It's at home, I'll do it when I get home (tomorrow sometime, big plans tonight!)

When I was talking about the Y-axis being stretched, I was actually looking at the WB02 graph, where the range goes from 8-22, compared to your other post that goes from 12-16. So, the WB02 graph should look flatter.

 

some of you say that if you restrict air flow, you add more fuel?

it don't make dense to me, i disagree with that. its when you add more air=more fuel

just like when some add a sc or turbo, they are forcing more air into the engine so they can add more fuel...


oh ya, when i said you add more fuel, i meant from the cai and exhaust, not the vafc II

comments

 

Sorry, but what's your question? I've read your post twice, and I just don't understand what you are trying to say.

 

Gernby,

When do you expect to have these available for purchase and/or could I drive up and get a prototype from you?

 

look at the words air/fuel ratio...

Air compared to fuel. there always has to be more air or more fuel... unless your air/fuel ratio is perfect.

yes, you can add more air with an intake/exhaust/fi... but when more air is added it results in less fuel... you see? when FI comes into play, yes you have to add fuel because that's alot more air, and the motor would most likely be leaned out way too much.

adding CAI & exhaust leans out the motor because there is more air flow. comparing air to fuel... there is less fuel because more air was created from the intake/exhaust (less air restriction).

you said adding more fuel from the cai & exhaust??? i'm sort of lost there, cause that's backwards... you add more fuel with the VAFC.

 

sorry about the confusion, but one membre posted that you cannot add more fuel with the vafc...

also, so the goal of vafc and safc is to even out the air fuel ratios?

i think that the safc does but the vafc also?

 

I think thats the whole point of the VAFC is to add fuel, taking it away wouldn't really do any good. That and VTEC engagment.

I still cannot find a manual on how to wire up the vafc. I went on their website and theres no diagram of the S2000 ecu or a code.

Is the 04 different in anyway?

 

Actually, that's not true. On a stock setup, a VAFC is most beneficial because you can take away fuel to make more power. The stock setup runs fairly rich, which is not optimal for making good power. You can lean the mixture out and make more power (with the increased risk of detonation, if you go too lean).

The biggest gains from a VAFC on an otherwise stock car will come from leaning out the mixture above 8300 RPM, which is where the ECU starts really pouring in extra fuel for safety.

 

I don't really know when or if a production model will be available. Marcucci is wanting to get back on the development of a production model (great news!), so ... we'll see. We haven't really discussed the best way to "test" prototypes on other cars. The prototype that I've been running in my car is really too raw for other cars. I think future prototypes will need to be better packaged if we are going to put them in circulation.

 

I finally downloaded the DynoJet Runviewer, so I created a new plot of my engine before tuning my V-AFC (Red), after tuning my V-AFC (Green), then after installing the wideband AFC (Blue). I did lower my VTEC engagement before tuning the V-AFC, but that didn't have too much effect on the results.

Note that I have rescaled the AFRs.