wideband bung placement
Oct 26, 2010 | 08:22 PM
#1
wideband bung placement
I noticed the Megan Racing test pipe comes with an extra 02 bung, does anyone here run there wideband o2 sensor on the megan racing test pipe??
Or should I just get a bung welded somewhere else
Or should I just get a bung welded somewhere else
Oct 26, 2010 | 10:20 PM
#5
Ok cool, looks like im leaning more towards just using the one thats one the megan racing test pipe already..
Anyone else running there wideband sensor from the bung thats already on the "megan racing test pipe"????
Anyone else running there wideband sensor from the bung thats already on the "megan racing test pipe"????
Oct 27, 2010 | 04:56 AM
#7
Newbie
Joined: Aug 2006
Posts: 18
Likes: 0
From: Northern VA
I have spoke to experienced tuners that suggest the wideband should be no further than 12" from the turbo outlet for an accurate reading. Although it is very hard on the sensor it is a necessary evil to get a precise tune. I have always ran my widebands in the DP in close proximity to the factory O2 since having my first stand alone unit on my DSM tuned at HP Works in Colonial Beach, VA.
A few years ago during a dyno tune session I moved my wideband just past the T-case where I had installed another bung hoping to extend my sensor life. The AFRs changed from high 11s to mid 13s, with no changes to my program and the pull was done within 10 minutes of the last.
I also noticed C16 or other leaded fuels will ruin the sensor faster than unleaded fuels. I would use a Map gas torch to clean the lead build up off my sensors to get more life out of them. Another tactic was to power up the O2 to preheat it before starting the car. I had a lot of problems with condensation on start up causing the glass element to break inside the O2, the preheating solved that issue.
I then purchased a heat sink from Innovate Motorsports that extended my sensor life without preheating and less frequently of cleaning the sensor.
http://www.innovatemotorsports.com/x...cat=250&page=1
It has to be clocked properly and I would strongly suggest using a high temp (>2200*) anti-seize. Regular anti-seize damn near welds the thing in after any extended time in the DP. It is a little pricey, but at the time a replacement AEM wideband sensor was almost $200 and I can honestly say it paid for itself.
A few years ago during a dyno tune session I moved my wideband just past the T-case where I had installed another bung hoping to extend my sensor life. The AFRs changed from high 11s to mid 13s, with no changes to my program and the pull was done within 10 minutes of the last.
I also noticed C16 or other leaded fuels will ruin the sensor faster than unleaded fuels. I would use a Map gas torch to clean the lead build up off my sensors to get more life out of them. Another tactic was to power up the O2 to preheat it before starting the car. I had a lot of problems with condensation on start up causing the glass element to break inside the O2, the preheating solved that issue.
I then purchased a heat sink from Innovate Motorsports that extended my sensor life without preheating and less frequently of cleaning the sensor.
http://www.innovatemotorsports.com/x...cat=250&page=1
It has to be clocked properly and I would strongly suggest using a high temp (>2200*) anti-seize. Regular anti-seize damn near welds the thing in after any extended time in the DP. It is a little pricey, but at the time a replacement AEM wideband sensor was almost $200 and I can honestly say it paid for itself.
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Oct 27, 2010 | 03:14 PM
#8
A weld-in M18 X 1.5 boss is supplied for sensor installation. Mount the O2 sensor in the
exhaust system at least 18 inches downstream from the exhaust port
exhaust system at least 18 inches downstream from the exhaust port
. If you anticipate
high EGT's (over 800C), run a turbocharger, run at high RPM for extended periods of
time or plan on running leaded race fuel then you must mount the sensor at least 36
inches or more downstream of the exhaust port as all of these can cause the sensor to
overheat. On turbocharged engines the UEGO sensor must be installed after the
turbo charger, if not, the pressure differential will greatly affect the accuracy of
the unit. For accurate readings, the sensor must be mounted before catalytic
converters and/or auxiliary air pumps. To prevent collection of liquids between the
sensor housing and sensor element during the cold start phase, the installation angle
should be inclined at least 10° from horizontal with the electrical connection upwards,
high EGT's (over 800C), run a turbocharger, run at high RPM for extended periods of
time or plan on running leaded race fuel then you must mount the sensor at least 36
inches or more downstream of the exhaust port as all of these can cause the sensor to
overheat. On turbocharged engines the UEGO sensor must be installed after the
turbo charger, if not, the pressure differential will greatly affect the accuracy of
the unit. For accurate readings, the sensor must be mounted before catalytic
converters and/or auxiliary air pumps. To prevent collection of liquids between the
sensor housing and sensor element during the cold start phase, the installation angle
should be inclined at least 10° from horizontal with the electrical connection upwards,
see below.
http://www.schnitzracing.com/manuals/AEMWBK.pdf
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