Wideband gauge
Suspended Sponsor
Joined: Oct 2004
Posts: 371
Likes: 0
From: Just outside of Palm Springs Ca.
Dynojet Wideband Commander, period. The best system available, can control 2 switched items and can even be configured by us at Race-Prep to act as a safety system shutting down the ignition if the AFR gos leaner than a user defined point at W.O.T. Like I said the only way to fly...safely!
-Bryan
-Bryan
Thanks guys for the good words.
This may be a little too much info but tells you why the Innovate is the best WideBand on the market!
The biggest difference is actually the (pat. pend.) measurement principle of the Innovate Wideband. It is different from all other widebands in that it does NOT use the pump current as AFR indication. Instead it uses the sensor to form with the Wideband 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 Innovates measurement principle is not susceptible to that.
Dean
This may be a little too much info but tells you why the Innovate is the best WideBand on the market!
The biggest difference is actually the (pat. pend.) measurement principle of the Innovate Wideband. It is different from all other widebands in that it does NOT use the pump current as AFR indication. Instead it uses the sensor to form with the Wideband 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 Innovates measurement principle is not susceptible to that.
Dean
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Dynojet Wideband Commander
I agree. However, most widebands in the similar price range offer basically the exact same quality. Another cool feature of the Dynojet WBC is that you can control the nitrous to operate within giving a/f parameters (I don't use that feature, but it is an option).
I agree. However, most widebands in the similar price range offer basically the exact same quality. Another cool feature of the Dynojet WBC is that you can control the nitrous to operate within giving a/f parameters (I don't use that feature, but it is an option).
Originally Posted by DynotuneN2O
How much did you pay for the commander? Is the gauge easy to read at the track?
They looked a bit difficult to read as the analog display vs digital....
They looked a bit difficult to read as the analog display vs digital....
My gauge is shoved back behind my glovebox, WHAT A WASTE ANY wideband gauge is! I plug my WBC up to my laptop, do my tuning, log it a bunch of times to make sure pulls are identical, than close my laptop at the track and continue logging. I can't imagine driving down the track looking at ANY gauges, let alone a little a/f gauge that has numbers all over the place, bouncing around 
I paid 380 for the commander though, and yes, a digital is the way to go if you are trying to kill yourself by looking at a/f gauges while actually racing
. 
Originally Posted by 5.8litrels1eater
What gauge My gauge is shoved back behind my glovebox, WHAT A WASTE ANY wideband gauge is! I plug my WBC up to my laptop, do my tuning, log it a bunch of times to make sure pulls are identical, than close my laptop at the track and continue logging. I can't imagine driving down the track looking at ANY gauges, let alone a little a/f gauge that has numbers all over the place, bouncing around
I paid 380 for the commander though, and yes, a digital is the way to go if you are trying to kill yourself by looking at a/f gauges while actually racing .
My gauge is shoved back behind my glovebox, WHAT A WASTE ANY wideband gauge is! I plug my WBC up to my laptop, do my tuning, log it a bunch of times to make sure pulls are identical, than close my laptop at the track and continue logging. I can't imagine driving down the track looking at ANY gauges, let alone a little a/f gauge that has numbers all over the place, bouncing around I paid 380 for the commander though, and yes, a digital is the way to go if you are trying to kill yourself by looking at a/f gauges while actually racing
.Well...a guage serves many purposes. For instance, you are just driving around town and your car gets a slight hesitation when pulling out, or in the middle of the rpm range it has a bog, or any of the other numerous problems you have had with your cobra- A guage in front of you would tell you exactly what just happened. Or I guess you could drive all the way back home, get your laptop, hope your laptop is still working, hook it up to your wbc, start driving and hope that your laptop battery doesnt die before you encounter your problem. Thats just one situation where a guage could help out alot. Being as it is a wideband, it is not ONLY designed for wot, so that was just a dumb argument.
I guess with the useless guage you get with the wbc you have to come up with reasons not to use it.
