Ok, so here is my problem with the wideband. Who is going to be watching the wideband while at WOT and high rpm? Your eyes will/should be on the road and other cars. By the time you notice the wideband reading lean you are in bad shape and running a high chance of engine damage.
This gauge is as easy to read as any out there, including stock gauges.
http://www.aempower.com/ViewCategory.aspx?CategoryID=70 The damage does not always happen at WOT (Remember WOT is something like 75% throttle) and higher RPM.
Rick solved the fuel managment issues by allowing the ecu/system to do the fuel rich/lean calculations/corrections correctly not the driver. There have been many many cars with forced induction and narrow band o2 sensors including 80's.
I am not saying it will not work or that it does not work at closed loop. All I am saying is why are you guys so reluctant to monitor the truck?
BTW, when I reviewed turbocruisers datalogs early on the sensors were all reading in proper range. ie timing advance, O2 sensor, ect. The stock ECU can handle 33 lbs of air per min. fine in the logs I have reviewed. Turbocruiser maybe you could share those logs?
It reports 33 lbs of air, but do you know where the fuel map ends?
In other toyota applications (maybe cruiser too) when the sensors are too far out of range the ecu respones by cutting all of the fuel not just a portion. Nice safety.
I do not see the relevance of this. If your truck is going lean in open loop it will detonate (you won't hear it) and the pistons will be melted way before the ECU figured out something is wrong.
Christo, so what turbo is the AVO system using that outflows at 6 psi than the safari turbo at 12 psi.
I will have to dig up the number again. This is just from experience. 97 truck with stock MAF and if we do not add fuel in certain cases, the truck goes lean. Confirmed on dyno with wideband O2 and driving with wideband O2.
"I can show you a block from a truck that was fitted with a Safari turbo and made it 1/2 way to Moab."
That is kinda like yelling fire in a theater... Give more data than a dead block... What part and or parts failed that lead to the engines death.
Melted a piston and eventually blew the headgasket. This happened in about 100 yards doing 80/90 mph on the way to Moab. This was not a customers truck, it was a friend that brought a Safari turbo back from Australia. Thought the truck was tuned properly and it was not.
Again, other that the gauge reading issue, which I think is not an issue, why not use one? The wideband is more accurate over a wider range and reads the fuel mixture back to you. You can immediately see what is going on. The o2 sensors function is to get the truck to run as close to 14.7 as possible when in closed loop. It does that fine, but playing with turbo's and MAF mods changes the fuel mixture. You should keep an eye on it. The conventional O2 sensors will read .45v at 14.7 fuel ratio, however as soon as it changes from there, they saturate. In closed loop the fuel trim takes care of this and always want to get the truck back to that spot. However when you are in open loop, you have no idea what is happening to the fuel mixture, other than grossly lean or grossly rich. Are you running at 11, 10, 15 or what. Very important. I would suggest you use your logging software and set it to record open loop and closed loop flags and then record a run. Play it back and see how many times you are in open loop. If this is only at idle that good, but from my experience it is not. Rick's MAF might affect that, but I bet you will still have cases where you are not.
I do not have a wideband O2 on my 100 series (no convenient spot for the gauge) but we did all the tuning with one over hundreds of miles. I am pretty sure it never goes lean. We also confirmed that with a lot of dyno runs.
This is a good read on the subject.
http://www.forparts.com/BoswidebandO2.htm
