Sandro

iTrader: (1)

I am planning on modifying my R1 (currenltly stock except an Apexi N1 dual catback) to run in Street Prepared (autox) next year. I am on a learning curve and have been reading your excellent threads on the PFC.
Can I install O2 WB and EGT sensors in the DP or are there better locations? Someone told me that gas temperature in the DP could be too high for the O2 sensor and the the catback would be better, but I also heard that this may be sensor dependent, as some sensors are more temperature tolerant.
Also, which brands/configurations would you recommend to interface with the PFC/DL at a reasonable price?
Thank you in advance.
Sandro

dhcernese

wb02 must be BEFORE the cat silly (and after turbo)! the cat is burning unburnt fuel, remember.

i'll let you know if my lc-1/Bosch wb02 craps out from heat in the DP, since that's where mine is. for temps over 500C (900F), you're supposed to fabricate a heatsink (copper), I don't think i have one :-(

my dual EGT sensors are rated to 1100°C (2000°F), so I'm pretty sure they'll be fine, they're in the exhaust manifold.

Sandro

iTrader: (1)

Thank you Dan.

What exhaust temperatures do you tipically see in the exhaust manifold? - to compare it with the 500C WBO2 upper limit.

Sandro

dhcernese

Anywhere from 1200°F to 1800°F, there's no way that is the same temperature down where the wb02 is sitting in the DP (other side of the turbos), but it may still be too hot. A replacement is only $80, so I'll save up and next time put the copper heat sink/shield or an extender in. I haven not found hard and fast sensor specs for what is too hot for the bosch wb02 sensor, just the recommendation from Innovative to put the cooper in place or a bung extender.

Sandro

iTrader: (1)

Thank again Dan

Sandro

iTrader: (1)

FYI, I learned form the PLX people that they do not have the same temp limitations like the LC-1/LM-1 as they use a different approach for the electronics, which is not that temperature sensitive (by the way their system does not require external calibration either). As such, their only limit is the Bosch sensor itself, which can operate up to 850 deg C.

Boost Lee

iTrader: (3)

I've been using the LC1 and my Power FC for the last 2 months and have had absolutely no issues.

Bob_760

The only time my lc-1 has ever overheated was during an extended highway drive in hot weather during a long period of light boost (crusing slightly on the throttle) when i had my cat on (miserably failing at my attempt to pass emissions) this was at 1400F+ EGTs. My sensor is at the bottom of the downpipe in the 12 o clock position and it's never overheated with my normal setup (DP MP PFS-CB).

Edit: Wait it says the only mod you have is a cat-back so you have the stock pre-cat, that would mean the only option you have for wideband is to use a serious heatsink and put your wideband into the stock O2 bung (or next to it), anything past that would be after the pre-cat.

Sandro

iTrader: (1)

Thanks Bob. I have the pre-cat right now but planning on putting back my DP and possibly eliminating the main cat as well - allowed in SP. That's why I originally asked if the catback could be a preferable location.

Once again, I understand from the PLX folks that in their [new] system the only limitation is the Bosch probe itself at 850 deg C (@1,562 deg F) which I am learning are quite unlikely at the turbos exit. They actually suggest replacing the OE narrow band sensor all together with their probe. Then, feed the ECU with their 0-1 V signal.

dhcernese

The cat burns fuel, it is useless to put the O2 sensor after a cat.

http://auto.howstuffworks.com/catalytic-converter2.htm

Unless by "catback" you're referring to the exaust pipe beyond where (both) cats used to be after being removed. It's just confusing to me to say catback if there's no cat :-)

Sandro

iTrader: (1)

Yes of course I meant that. DP+MP+whatever you want to call it. Sorry if I confused you.