| Author | Message | ||
     Martin |
Anybody running a dynojet know why I can't get an a/f reading under 5000 revs (and then it works fine) Whilst we're at it, The standard DJ instruction manual for Buells says that you can change the curve inside the 'twilight zone' which I presume is the closed loop bit, but the instruction sheet with the PC specifically forbids it--what gives? | ||
| Bud |
running a pc3 with highperf. O2 sensor ?? | ||
| Martin |
yep-X1 model. Have I maybe got the wrong number in the O2 tick box? | ||
| 420at145mph |
so u NEED a diffrent o2 sensor when u run the pc3 for the 2002 model? | ||
| Noface |
no, you need a heateed O2 sensor to be able to adjust the settings in closed loop mode. | ||
| 420at145mph |
heated? isnt there n upgrade type O2 sensor? | ||
| Martin |
I have the Dynojet 'more than one wire' heated O2 sensor. I think that ticking the wrong box in the sensor choice can make the whole thing not cooperate. | ||
| 420at145mph |
"I have the Dynojet 'more than one wire' heated O2 sensor." wtf is THAT? | ||
| Barkandbite |
Here's all you need to know: The O2 sensor works like a miniature generator and produces its own voltage when it gets hot. Inside the vented cover on the end of the sensor that screws into the exhaust manifold is a zirconium ceramic bulb. The bulb is coated on the outside with a porous layer of platinum. Inside the bulb are two strips of platinum that serve as electrodes or contacts. The outside of the bulb is exposed to the hot gases in the exhaust while the inside of the bulb is vented internally through the sensor body to the outside atmosphere. Older style oxygen sensors actually have a small hole in the body shell so air can enter the sensor, but newer style O2 sensors "breathe" through their wire connectors and have no vent hole. It’s hard to believe, but the tiny amount of space between the insulation and wire provides enough room for air to seep into the sensor (for this reason, grease should never be used on O2 sensor connectors because it can block the flow of air). Venting the sensor through the wires rather than with a hole in the body reduces the risk of dirt or water contamination that could foul the sensor from the inside and cause it to fail. The difference in oxygen levels between the exhaust and outside air within the sensor causes voltage to flow through the ceramic bulb. The greater the difference, the higher the voltage reading. An oxygen sensor will typically generate up to about 0.9 volts when the fuel mixture is rich and there is little unburned oxygen in the exhaust. When the mixture is lean, the sensor’s output voltage will drop down to about 0.1 volts. When the air/fuel mixture is balanced or at the equilibrium point of about 14.7 to 1, the sensor will read around 4.5 volts. When the computer receives a rich signal (high voltage) from the O2 sensor, it leans the fuel mixture to reduce the sensor’s reading. When the O2 sensor reading goes lean (low voltage), the computer reverses again making the fuel mixture go rich. This constant flip-flopping back and forth of the fuel mixture occurs with different speeds depending on the fuel system. The transition rate is slowest on engines with feedback carburetors, typically once per second at 2500 rpm. Engines with throttle body injection are somewhat faster (2 to 3 times per second at 2500 rpm), while engines with multiport injection are the fastest (5 to 7 times per second at 2500 rpm). The oxygen sensor must be hot (about 600 degrees or higher) before it will start to generate a voltage signal, so many oxygen sensors have a small heating element inside to help them reach operating temperature more quickly. The heating element can also prevent the sensor from cooling off too much during prolonged idle, which would cause the system to revert to open loop. Chris | ||
| 420at145mph |
uh ok well that clears that up NOT! im simply asking if diffrent o2 sensor is NEEDED for the pc3 and why but hey thanks for the textbook definetion | ||
| Easyflier |
The PCIII will work without it. | ||
| 420at145mph |
so whats the point of the heated one? im sure theres a reason why most people with pc3s use it | ||
| Barkandbite |
Donnie -- re-read the section above regarding transition rates for O2 sensors and ultimately the ability of the heated O2's to keep from reverting to open loop due to long idles. In summary, the heated O2's allow you to keep the ECM running in closed-loop which gives better idle/off-idle fuel mapping, more granular closed-loop operation, reduces plug-fouling and improves emissions...to name a few. It's mo' betta. | ||
| 420at145mph |
that woulda sufficed MUCH BETTER thnx so when i get my pc3 n either x1 or custom map i should also get a "heated" or upgrade O2 sensor right | ||
| Barkandbite |
As Ferris Bueller once prescribed "...if you can afford it, I highly recommend it." Far be it from me to filter information; I want to make sure that I give someone all the opportunities to absorb an answer and extract the relevant details for themselves. ...I might even be right once in a while... Chris edited by barkandbite on June 14, 2004 | ||
| 420at145mph |
250$ pc3 hipo o2 sensor x1 map and a cpl custom maps good deal? how hard and whats involved with tuning the pc3? and someone answer dudes original question so it dont happen to me | ||
| Martin |
420, you have no idea how cool I feel being a dude. | ||
| 420at145mph |
uh ok  "Cut the white wire, removed the speaking trumpet and thrashed the t*ts off it from day 1 " ok i understand the thrashed the tis off it the rest is lost to me limey brits edited by 420at145mph on June 15, 2004 | ||
| Glitch |
"Cut the white wire, removed the speaking trumpet and thrashed the t*ts off it from day 1 " White wire, US models don't have it. Speaking trumpet = Snorkel |
