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AFR readings


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#1 mbruneaux

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Posted 23 August 2017 - 09:17 PM

So, I was able to install the AEM AFR and the 3" exhaust, numbers were great with factory injectors 13.4 at idle but as soon as I give it gas it went pig rich to 8.  That was the third set of injectors so I installed CHAD's injector holder with 55# and 95# injectors.  At idle the afr is 17 or 18, way too lean but give it gas and it goes to a great 12 or 13.  I'm thinking my 55# injector is faulty or too small.  I have SS valves and a ported exhaust manifold as the only modifications.

On decel it pops through the exhaust and the afr reads 18+

38psi at idle


Advise is appreciated.

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#2 Fuze

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Posted 24 August 2017 - 06:47 AM

Do you have a fuel pressure reg or something like a MAF-T or S-AFC to tune the fuel with?

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#3 mbruneaux

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Posted 24 August 2017 - 07:23 AM

View PostFuze, on 24 August 2017 - 06:47 AM, said:

Do you have a fuel pressure reg or something like a MAF-T or S-AFC to tune the fuel with?

I have a MAFT setup I plan to use but wanted to make sure everything was working well before installing it.  Do you think it's just a factory calibrated limitation?
Canterbury, CT
1989 Chrysler Conquest TSi (Project Race Car) Build thread http://www.starquest...opic=147910&hl=
2001 Pontiac Grand Prix GTP (Daily Driver)
2002 Discovery II SE7 (Wife's progeny wagon and tow vehicle)

Second place is S*** place , eh.  - Stéphane Peterhansel

#4 speedyquest

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Posted 24 August 2017 - 08:59 AM

It's definitely a limitation of the factory ecu and how much boost/modifications it can handle. Without an adjustable FPR you can't get those injectors to their proper base psi (45) and without the maft you can't properly adjust the signal the ECU is seeing to have it deal with what your trying to do. What you should do is go back to stock, make sure it runs properly that way, then put your injectors and maft on. Then you can reasonably expect you have a good base and your not tuning around issues.

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#5 mbruneaux

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Posted 24 August 2017 - 10:08 AM

It idled fine at 13.5 or so with the factory injector before I upgraded the injectors.
Canterbury, CT
1989 Chrysler Conquest TSi (Project Race Car) Build thread http://www.starquest...opic=147910&hl=
2001 Pontiac Grand Prix GTP (Daily Driver)
2002 Discovery II SE7 (Wife's progeny wagon and tow vehicle)

Second place is S*** place , eh.  - Stéphane Peterhansel

#6 Turbo Cary

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Posted 24 August 2017 - 11:34 AM

Check for a vacuum leak as well. A vacuum leak can cause high AFRs. Especially at idle or part throttle. On decel going to 18 is ok. That is the ECU shutting down the injectors.

#7 importwarrior

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Posted 24 August 2017 - 09:01 PM

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#8 Fuze

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Posted 25 August 2017 - 08:18 AM

^^^ What Speedy said. The car should run like stock if you are running stock sized injectors like a 55# and a 95#. I have an NGK AF-X wideband and it needs to be calibrated before use and periodically, not sure if the AEM one is that way.. Either way, it's not a hard problem to solve with a little tweaking on a MAF-T. You just don't want to try to fix problems with the MAF-T and shouldn't have to is you're running a basically stock setup.

Edited by Fuze, 25 August 2017 - 08:23 AM.

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#9 mbruneaux

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Posted 25 August 2017 - 08:49 AM

I've ordered a an adjustable FPR and will up the pressure to 45psi, if that doesn't work will have to try and find working stock injectors.  What doesn't make sense is that with the stock injectors the idle afm was perfect 13.5.
Canterbury, CT
1989 Chrysler Conquest TSi (Project Race Car) Build thread http://www.starquest...opic=147910&hl=
2001 Pontiac Grand Prix GTP (Daily Driver)
2002 Discovery II SE7 (Wife's progeny wagon and tow vehicle)

Second place is S*** place , eh.  - Stéphane Peterhansel

#10 Hoosierquest

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Posted 28 August 2017 - 03:06 PM

My Delphi injectors are 65 & 95.
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#11 mbruneaux

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Posted 28 August 2017 - 03:12 PM

View PostHoosierquest, on 28 August 2017 - 03:06 PM, said:

My Delphi injectors are 65 & 95.

I've checked everything over three times so I may end up buying a bigger primary if increasing fuel pressure doesn't work.  I would need to buy an adjustable FPR if and when I start upgrading anyway. thanks.
Canterbury, CT
1989 Chrysler Conquest TSi (Project Race Car) Build thread http://www.starquest...opic=147910&hl=
2001 Pontiac Grand Prix GTP (Daily Driver)
2002 Discovery II SE7 (Wife's progeny wagon and tow vehicle)

Second place is S*** place , eh.  - Stéphane Peterhansel

#12 mbruneaux

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Posted 03 September 2017 - 09:25 PM

Received the Spa AFPR and set it to 45#, AFR readings have come down to 15 or 16 which i still lean but it idles much better although a little high at 1K to 1.3K.  Thank you all for your help.

The AFR readings are very erratic which I guess is normal but it drives nice.  I will try and drive it more tomorrow but don't know if I want to have a tow truck driver sent out on Labor day....

Edited by mbruneaux, 03 September 2017 - 09:31 PM.

Canterbury, CT
1989 Chrysler Conquest TSi (Project Race Car) Build thread http://www.starquest...opic=147910&hl=
2001 Pontiac Grand Prix GTP (Daily Driver)
2002 Discovery II SE7 (Wife's progeny wagon and tow vehicle)

Second place is S*** place , eh.  - Stéphane Peterhansel

#13 Turbo Cary

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Posted 20 September 2017 - 06:46 AM

The AEM wideband gauges have two extra unused wires. A blue wire for datalogging to an external source and a white wire which can go to an ecu.

Set your gauge to the P04 setting to mimic a 0-1v oxygen sensor and wire the white wire to where your factory O2 wire is. Remove the factory o2 from the equation. The AEM has more accurate readings and will be better reading even for your factory ECU. The afrs should not be going all over the place. Only during cruising should it bounce back and forth as that is the ECU switching from rich to lean. At WOT you should see a stable consistent reading because you will be in a Open loop map at that point.

However you probably have a mechanical concern as to why your readings are all over the place. Take it to a shop for a smoke test to check for any vacuum leaks. Also check for adequate spark and plug gap.

#14 mbruneaux

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Posted 20 September 2017 - 07:35 AM

View PostTurbo Cary, on 20 September 2017 - 06:46 AM, said:

The AEM wideband gauges have two extra unused wires. A blue wire for datalogging to an external source and a white wire which can go to an ecu.

Set your gauge to the P04 setting to mimic a 0-1v oxygen sensor and wire the white wire to where your factory O2 wire is. Remove the factory o2 from the equation. The AEM has more accurate readings and will be better reading even for your factory ECU. The afrs should not be going all over the place. Only during cruising should it bounce back and forth as that is the ECU switching from rich to lean. At WOT you should see a stable consistent reading because you will be in a Open loop map at that point.

However you probably have a mechanical concern as to why your readings are all over the place. Take it to a shop for a smoke test to check for any vacuum leaks. Also check for adequate spark and plug gap.

I am using the AEM as the O2 like you suggested and using P02, I will set it to P04 and see if there is a difference.
Canterbury, CT
1989 Chrysler Conquest TSi (Project Race Car) Build thread http://www.starquest...opic=147910&hl=
2001 Pontiac Grand Prix GTP (Daily Driver)
2002 Discovery II SE7 (Wife's progeny wagon and tow vehicle)

Second place is S*** place , eh.  - Stéphane Peterhansel

#15 Turbo Cary

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Posted 20 September 2017 - 09:58 AM

View Postmbruneaux, on 20 September 2017 - 07:35 AM, said:



I am using the AEM as the O2 like you suggested and using P02, I will set it to P04 and see if there is a difference.

The P02 is the incorrect setting which could very well be the reason for your incorrect readings.

#16 Fuze

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Posted 20 September 2017 - 12:43 PM

Wait, does the AEM have it's own dedicated O2 sensor? Or are you splicing into the stock 02 signal wire?

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#17 mbruneaux

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Posted 20 September 2017 - 02:02 PM

View PostFuze, on 20 September 2017 - 12:43 PM, said:

Wait, does the AEM have it's own dedicated O2 sensor? Or are you splicing into the stock 02 signal wire?

I connected the white wire from the AFR to the ECU instead of the factory O2.

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1989 Chrysler Conquest TSi (Project Race Car) Build thread http://www.starquest...opic=147910&hl=
2001 Pontiac Grand Prix GTP (Daily Driver)
2002 Discovery II SE7 (Wife's progeny wagon and tow vehicle)

Second place is S*** place , eh.  - Stéphane Peterhansel

#18 Fuze

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Posted 20 September 2017 - 02:05 PM

Oh I see. They use a heated O2 and you splice your stock signal wire into that instead of running two O2's.

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#19 speedyquest

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Posted 20 September 2017 - 03:00 PM

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#20 Turbo Cary

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Posted 20 September 2017 - 06:27 PM

View PostFuze, on 20 September 2017 - 02:05 PM, said:

Oh I see. They use a heated O2 and you splice your stock signal wire into that instead of running two O2's.

I got a O2 sensor plug to cap where the stock one went. I didn't want to put the wideband there because the heat would kill it.




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