Long overdue: APR Power In-line ECU Release (Screen shots PG7)
#142
![Default](https://www.scionlife.com/forums/images/icons/icon1.gif)
ecu reads afr from the front a/f(o2 sensor) MOST PEOPLE KEEP THINKING THIS IS A O2 SENSOR WHEN ITS REALLY A WIDEBAND SENSOR... and ours is top notch it gets great precise readings..
boost control your gonna have to wait on for some time buddy....=} i like your build
#143
![Default](https://www.scionlife.com/forums/images/icons/icon1.gif)
its not exactly a wideband, one might call it a hybrid...correct me guys if im wrong but its not a normal nernst cell 02 sensor that operates on a 0-1 volt range like the secondary o2 sensor, I beleave it works on a 0-5volt much like wideband but not as accurate and built differently.
#145
![Default](https://www.scionlife.com/forums/images/icons/icon1.gif)
its not exactly a wideband, one might call it a hybrid...correct me guys if im wrong but its not a normal nernst cell 02 sensor that operates on a 0-1 volt range like the secondary o2 sensor, I beleave it works on a 0-5volt much like wideband but not as accurate and built differently.
Using Palmer ScanXL software to monitor my Denso AFR sensor indicates that it is at least as fast and accurate as my UEGO. Unfortunately the readings I get with ScanXL are in lambda which I find more difficult to interpret. I can also read the voltage which is 3.3V at 1.0 lambda (stoich/14.7:1). Lower voltage = richer and higher voltage = leaner.
Here is a good link for more info on O2 sensors:
http://www.autoshop101.com/forms/h37.pdf
#148
![Default](https://www.scionlife.com/forums/images/icons/icon1.gif)
Fuel trims can not be ignored when setting up the correct injector "correction". The steps below are how things need to be done to prevent any ECU relearning with this unit.
1) an OBD2 scan tool with fuel trims needs to be used.
2) Put new injectors in car
3) Put best guess of flow rating into software
4) Flash ecu with new cal
5) Start car and let idle for 1 min
6) Look at LTFT, try to adjust value of new injectors to get it closer to or between 0 to -5
7) Reflash ECU
Drive car at steady state at 45mph adjust value again to be LTFT between 0 and -5
9) Reflash ECU
10) Drive car at steady state at 65mph adjust value again to be LTFT between 0 and -5
11) Reflash ECU and drive!
1) an OBD2 scan tool with fuel trims needs to be used.
2) Put new injectors in car
3) Put best guess of flow rating into software
4) Flash ecu with new cal
5) Start car and let idle for 1 min
6) Look at LTFT, try to adjust value of new injectors to get it closer to or between 0 to -5
7) Reflash ECU
![Cool](https://www.scionlife.com/forums/images/smilies/icon_cool.gif)
9) Reflash ECU
10) Drive car at steady state at 65mph adjust value again to be LTFT between 0 and -5
11) Reflash ECU and drive!
#150
![Default](https://www.scionlife.com/forums/images/icons/icon1.gif)
Haha im using scanxl also - if I set my wideband to lambda - the front 02 readings and my wideband are dead on
- now if there was just a way to make scanxl convert it to afr based on a defined stoich (1.000 lambda) value....
![Smile](https://www.scionlife.com/forums/images/smilies/smile.gif)
#155
![Default](https://www.scionlife.com/forums/images/icons/icon1.gif)
Before buying my UEGO I looked hard for a gauge that could connect to the oem O2 and found none. Pity... it would be very easy to make one and sell it for half the cost of the UEGO or alternative AFR guages. Plus there would be no need to weld in a separate bung for a duplicate WB O2 sensor.
BTW, as Crush wisely recommended to me, it's best to monitor idle fuel trims with a warm engine for tuning purposes. My idle fuel trims vary a lot between cold and warm. They also vary a lot between idle, 45mph and 65mph but what you want is to find the average and an injector correction factor that works well in all 3 conditions. Idle being the least important as long as you don't have idle problems.
#156
![Default](https://www.scionlife.com/forums/images/icons/icon1.gif)
Yes your fuel trims will vary between cold and warm as the ECU enters into closed loop only after lighting off the Catalytic converter, reaching a predetermined coolant temp, and after a certain time.
PS, sorry for not getting back to you the other day, paul decided to do testing in house rather that put you through any problems if there were issues to arise.
PS, sorry for not getting back to you the other day, paul decided to do testing in house rather that put you through any problems if there were issues to arise.
#157
#158
![Default](https://www.scionlife.com/forums/images/icons/icon1.gif)
BTW, as Crush wisely recommended to me, it's best to monitor idle fuel trims with a warm engine for tuning purposes. My idle fuel trims vary a lot between cold and warm. They also vary a lot between idle, 45mph and 65mph but what you want is to find the average and an injector correction factor that works well in all 3 conditions. Idle being the least important as long as you don't have idle problems.
In short, all 3 positions, per several Toyo Engineers are important.
#159
![Default](https://www.scionlife.com/forums/images/icons/icon1.gif)
Ok, thanks Paul. I am getting the money together to get this unit within the next couple weeks. cant wait to see how it differs from the AEM EMS.
#160
![Default](https://www.scionlife.com/forums/images/icons/icon1.gif)
Yes your fuel trims will vary between cold and warm as the ECU enters into closed loop only after lighting off the Catalytic converter, reaching a predetermined coolant temp, and after a certain time.
PS, sorry for not getting back to you the other day, paul decided to do testing in house rather that put you through any problems if there were issues to arise.
PS, sorry for not getting back to you the other day, paul decided to do testing in house rather that put you through any problems if there were issues to arise.
I'm sorry I didn't realize it was you that I spoke with the other day. NP on not getting back to me before and I understand why you would want to do the testing in-house. I'm not exactly close by and any problems would have to be handled by phone calls and emails. But if you guys ever change your minds, I'd be very happy to test the X-1 on my XB2. The X-1 is what a piggyback should be and not like the weak piggyhacks currently available for Toyotas.