at a low rate (no idea how digital voltmeters are designed). A simple analog voltmeter should show more of a "real time" view. An actual scope would be best of course or a voltmeter with a fast, known sampling rate. (real EE please chime in)
3) Crack the MS case open and see if you have let the magic smoke out :-)
Good luck!
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10-29-2013, 11:41 AM
#28
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This may or may not help, but some ideas to consider/try:
1) When you checked the O2 voltage at the D15 plug, what did you use as a ground for the voltmeter? If you didn't the first time around, try grounding the voltmeter at the ECU to give you an indication of whether a grounding problem could be in the picture. If you have a constant delat in the AFR between the gauge and the ECM, then that is an indication that the gauge isn't grounded at the ECM, which is best practice.
2) I would recheck voltage at the DB15 with an analog voltmeter. The digital voltmeter could have some smoothing applied to the output to make it "easier" to read or could sample at a low rate (no idea how digital voltmeters are designed). A simple analog voltmeter should show more of a "real time" view. An actual scope would be best of course or a voltmeter with a fast, known sampling rate. (real EE please chime in)
3) Crack the MS case open and see if you have let the magic smoke out :-)
Good luck!
1) When you checked the O2 voltage at the D15 plug, what did you use as a ground for the voltmeter? If you didn't the first time around, try grounding the voltmeter at the ECU to give you an indication of whether a grounding problem could be in the picture. If you have a constant delat in the AFR between the gauge and the ECM, then that is an indication that the gauge isn't grounded at the ECM, which is best practice.
2) I would recheck voltage at the DB15 with an analog voltmeter. The digital voltmeter could have some smoothing applied to the output to make it "easier" to read or could sample at a low rate (no idea how digital voltmeters are designed). A simple analog voltmeter should show more of a "real time" view. An actual scope would be best of course or a voltmeter with a fast, known sampling rate. (real EE please chime in)
3) Crack the MS case open and see if you have let the magic smoke out :-)
Good luck!
When I checked the voltage I used chassis ground, DIY suggested moving the ground to the head/ engine instead of the chassis so I'm going to move the AFR and ECU ground the the head see if that improves anything.
I'll use the ECU GROUND pin next time I check the voltage. Just gotta find someone with an analog voltmeter.
I've also been told when grounding the AFR I don't want to do it to another ground of a sensor or anything (like the grounding bold on the back of the head)
_________________EDIT
Also, this may be unrelated but my Tach in my gauge cluster read different from what TS tells me. At idle(still a little high) of 1200rpm in TS my gauge cluster reads 900 but revving to 4000rpm on my gauge cluster TS shows 3500. I noticed this last night when tuning some rich fuel spots.
Last edited by Impuls; 10-29-2013 at 11:57 AM.
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