Wideband...DYNATUNE or AEM?
05-01-2006, 11:37 AM
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Wideband...DYNATUNE or AEM? Which one do you have and is one better than the other or pretty much the same. I like how the AEM has the digital readout and the outter lights as well compared to the DYNATUNE but if the lc-1 works better than I would get that one. Im not looking to spend more than $300 its just to keep an eye on a/f when on the juice.
Thanks in advance,
D.j.
Thanks in advance,
D.j.
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05-04-2006, 09:14 PM
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We have found the Innovate to be the best. The LC1 is what we utilize with our Wideband gauges and we are currently Innovates number one distributor of LC1s' in the country.
But let me tell you why not just saying it.
The biggest difference is actually the (pat. pend.) measurement principle of the LM-1/LC-1. Different from all other widebands it does NOT use the pump current as AFR indication. Instead it uses the sensor to form with the LM-1/LC-1 circuit what's called a delta-sigma analog to digital converter. The difference is that the analog signal in this case is not a voltage or current, but directly the exhaust gas composition. This allows it to:
A: react extremely fast with no settling or overswing
B: be independent of electronic parts tolerances and drifts
C: compensate for sensor drift due to aging every time you do a free air calibration.
D: calibrate for the actual sensor characteristic independent of the factory calibration resistor, which is only correct when the sensor is new.
E: is much less susceptible to exhaust back pressure.
Another advantage of that measurement principle is automatic compensation for 'rich gas loading'. This is an effect most WB manufacturers do not compensate for or even know of. When a WB sensor is operating in a rich gas for a prolonged time (minutes), it's cells 'load up' and slowly drift, requiring more and more pump current. This will indicate richer and richer than it actually is. If the ECU is WB controlled in closed loop, the engine would actually run leaner and leaner to compensate.
The LM-1's/LC-1's measurement principle is not susceptible to that.
As far as the Dynotune gauges you will not find a better built gauge, all billet aluminum and accuracy second to none. Here is a link to see what people say about the Dynotune Gauges
https://ls1tech.com/forums/showthrea...0&page=1&pp=20
Thanks,
Dean
But let me tell you why not just saying it.
The biggest difference is actually the (pat. pend.) measurement principle of the LM-1/LC-1. Different from all other widebands it does NOT use the pump current as AFR indication. Instead it uses the sensor to form with the LM-1/LC-1 circuit what's called a delta-sigma analog to digital converter. The difference is that the analog signal in this case is not a voltage or current, but directly the exhaust gas composition. This allows it to:
A: react extremely fast with no settling or overswing
B: be independent of electronic parts tolerances and drifts
C: compensate for sensor drift due to aging every time you do a free air calibration.
D: calibrate for the actual sensor characteristic independent of the factory calibration resistor, which is only correct when the sensor is new.
E: is much less susceptible to exhaust back pressure.
Another advantage of that measurement principle is automatic compensation for 'rich gas loading'. This is an effect most WB manufacturers do not compensate for or even know of. When a WB sensor is operating in a rich gas for a prolonged time (minutes), it's cells 'load up' and slowly drift, requiring more and more pump current. This will indicate richer and richer than it actually is. If the ECU is WB controlled in closed loop, the engine would actually run leaner and leaner to compensate.
The LM-1's/LC-1's measurement principle is not susceptible to that.
As far as the Dynotune gauges you will not find a better built gauge, all billet aluminum and accuracy second to none. Here is a link to see what people say about the Dynotune Gauges
https://ls1tech.com/forums/showthrea...0&page=1&pp=20
Thanks,
Dean