Oddly enough I had the same issue in a stock 92 Prelude SI.

One of your "thingies" is crooked.

Can you dim the boost gauge to match the other gauge?

I bet you wish you still had that Honda. It went through less engines than your bonneville.

One of my thingies isn't crooked. It'* an illusion because I have blocks of wood under the RF tire raising that side of the car for the O2 install.

The gauges are closer in brightness than they appear. That was a trick of the camera and natural/flash lighting. In addition, if I'd snapped that pic a few milliseconds later, the brightness would be flipped to the other one, considering the frequency the displays scan at. They are not on full. They refresh several times per second. If you shoot video and slow it down, you'll see the digits come and go.

Am I correct in assuming that you're running lean and the pcm is at the max rich limit? hence the need for slightly bigger injectors?

Also, whats the purpose of the wideband O2. How is it different than the normal O2 sensor. olet me know if these questions should bein their own thread.

Thanks - Tim

very impressive work. Brings back high school memories from the 70s when I used to put small block Chevys in everything (Chevy Luv, VW bug and Triumph Spitfire)

Your work is much cleaner and polished than mine ever was.

PS: and none of us had ever heard of a Computer

I get to hear that puppy whine again here soon, Joel can give you some of the rubber he stole last year.

It'* not that simple. Fueling changes across the band whether you're under load or not, throttle position, etc.

At WOT I'm SLIGHTLY lean, depending where in the RPM band I am. In GENERAL, I'm a tad on the lean side across the board, even though I'm running about 20% higher fuel pressure than stock (almost 4bar, 3bar is stock) and feeding it from a Walbro fuel pump.

The Walbro can keep up with FLOW just fine. It'* outflowing the demand by at least 30% or so. Probably more. It can support 400hp or more. The injector change will allow the PCM to get back into the 'range' it needs with slightly larger injectors running at a slightly lower pressure. My target is 3.5bar. The higher pressures have the added benefit of greater atomization of the fuel. That'* efficiency and power.

Again, the GOOD news is that the slightly lean condition seems to be fairly linear (or EVEN/EQUAL) across the board. This makes it very easy for me to adjust for the condition using HARDWARE. Fine-tuning can happen later with a custom burn, and I can log wide-band data to nail it down. I now have all the diagnostic tools I need for a correct burn.

Wideband O2'* look at a wider band than stock. OEM sensors don't have to be looking at a wide window, as they're selected for specific constants like known demand, stock MAF tables, known fuel pressure, etc.

At a certain point in modding, you start to get out of these 'constants', and they have a somewhat cumulative or interrelated effect. I'm finally to the point where I need to make hardware changes to counteract it.

The rule of thumb that I mod by is to fix as much as you possibly can MECHANICALLY before you resort to tuning. You get a much more stable and predictable machine that way.

Thought you guys would enjoy another pic of the Audio install, and part of the QTP controller. Many thanks to SSEmotorhead for the near-cherry condition ECC.



Shot the pic about 30 minutes ago on the way home from work.

Cold Air Intakes

No. At least not in the sense that you make it sound.

One USED to provide a fresh supply of positive-pressure air to keep engine bay heat out of my CAI box, but that CAI is now on the other car.

The other one is ducted to cool the casing of the supercharger, as originally installed when I did this 3 years ago.

Both of them help 'purge' hot air out of the engine bay still, particularly when you consider my hood vents.

http://www.bonnevilleclub.com/forum/...ic.php?t=16005