in the Emanage Ultimate support tool, my airflow meter is classified as a "hotwire AFM" the range is 0-5v. Even though our cars only have a MAP sensor, the main unit sees it as a MAF. Behaves the same way, though.

Hope this helps, try some colder plugs/premium fuel to stave off that detting, you're gonna break something before you even get the turbo on!

 

thank you.

my emanage blue doesnt even have that as an option...only HN_PR-1,2,3,4...

oh well. i cant wait to get my ultimat einstalled on friday.
ive been babying the car and driving it as little as possible until then. i will try some premium fuel today..but i still have half a tank of regular....not sure if it will make a difference.

 

So I finally got my new primary O2 sensor installed.. i went out to do some street tuning and found that my AFRs are a tad on the high side... I was seeing around 12.9-13.3 while in boost, and at idle I am getting around 11.6-11.9.

I tried playing around with the Airflow Adjustment map and was able to get the street driving outside of boost to between 14.1-15.3... but I wasn't able to get my AFRs in boost down to 12.0-12.5.

Most frustrating is my idle.. it drops down to mid 11s when it warms up..

explosivepotato please help?!?! Should I have not made any adjustments to the Airflow map and kept tuning to the I/J map?

I'll send you my current map so you can take a look at whats going on with my map... i think i'll all over the place..

 

when the engine is cold it will run rich...only tune when at operating temperature...when your coolant temp is low the ecu will dump a tune of fuel

 

My coolant temp was pretty low.. it didn't even register on my gauge actually. Is that why the AFRs are so rich at idle? Previously my coolant temps did rise to around 200F and my idle stayed around 11.0AFR.

So just to get a better grasp on AFR levels:

Idle should be at 14.7?

Cruising around in vacuum should be 14.7 and higher (how high)?

Under boost should be around 12.0-12.5? is 13.0-13.5 too high?

On another note... I remember you suggesting the Split Second ESC1 signal conditioner for us with the T1R kit to resolve the closed loop boost problem.

Do you know if the controller will indeed work with our car? I remember explosivepotato saying that it might not work as he thought the OEM primary O2 sensor was a wideband and the ESC1 only worked with narrowband O2 sensors..

I picked up an ESC1 but have yet to install it...

 

need to make sure engine is up to temp before making any changes to a/f ratio....the honda fit oxygen sensor is a 4 wire and wideband sensors are 5 wire...the honda oxygen sensor part# 36531-RME-A01 is the Denso part# 234-9060
The split second esc1 will work with either 0-1volt narrowband and 0-5volt wideband sensors

 

Hi guys, im from singapore and im driving a L15a fit with turbo charge. im happen to read thru the forum and relised that the problems that my car is facing is similar to some of you guys. I will like to ask for your kind advice and expertise on the solving the problem.

Im currently running on 2 piggy backs. obit running closed loop and emanage ultimate running open loop. running my car at 0.5 bar boost. im using k series injectors.

im currently facing problems with engine check lights coming on and the error codes reads rich fuelling.

the check lights always turn on when im on part/partial throttle and hold my throttle. after a few runs like these. the check lights will turn on.

recently, my o2 sensor reading is weird and my buddy suspects that it is faulty as it reads 26.4 when idling. My wide band O2 sensor that i have installed reads leans during this time. but when my wide band read 11.4 when im on .46 boost my o2 still read 14.1 or 14.2

the weird thing is that i will always hit rich when on part thr at different throttle percentage. It used to be at the region around 25% thr and 0% boost range ard 3.5k rpm to 4krpm.

My buddy is my tuner and we manage to resolve that region but now it resurface at lower regions.

Wonder if you guys can share with me on wat are the ways to resolve.

Please help and advice.

thanks in advance.

 

artieman, actually the fit sensor is a wideband. Google the Honda LAF sensor. It works on current, not voltage.

 

You have any info on where it states the honda fit with the L15a uses a wideband sensor? Every wideband sensor out there is 5 wire for a reason...

 

Sounds like you're having the same problem as we are!

Not sure what an obit is, but you probably don't need it. You're in the same boat as we are without it.

The emanage ultimate can influence fuel pulses directly as long as it's wired in correctly. PM me if you want a map that does this.

As for the lean during boost situation, that's something that comes with the EMU. It can't influence the oxygen sensor voltage, so the computer tries to run lean for gas milage. Some of us are switching the AEM F/IC to fix this.

 

All parts lists for the Fit (college hills, bernardi, etc), including the dealer, list the part as the honda LAF sensor. A little research will show that this is a 4 wire wideband sensor.

- 12v heater supply (PWM)
- Common GRND
- primary sensor
- nernst supply

The current on the nernst cell wire is what is measured and mapped to an AFR by the ECU.

 

The LAF sensor can be identified by its five wire configuration:

• Heater positive
• Heater ground
• Sensor element positive
• Control element positive
• Common ground for sensor and control elements.

wideband sensors are 5 wire...honda may call it a LAF sensor but it is not a wideband....wideband sensors are 0-5volt and the fit sensor is 0-1volt

 

it reads in miliamps, and the voltage is constant at around 2.5v. This is confirmed with an OBDII scanner.

 

thats how they are doing it....new type of sensor
im reading about them now...if thats the case you can manipulate the a/f in closed loop with a simple potentiometer to vary the voltage going in

read about this thing http://www.obitasia.com/obit_index.php it has direct tuning support for the l15a open and closed loop

 

check this out
http://www.jetchip.com/Shop/shopdisp...ppp=10&catID=1

they can reprogram your ecu for boosted applications
"JET's exclusive Dynamic Spectrum Tuning provides optimal performance across the entire power band-not just at full throttle. Programming includes extensive modification to air/fuel ratios, ignition advance and boost pressures for turbo applications."

 

The a/f sensor on the fit reads well above 1v.

i have logged it with my AEM F/IC. I am able to adjust the voltage directly. I can dial in any voltage i want and the pulses are sent directly to the a/f sensor. The stock ecu then auto corrects to the a/f ratio that corresponds to that voltage.

 

the fit laf sensor reads 2.5volts constant (ecu adjusts off the current read through it not voltage)....this is a new type of sensor unlike anything i have ever seen....and i know how it works i use to own a 50,000 dallor dynojet 248h and tune for a living.
and you dont send pulses to an a/f sensor....you adjust the pulse width to the fuel injector...where the hell did this guy come from?

 

Hi explosiv, thanks for your kind reply.
Please do send me a map on the fuel pulses. thanks in advance.

May i know wat is a AEM F/IC ?

can u give me a link to read abt this.

THank again

 

hi explosiv,

obit is the same device that artieman is posting here regarding abt controlling a/f.

http://www.obitasia.com/obit_index.php

my current obit has limitation that it can only tune up to 77% thr.

tats y my buddy has suggested to use both obit and emu ( for 77% and above )

 

RELAX i'm not trying to insult you. I am not a tuner and do not have the knowledge you have. What i do know is from direct experience with my car. The AEM F/IC has an o2 lead that DOES tap directly to the bank 1 a/f sensor. it DOES send signals directly to the sensor and the stock ecu compensates and adjusts the a/f ratio. I know because i have done it.

I am not super technical in these areas just sharing my findings. That's why potato got the AEM in the first place.