ascopel
Probationary Member
- 16
- 0
- Apr 8, 2002
-
Holly Springs,
North Carolina
Okay guys and gals,
Hopefully this is not a repeat of some earlier post.
I am currently doing a major upgrade to my '95 Tsi AWD. I am looking at adding an LC-1 wideband and MAFT translator gen 2(for the ability to handle my larger injectors and adjust the A/F at WOT using a wideband input). This is on top of EVO III turbo upgrade, fuel pump, injectors, etc. I am concentrating on the electronics tonight. Let me lay out the scenarios.
Option1: Install the wideband O2 in place of the stock O2 on the oxygen sensor housing.
Option 2: Install it in addition to the two stock oxygen sensors on the car already. Not that I care too much about an added air restriction.
Personally I like option 1 if it is possible to do with everything else I want to do.
Let's say we go with the option 1 route with the MAFT gen 2 and the LC-1. I also have an autometer A/F. Correct me if I am wrong, but when looking at the LC-1 it has 2 analog outputs. Technically I need 3 outputs. One for the autometer gauge that convert from narrowband reading to wideband, I need another for the input into the MAFT gen 2 piggyback fuel computer, and i also need one for the stock O2 wire that runs back to the ECU(which I can convert back to narrowband for the ECU to read using the LC-1 software).
Can I splice one of the outputs on the LC-1 and run both the MAFT gen 2 and autometer gauge since they will both be reading wideband or will there not be enough signal to split it? Do I even need to have one of the LC-1 outputs dedicated to run back to the ECU using the stock O2 sensor wire? Will the piggyback MAFT gen 2 override the stock O2 anyway and use the LC-1 instead? My main goal is not to trigger a code and ride around with a check engine light on that i cannot reset. On the LC-1 manufacturers website, they recommended doing this and leaving the heating element wires connect so that it does not trigger a code. They make no mention of a system using a MAFT gen 2. I am just wondering if the MAFT gen 2 gives us extra benefits of bypassing every part of the stock O2 and using the wideband instead without triggering a check engine light and most importantly, running correctly.
Sorry if this is pretty confusing, but I think I have somewhat of an idea of what I need, I just don't know if I will be able to do it looking at option 1. Option 2 just sounds much easier, but it adds extra work by dropping the downpipe and welding on an extra bung.
Alright I am out of breath and this is already beyond wordy. Someone out there please help me.
Hopefully this is not a repeat of some earlier post.
I am currently doing a major upgrade to my '95 Tsi AWD. I am looking at adding an LC-1 wideband and MAFT translator gen 2(for the ability to handle my larger injectors and adjust the A/F at WOT using a wideband input). This is on top of EVO III turbo upgrade, fuel pump, injectors, etc. I am concentrating on the electronics tonight. Let me lay out the scenarios.
Option1: Install the wideband O2 in place of the stock O2 on the oxygen sensor housing.
Option 2: Install it in addition to the two stock oxygen sensors on the car already. Not that I care too much about an added air restriction.
Personally I like option 1 if it is possible to do with everything else I want to do.
Let's say we go with the option 1 route with the MAFT gen 2 and the LC-1. I also have an autometer A/F. Correct me if I am wrong, but when looking at the LC-1 it has 2 analog outputs. Technically I need 3 outputs. One for the autometer gauge that convert from narrowband reading to wideband, I need another for the input into the MAFT gen 2 piggyback fuel computer, and i also need one for the stock O2 wire that runs back to the ECU(which I can convert back to narrowband for the ECU to read using the LC-1 software).
Can I splice one of the outputs on the LC-1 and run both the MAFT gen 2 and autometer gauge since they will both be reading wideband or will there not be enough signal to split it? Do I even need to have one of the LC-1 outputs dedicated to run back to the ECU using the stock O2 sensor wire? Will the piggyback MAFT gen 2 override the stock O2 anyway and use the LC-1 instead? My main goal is not to trigger a code and ride around with a check engine light on that i cannot reset. On the LC-1 manufacturers website, they recommended doing this and leaving the heating element wires connect so that it does not trigger a code. They make no mention of a system using a MAFT gen 2. I am just wondering if the MAFT gen 2 gives us extra benefits of bypassing every part of the stock O2 and using the wideband instead without triggering a check engine light and most importantly, running correctly.
Sorry if this is pretty confusing, but I think I have somewhat of an idea of what I need, I just don't know if I will be able to do it looking at option 1. Option 2 just sounds much easier, but it adds extra work by dropping the downpipe and welding on an extra bung.
Alright I am out of breath and this is already beyond wordy. Someone out there please help me.
