Best of both worlds the only sacrifice I can think of would be cruising mpgs due to the low compression. Honestly if I had the cash I'd try to fit a centrifugal charger on it and run low comp pistons. The power you get from a turbo is straight up mind blowing compared to the sc, that's the bottom line but if you're talking practicality the sc is definitely a competitor. I would prefer a SC over a turbo for an off road rig mainly for the instant response. I would definitely consider another SC in the future depending on what kind of build I was working on. Although it still wouldn't explain why you aren't at least getting timing back when you pull from the fic to the maximum advance allowance.Īnd when someone says "I'm pulling 8 degrees at max boost", why would you assume that means anything other than WOT? Do you want to compare partial throttle hp numbers too? Do you have an obd2 scanner to cross reference the numbers you are seeing? Maybe I'm wrong and the scanner you're using is just super meta. If you pull timing with the FIC you will gain timing on the ecu. The ecu has 30 degrees of retard it can adjust with to avoid detonation and it will advance timing as far as it can until it senses pinging then it will pull timing back. Like mentioned the ecu has no idea what you are doing. (I'm not sure what the ECU's max limit on timing values is but I'd guess it's somewhere around +(-)35 degrees, as the largest advanced value I've seen is +34 degrees)Ĭlick to expand.Something is still not right here. In short: the scangauge reads actual timing values from the ECU, you can prove this by subtracting timing at idle and watching the degree value on the gauge go down. The timing in this situation is now 10 degrees retarded from 25 degrees and if the gauge displayed something like -25 degrees (retarded) that would be 50 degrees retarded from 25 degrees advanced. Say my timing at idle is 25 degrees advanced and I retard 10 using the AEM, the scangauge will now read 15 degrees advanced. Of course retard and advance is subjective.
I can prove this is true at idle by subtracting timing until the scangauge goes negative, meaning the timing is now dialed waaaaaaay back. 200" cup depth.Īvailability and Condition: Unless otherwise noted, this product is in brand new condition and usually in stock at one of our warehouses, or will ship directly from the manufacturer.Click to expand.All I know is that the scangauge reads the actual timing values either positive or negative for retard or advanced (25 or -25).
#Aem air fuel ratio gauge bounching serial#
Serial data stream included for output of AFR (RS232).Does not oscillate AFR like narrow band sensors.Can output AFR for gasoline, E85, ethanol, and methanol. User-programmable 0-5V analog output included for use with dataloggers or any engine management system.Integrated three-digit display reveals AFR or Lambda in real time on Digital versions.
#Aem air fuel ratio gauge bounching free#
Includes Bosch 4.9 LSU O2 sensor for optimum accuracy and reliability.It is meant for standalone use, and has a 0-5V output to use with data loggers and virtually any engine management system. This unit includes a gauge and controller in one. These units are the "single channel" version made for most vehicles where only a single channel is needed for accurate AFR readings. The unit's 52mm gauge housing fits in most gauge pods and can be remotely mounted virtually anywhere. If you're putting down a lot more power than stock, chances are you'll need to know your Air/Fuel Ratio to ensure your engine is running correctly. AEM Wideband UEGO AFR Gauges are among the best UEGO gauges on the market, and a MUST for customers who need accurate AFR (Air/Fuel Ratio) data.
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