Yes, I understand but I am still exploring the possiblities. I think Lamba is a dance in central america, No clues. I do not like the idea of them not haveing a voice number- I would need tech assistance.

 

I spoke with one of their retailers yesterday who is very familiar with this product.

here's the link:
http://www.roadraceengineering.com/

Ask for Robert Honda. He was pretty cool on the phone. With a name like that, he's got to know what he's talking about

 

Earlier this is what I sent them as a couple of questions I'm just fishing for answers let you know what the reply is:

do you have a voice number?
questions about Porsche 996 supercharged and your sensor readings for the Zt-2,

1. Can I monitor both banks of my engine with EGT, is it possible by splicing 2 probes together for both banks and get one reading in realtime on the display?
2. I am not sure which cylinder runs the hottest to put the (one) sensor there so My idea is to get readings from both sides. Or what would your suggestions be?
3. Also do you make a sensor that installs where the stock O2 sensor is that can be used as both for stock O2 and for A/F to your system readout?

The problem seems to be that I have 2 banks of cylnders to monitor.

Any suggestions.

 

Lambda is the measurement of excess air relative to a stoichometric combustion. It's a way to take the effect of different fuels varying stoichometric burn ratio out of the calcuation. If you're only ever going to run gasoline then the only thing to really know is that 14.7 AFR = 1.0 lambda. If you were giong to run methanol or some other fuel a stoichometric mix would be something other than 14.7 but your lambda would still be 1.0.

 

You could certainly install multiple EGT probes and use a simple switch to control which you're reading at any given time, but that won't give you the most accurate comparison. If the readings are varying with time you wouldn't be able to read the sensors simultaneously to make a comparison.

I don't know if the Zeitronix system lets you send a narrowband signal for the stock ECU but I know plenty of other systems do. I had my PLX set up with a switch so that I could send either the wideband or the narrowband signal depending whether i was running my stand alone engine management or the stock ECU.

 

Which company or system allows for both narrow and wide signals to be sent? Sounds like a nice system how did it work when you switched over to the car computer vs your custom settings...any improvement?

 

Off the top of my head: AEM, FJO, and PLX. I'm not sure about Innovate and I'm pretty sure Zeitronix does not. If you don't mind the extra money the FJO is generally recognized as the best unit. It was first to market about 5 years ago and has remained strong despite the launch of all the other units in the last couple of years.

In regards to stand alone engine management systems versus stock: Most will agree that the performance of a stand alone system is ~99% tuning and 1% hardware. The advantage of the stand alone system is that you can perform the tuning directly rather than try to fool a stock ECU into doing what you want. I'm new to the world of reprogramming stock ECUs, but if they are able to retain stock driveability while out of boost and just tune the timing and fuel delivery under boost conditions that seems like the best of both worlds. OEMs put a long of time and effort into their ECU's and it's a shame to rip it out just to tune one small section of the maps, unfortunately in some cars that's the only option. To answer your question, with a good tuner, the ability to change timing and fuel delivery is invaluable to extracting the power from your car. Generally however you have to suffer with slightly worse overall driveability (idle, starting, etc.) to accomplish this.

 

For those still interested in the correction factor for FI engines I managed to find the page I was thinking of:

http://home.austin.rr.com/turbolexus..._Dyno_Calc.htm

Many people chose not to use any correction factor but if you're going to use something that page gives you a reasonable factor.

 

Here's alittle more I found on this thread mostly towards turbo but I think it helps.
https://www.6speedonline.com/forums/...r&pagenumber=1

 

yeah, i saw that thread when searching. that overhead console was about 3K.

 

Yikes!

 

do you have a voice number?

Yes we do, but e-mail is much more preferable.

questions about Porsche 996 supercharged and your sensor readings for the Zt-2,

1. Can I monitor both banks of my engine with EGT, is it possible by splicing 2 probes together for both banks and get one reading in realtime on the display?

At this point we have one EGT input.

2. I am not sure which cylinder runs the hottest to put the (one) sensor there so My idea is to get readings from both sides. Or what would your suggestions be?

You may place two EGT probes and add a toggle switch to find out which side is the hottest then keep monitoring the hotter side.


3. Also do you make a sensor that installs where the stock O2 sensor is that can be used as both for stock O2 and for A/F to your system readout?

The Zt-2 has the NB output to replace the stock O2 sensor. You need to place the WB O2 sensor at least 14" down stream form the cylinder head or a turbocharger..


The problem seems to be that I have 2 banks of cylnders to monitor.

The AFR in both banks should be very simillar. You can confirm that by switching the O2 sensor from bank to bank.

Any suggestions.

 

Seems like it would work for you. I think i'm going to pull the trigger on this setup this week.

 

Great to hear you will have some protection. Did decide where you where going to mount the sensors?

 

Hey D dog,

Ever consider taken her to the local drag strip just to get an idea of what she'll do....no need to launch her hard, just wanna get an idea of the type of TRAP SPEEDS your car can now achieve in the 1/4. It seems NOONE ever takes their SC'ed 911 to the strip....just one time to gauge the gains :-/


--- Kevin D.