The V8 Owners Forum -

Richard P6 wrote:

stevieturbo wrote:Really...widebands are so cheap these days, you're just pissing into the wind trying to tune without one

Yes it can be done, but why on earth would you bother ? You'll waste more time/money on fuel etc than you will buying the kit in the first place.

Hi all

I've been trying to set my weber 1404 up for a while now. It drives ok, but I feel there's a lot more there, and also it's very 'fumey.' I fitted a stack lambda gauge which runs from 10 to 16 but the main problem with this is, cruising along the road, and trying to watch the gauge at the same time.

These widebands, LC1/LC2 etc, that I have seen mentioned on here, can you drive around and then look to see what's been happening, and if so where's the best place to get them?

Almost any of them can log...with a suitable logger. But unless you're also giving it an rpm signal or some other information ( MAP sensor should be easy to add too ) then the info wont really mean thything

When you're into territory of logging other info...it adds cost. The Daytona Sensors units might be something to look into especially for a carb car with no onboard electronics.

Innovate can log too...but you need to buy additional items to get you the analogue signals like map sensor, throttle, rpm etc so the price can add up...as well as complexity to a degree.

AEM do a "failsafe" wideband that can log, and has onboard MAP sensor which is handy for that. It may work with your existing tacho/ignition setup too, so could be an option.

Zeitronix stuff is another that offers logging ability on their main unit and would be worth considering.

PLX devices can log too I think...but theirs like the Innovate would get messy by the time you're logging a few items

So of those above....there's the Daytona, AEM Failsafe or Zeitronix. The Zeitronis probably gives you more options than the other two, but the other two are maybe a little simpler because of it.

I take it that I can't log the stack system then?

Just my luck to buy the wrong thing

So the AEM failsafe will plug into the boss already welded into the exhaust, will connect up to the vacuum on the carb, and hopefully connect in some fashion to the tacho. Then I can drive around, and download info onto a laptop and see what the AFR is doing in various driving conditions?

The only ones I can find are for turbo cars or methanol burners?

Richard

Richard P6 wrote:I take it that I can't log the stack system then?

Just my luck to buy the wrong thing

So the AEM failsafe will plug into the boss already welded into the exhaust, will connect up to the vacuum on the carb, and hopefully connect in some fashion to the tacho. Then I can drive around, and download info onto a laptop and see what the AFR is doing in various driving conditions?

The only ones I can find are for turbo cars or methanol burners?

Richard

The ones I mention are loggers/widebands in one.

If you want to buy an additional logger then yes your stack wideband will have an analogue 0-5v output that you could feed into it to log.

Really depends what way you want to go with it all. But the easiest would be the ones I mentioned.
Innovate make various loggers that are fairly universal that you could work with.

eg

http://www.innovatemotorsports.com/products/lma3.php

Or their main LM2 can datalog internally, for rpm, manifold pressure etc you'd still need other parts

http://www.innovatemotorsports.com/products/lm2.php

Or Zeitronix, you need to log to laptop.

http://www.efi-parts.co.uk/index.php?productID=173

I bit the bullet and bought a full Zeitronix twin wideband kit a few years back. And I'm glad I did. I dont know anything aobut the other kits mentioned on here but my kit does all I need it to.

I also added some inputs to read manifold pressure and rpm as well.

This is purely a 1/4 mile engine though. But I can log everything I need to when racing. I have twin wideband gauges to look at but they are no good when racing. So after a pull I can stop and hit the save button and then scroll through the engine figures when i get back to the pits. This kit also has alarm parameters which I can set to shut stuff off if the engine gets into trouble when I'm racing.

FYI

Pel

mgbv8 wrote:I bit the bullet and bought a full Zeitronix twin wideband kit a few years back. And I'm glad I did. I dont know anything aobut the other kits mentioned on here but my kit does all I need it to.

I also added some inputs to read manifold pressure and rpm as well.

This is purely a 1/4 mile engine though. But I can log everything I need to when racing. I have twin wideband gauges to look at but they are no good when racing. So after a pull I can stop and hit the save button and then scroll through the engine figures when i get back to the pits. This kit also has alarm parameters which I can set to shut stuff off if the engine gets into trouble when I'm racing.

FYI

Pel

it is an added expense, but I'd say on a carb car perhaps more so than EFI, one wideband per bank is even more important given how carbs work with separate jetting etc for each side.

stevieturbo wrote:

mgbv8 wrote:I bit the bullet and bought a full Zeitronix twin wideband kit a few years back. And I'm glad I did. I dont know anything aobut the other kits mentioned on here but my kit does all I need it to.

I also added some inputs to read manifold pressure and rpm as well.

This is purely a 1/4 mile engine though. But I can log everything I need to when racing. I have twin wideband gauges to look at but they are no good when racing. So after a pull I can stop and hit the save button and then scroll through the engine figures when i get back to the pits. This kit also has alarm parameters which I can set to shut stuff off if the engine gets into trouble when I'm racing.

FYI

Pel

it is an added expense, but I'd say on a carb car perhaps more so than EFI, one wideband per bank is even more important given how carbs work with separate jetting etc for each side.

Thats why I did it Stevie. I fitted Lambda bungs in the front and rear exhaust runners so I could swap the probes around for testing. As you know there seems to be a tendency for carbed motors to run lean on the front pair and rich on the rear pair of cylinders when Drag Racing. So i set the engine up for fuelling on the front pair and then swapped the lambda's to the rear pair and found those were data logging richer when the engine was nasp. After the blower was fitted this evened out a little as the GMC blower seems to have the air coming out into the inlet manifold blowing towards the front of the engine?

The new engine build for the MGB is nasp again, but this time with twin holleys mounted side saddle on the tunnel ram. So the twin wideband kit will be getting to work again later this year. If I can afford it I'm going to have the engine broken in and tuned on an engine dyno before I fit it. Then I can do some track testing again between front and rear cylinders when its actually moving

Perry