DavidNJ

Well, someone is because it is an S2000 being tuned in the video:

markforrester99

Interesting watch and even more so the fact that they are using the AEM EMS V2. It looks like good stuff but the trims set up are only valid at that individual point in time. You could drive it off the dyno, come back in a month and they could be be wrong again, too many environmental factors to consider. If the ECU had the ability for 4 channel o2 feedback then that would be the best solution. It is clever how people are further making use of the old ecu's functions

I have seen this done on a drag car before where money was no object. Its alot of money and expense for a road car thou

AP1Chief

It works... but average street car, not needed.


U can also read plugs if your suspecting you got leaky valves,(AFrs Off) and adjust fuel accordingly, I do this on my personal car all the time.

LostMarine

is that bisi lol.. 240mph!

cyl 02 is smart, overkill for most street cars.

DavidNJ

This is an article on individual fuel trims: Benefits of Individual Cylinder Tuning | Apex Speed Technology

It claims these advantages, also pointing to preference for a closed loop individual cylinder lambda adjustment. However, I haven't found an ECU that does it. I read that the Pectel/Cotworth SQ6 does. If so, I'd expect the Life and Syvecs to also do it. However, looking at the Syvecs software it doesn't seem to do it.

1. Having individual air/fuel ratio measurement doesn’t just help tuning fuel per cylinder, but can lead to improvements in your intake/exhaust system design. Especially in these engines where intake and exhaust tuning play a big role, there are dramatic differences in air/fuel ratio between cylinders. Often, its not just a “global” trim, but you find that the required fuel for each cylinder changes dramatically for different loads/engine speeds. There are general trends, but one of the most interesting phenomenons is “port robbing.” You’ll often find that richening 1 cylinder will cause another cylinder to richen as well, as fuel is actually being pushed back into the airbox. What this shows us is that either injection timing, intake trumpet length or exhaust header design can actually be modified for more efficient use of the fuel charge.
2. A closed-loop multi-cylinder fuel trim is more effective than open loop. Fuel distribution seems to be much more sensitive to load and engine condition than overall fuel load. No matter how precisely we map individual trims on the dyno, the requirements seem to change on the street or track. An ECU that allows you to do closed-loop fueling adjustments per lambda sensor allows you to extract the maximum gain from individual fuel trims.
3. Exhaust Gas Temperature Measurement (EGT) should be used as a guide, and care needs to be taken when balancing EGTs. EGT’s are an excellent tool for adjusting timing between cylinders as retarded cylinder will run hotter than ones near optimal timing. One challenge in using EGTs for trimming spark timing is that the installation can effect a lot. If one port is farther away from the others or too close to the exhaust valve, you will see significant temperature variations. The best way to look at EGTs is to find trends – what makes cylinders hotter or colder.
4. EGTs can tell you when a cylinder is too retarded better than too advanced. For a lot of motors, cylinder temps rise pretty quickly as timing retards, but they stabilize over a wide range once you get close to optimal timing. This makes them a good tool for evaluating when you are close to optimal timing, but not always for if you’ve gone past it.
5. Turbocharged engines have much more complex EGT demands. As boost increases, the backpressure and exhaust temps do as well. Also, its common to retard timing in order to prevent detonation. So to make sure that excessive heat doesn’t damage the turbocharger or exhaust components, its important to monitor exhaust temps in higher compression or high boost turbo motors, especially when ignition retard strategies like launch control, anti-lag or traction control are used.
6. For detonation limited motors, individual cylinder knock control is a very important tool for maximizing power. On V8 supercharged offshore-powerboat engines, we were able to see over 10% power gains just from having individual cylinder knock control. We’ve seen similar situations on turbocharged Viper V10’s. Its amazing how much 1 or 2 cylinders can hold back the rest of a motor.

The last talks about individual cylinder knock detection/correction. Lots of discussion how differences in cylinder cooling and manifolds can make some cylinders much more prone to knock. The knock sensors inherently measure individual cylinders since the ECU knows which cylinder fired. Oddly, Haltech, even with its drag racing focus, doesn't do individual cylinder knock adjustments.

DavidNJ

Frustrating...the Pectel SQ6 has a traction control setting for driveline backlash, a setting to moderate engine braking, a dozen or so different fuel trims, and even more variable cam timing settings...however...apparently no closed loop lambda trim for the individual cylinders.

DavidNJ

Another article. They got 6hp on a 170hp B16. BT Writeups: Tuning Reliability & Repeatability: An Example of Individual Cylinder Fuel Trims

They used the Hondata which apparently only had a single per cylinder adjustment. Any current ECU would provide more flexibility.