he doesn't have a cat. the flow is free no restriction at all.

Ok. Do not mount the sensor near the turbo like it was suggested in an earlier post. Your position if at the beginning of the cat delete pipe or end of downpipe should be fine. 12-2o'clock facing down. I'd also recommend doing the calibration and making sure its not a problem with the wideband before making any fuel adjustments. As far as calibration, I am not familiar with the aem uego, but you should have gotten a manual which you should refer to which should have calibration directions, or check the aem site/forum.

aem's site forum has been down for the past couple of days. I followed directions....In order to get 11.2-11.6 AFR I ended up having to run 19psi and 23% fuel from 5k on, also 15% fuel at 4000rpm to 5k.

The more fuel I added the more it seemed to knock....I'm friggin confused, I'll post a log of the runs, maybe someone can help out heh.

If you don't now how to calibrate your own, then put it on good dyno with wideband and compare it directly with yours concurrently.

Like I said, I followed instructions on calibration and setup, which was nothing really, but I read both the ECU+ manual for setting this up, and the AEM guide. There shouldn't have been a calibration to be done, the settings that come from the factory are the correct ones.

I have it where I want it now, it's 11.2, very conservative, which is fine by me.

From reading the posts you appear to have the sensor in the wrong location. In order for the sensor to read accurately and consistently it must b 24" (give or take a few) from the turbo. That being said you are well over the maximum distance. Trust me on this I have workd very closely with PLX Devices and know for a fact through R&D that that IS the best spot for the sensor.

just to make clear.
anyone else running a wideband from a different manufacture the above post is most likely not information for you.

The location of the sensor doesn't matter at all unless you have exhaust leaks. I've been running a wideband for years on my Eclipse in the rear O2 bung with and without a cat, wiith no problems and no difference in readings.

4TUN8, what is your reading at idle or cruise? If it bounces around stoich, 14.7:1, then I would say that your wideband is calibrated fine and your readings are accurate. Idle AFR would show any exhaust leaks or problems moreso than at WOT. Perhpas someone tuned your car super lean, but I would haev imagined it to knock at 14:1 at WOT, unless a ton of timing was pulled.

Eric

I don't have a PLX wideband. I have a AEM EUGO



12r99gst I'm stoich at cruising.....

my experience comes from the Innovate lm1 and and a wideband on my Hydra. Both require calibration. The LM1 may be more sensitive and requires periodic calibration, is VERY unhappy if overheated, but since it has a heater (all WB ?) it can be located at the end of a twenty foot extension if need be. The LM1 can be considered pretty accurate, but in reality a tenth or two isn't going to hurt anything. There is no reason to tune that close to lean, performance wise.
On my evo, with the Hydra I have 14.7 filled in up to nearly zero + boost psi (100).

if you have no cat and no exhaust leak there will be no difference in sensing AFR

The problem with mounting the wideband more than 24 inches from the turbo is the response time of the sensor reading the fumes. The father away the sensor is from that 24 inch marker the more of a delay there will be, so be careful and keep that in mind when tuning.

^ LOL @ having a delay thats significant for having it more than 24inches away.
do you realize how fast the exhuast fumes are moving, its fast not slow.
datalogging would be very easy to see a delay if any showed up anyways.

You can get rich knock as well as lean knock. Make sure your wideband isn't bad. Try leaning it out a touch and pulling 2 degrees of timing where your seeing the increased knock. Also try diffrent brands of fuel. I found that Shell and Mobil were better and more consistant vs. BP.

VIA the LM-1 Manual:

On TURBO CHARGED vehicles:
Bung: Install the bung downstream from the turbo before the catalytic
converter. The high exhaust pressure before the turbo interferes with
the lambda measurement and the high exhaust temperatures
encountered there can damage the sensor.