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Thread: Dual Wideband O2 Help

  1. #1

    Default Dual Wideband O2 Help

    Is there any other settings I may be missing other than WBO2 sensor type and Average? Problem is Driver side was lean, Passenger side was rich. Swapped sensors side to side, and lean condition moved with sensor. Not sure which is faulty, if any. Got a replacement WBO2 sensor and it didn't fix the issue. I have yet to look at what it's doing now, but was told it's doing same thing with new WBO2 sensor on either side. NTK WBO2 sensors. It's a fresh start so have no data to know if it's actually lean or rich.

  2. #2
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    Quote Originally Posted by prostreet1967 View Post
    Is there any other settings I may be missing other than WBO2 sensor type and Average?
    No. Sensor Type, Number Of Sensors & Sensor Averaging.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  3. #3

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    Yeah, we have it set for NTK Dual Wideband O2 Sensors & Average. Something is not right. I'll report back tomorrow. I'll have the truck in my possession tonight.

  4. #4

    Default Dual NTK WBO2 Sensors

    I really believe their is a bug, or the programmer has not spent much time in this area. My system does the exact same thing, and what I had to do was take -10% from the individual tables for the left bank to get them close. Plugs now look the same on both sides after the reduction of fuel going to the left bank. Using the WBO2 sensors of each bank as a diagnostic tool works pretty well. I tried to just select the richest bank instead of average, and it made very little difference. That's why I believe it is a bug in the EFI software. My 2 cents, Mark

  5. #5
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    Are you using V5 Build 110 EFI software/ECU firmware?
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  6. #6

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    Yes! V5 110, been on this for a while now. Mark

  7. #7
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    Quote Originally Posted by prostreet1967 View Post
    Swapped sensors side to side, and lean condition moved with sensor. Got a replacement WBO2 sensor and it didn't fix the issue. I have yet to look at what it's doing now, but was told it's doing same thing with new WBO2 sensor on either side.
    If I remember correctly, there's an old similar thread forum thread about this, and it was a wiring or pin/connector problem. I think I remember it being an unseated terminal in the connector (poor connectivity).
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  8. #8

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    This one has a custom harness by Jolt.

  9. #9
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    Well I suppose something similar is still possible.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  10. #10

    Default

    Hi Danny. No, I checked the connectors on both ends. It's a software implementation issue! Having two (2) NTK WBO2 sensors will tell a tuner a lot about what the engine is doing. Bank-To-Bank and having the individual cylinder fuel/spark tables did allow me to find a Work-Around to the problem. Until the Holley software developers fix/correct the issue. My left bank was very rich, and now it runs and idles much better now, so I know for sure that there's a problem. I'm also using the 7" Digital Dash display on both of my cars, and both cars are setup exactly the same with Dominators with MPFI.

    One issue that I have with Holley EFI software development is that there are no bug fixed/going to be fixed/open problem page reports that we as users and advanced tuners deserve to know. And if it's a Legal Liability issue, then it "holds-no-water"! Mark

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