Split second AIC1 setup problems

[smurfbus]

So my LM-1 broke and I did not want to ship it back to innovate on my dime for repair so I bought a LM-2 dual sensor. However it does not work good in a 930 from a cigarette lighter (AFR jumping and freezing). Then yesterday I rigged up a separate power supply cord from a broken PC-power unit and it now has a diode and a capasitor to help the voltage drops of the old 930 elec. system.

Only one freeze of the LM-2 lambda output in two hours is pretty good. IMO the quality control of innovate has gone to sink!

So this is how the AFR is now. I have extra fuel from 5000 rpms on and it seems to be pretty good. Colder weather made me dial the idle a bit richer so it's now at around 13.7 again. Cruise is around 14.7-15.3 which works just fine and the consumption is decent also. With this tank I have done 3/4 and about 300 miles while cruising plus twisty back roads.

Here is 3rd gear WOT from today

[911st]

Good work. Looks like you are up and running.

Are you running a frequency valve bypass around the WUR or controlling the Lambda FV?

Went back through the posts and I did disable my boost enrichment vac line to the WUR and used the FV-bypass for on boost control.

I also left my AIC in the motor compartment and attached it to the manfold.

I see you have a lean surge with acceleration. I do not think you can totally get rid of that. I was able to make it very minimal by dropping control pressure to a min with first throttle and bringing it back in support of my goal AFR. Might be able to do so via the Lambda FV if you are taking control if it.

Best of luck.

[smurfbus]

The setup is like I told before in this thread: AIC and valve (injector) at the lambda port and BLwur boost line disconnected.

I don't think that lean surge is that bad but maybe later I will try to dial some of it out with more fuel on vacuum cells?

EDIT:
Now I have also extra fuel to use if needed by means of BLwur boost enrichment that is now not in use at all ! That could be used by controlling the boost line to the wur (delaying the boost) with the second channel to not get too rich on midrange OR by using the second channel for extra boost (with a boost solenoid) where the BLwur is extra rich at the midrange with the boost line either straight to the wur or inline with the pressure releif valve (for some boost delay) that I've had there before.

[laughac]

I'm trying to understand the details in this thread and apply your experience to my 930 engine install in a '77 911s.

My engine did not come with a Lamda computer.
My goal is to detune the 930 engine a bit and enjoy the extra power that it affords to pull me out of the apexes.

My question is, if my 930 engine came without a Lamda computer, should I:
A. Get a Lamda computer
B. Get a Split Second Timing -- Additional Injector Controller
C. Split Second Timing -- Additional Injector Controller AND a Lamda computer?
D. Somehow go without either since I don't need to pass emissions and I don't need max hp.
E. Is there a 5th option that needs to be considered?

[smurfbus]

Do you have a lambda valve in your lambda fuel head? If NOT then the simplest way is to get an euro fuel head. Lamda head without controller does not flow as much as it should.

If you already have the lambda valve in there then you can use the AIC1 to control your fueling but it won't be cheap as you need a wide band Air fuel meter and AIC1 or just find and use a lambda computer

C: no need for both.
D: doable if you get it diealed AFR vice.

[WERK I]

Originally Posted by laughac

I'm trying to understand the details in this thread and apply your experience to my 930 engine install in a '77 911s.

My engine did not come with a Lamda computer.
My goal is to detune the 930 engine a bit and enjoy the extra power that it affords to pull me out of the apexes.

................snipped.....

I'm afraid in that scenario, the 930 engine is going to disappoint you. The stock 930 engine is pretty laggy (turbo lag) and you may find yourself frustrated by timing the accelerator at the right moment exiting a corner. And if your thinking of "detuning" the engine, this is only going to make this matter worse. Hurley Hailwood actually hit the mad pedal in 934's before he hit the apex to get max exit speed. He said the 934 was the most difficult/dangerous car to drive fast.

Have you considered putting a bigger NA engine in the car? Sell your existing engine, buy a 3.6 and have yourself a ball! In the long run, a NA engine is going to be cheaper.