27 replies to this topic

[FTodaro]

I have both the old and new version of the innovate, use a separate bung for the sensor, track the data in the data logger, other than knowing that they read .5 low, I have not had any problems, or failures.

[Todd Green]

I have an MTX-L (electronics are in the gauge itself) and never had a problem with it.  Seems to be consistent within itself.  (e.g. 12.6 is always 12.6).  Never tried calibrating it against preblended gas though.  I has both wide and narrow band leads (so in theory you could take the narrow band to your ECU and only use one sensor for classes that allow that, but I'm still using the stock O2 for the ECU.)

[Brandon]

I have both the old and new version of the innovate, use a separate bung for the sensor, track the data in the data logger, other than knowing that they read .5 low, I have not had any problems, or failures.

 

This regardless of brand chosen - having the second bung installed outside of the required (factory) one is the best approach.  Work with whomever is tuning your car to identify what AFR "yours" runs best at...

 

Yes it requires removal of the manifold & welding but you get independent data paths which are destined for separate devices (PCM & gauge/DAQ) which means redundancy for overall operation.  This is the same reason why I have a separate power bus running all my accessories - I can handle not having my add-on gauges or DAQ, but I'll be damned if I'm letting an electrical gremlin from any accessories keep me from racing!

[suck fumes]

Keep in mind that as your car gets hotter during the race your A/F will change. At least it did in my 97 I used to have using the Autometer unit. So it's better to use a test day at the track for tuning rather than a Dyno for the most accurate calibration for A/F. You can't replicate real race conditions on the Dyno.

[FTodaro]

This regardless of brand chosen - having the second bung installed outside of the required (factory) one is the best approach.  Work with whomever is tuning your car to identify what AFR "yours" runs best at...

 

Yes it requires removal of the manifold & welding but you get independent data paths which are destined for separate devices (PCM & gauge/DAQ) which means redundancy for overall operation.  This is the same reason why I have a separate power bus running all my accessories - I can handle not having my add-on gauges or DAQ, but I'll be damned if I'm letting an electrical gremlin from any accessories keep me from racing!

"Two Bunger" Not only that, but there is some question about if the rules allow you to tap into the sensor going to the computer and if that would be an indirect way of modifying the original configuration. Its just best to have a separate system IMO.

[Jamz14]

Frank, if there really is some ambiquity about whether you can tap into the ecu input and provide our own info into the ecu I'd like to know that. I am not doing that as I don't see any ambiquity in the rules but I sure would like to if allowed. Especially as I own a 97 with supposed mystery heat soak issues.

[ChrisA]

Finally getting around to installing my AEM gauge this weekend. Figure I'll either route the wiring through a hole where the parking brake was or up through the shift boot. The thing comes with a LOT of wire and I'm guessing my run will only be about 1-2 ft. Should I cut and shorten the harness or just leave all the excess coiled up in the dash?

[Jeff Wasilko]

I called AEM and they said it was ok to shorten the harness. I didn't, mostly because I was running out of time.