Zeitronix WideBand? on '07 5.7 Charger

[LDVnMN]

O.K. ... Any of you guys using these as OEM (assuming front) replacements? Researching, , ... in addition to giving you the capability of using their gauge(s) for a true AFR reading to tune with, they also seem to have an OEM connection capable of telling the PCM "You're AFR is 14.7" and then, I can use my lap-top and their software to say no, your 14.7 = my 15.7 ... kind of reminds me of the '71 Satilite I once owned and tuned the carb to be MPG lean at cruise and POWER rich at (then) WOT ... comments appreciated ...

[gizmodo]

Are you talking about using the narrowband simulated output that the ZT-2 has? If so, what exactly is your question, if anyone is using it?

[LDVnMN]

gizmodo - Yes, that is correct. Is anyone using wideband sensors as replacements for the (I assume front?) OEM sensors, then connecting the simulated narrow band output from the ZT-2 to the PCM inputs from the original sensors? Additionally, has anyone who might be running a setup such as this also tried the adjustable narrow band switching point feature of the ZT-2? In effext, telling the PCM that AFR is at ~14.7 during closed loop operation while you actually have set it somewhat leaner than that. ...
From Zeitronix' web site:

Your engine was designed for 14.7 AFR at closed loop. Most engines will idle and drive at a lean closed loop AFR 15.5-16.0. This leads to a significant fuel savings!

This sounds to me like a kind of "best of both worlds" scenario. The ability to monitor and adjust the fuel tables to optimum AFR for power in open loop at WOT and then lean it out slightly when cruising in closed loop. Resulting in increased MPG and saving some green (but significant??) especially on my periodic thousand mile trips to see the folks back in TX. Of course, just to stay on the safe side, one of their exaust gas temperature probes may also be in order. Or, if no one is already doing this, does it all sound like too much hassle?

[gizmodo]

I haven't tried it. I believe you have to keep the O2 sensor plugged in, even if it isn't in the exhaust system. You will then have to cut the signal wire and use the ZT-2 wire. It didn't seem worth it when I looked at doing it.

[Quick]

I wouldn't do it.

1) you have to splice into the factory harness as close as possible to the PCM (noise)
2) the PCM monitors the heater/controller circuit. Not sure how that would happen or how you'd disable it in the PCM
3) the narrowband operation in closed loop is critical. I woundn't want to rely on some aftermarket narrowband input that you've kluged in there.

Just put another bung in and leave the stock front 02's alone.

[duster360]

gizmodo - Yes, that is correct. Is anyone using wideband sensors as replacements for the (I assume front?) OEM sensors, then connecting the simulated narrow band output from the ZT-2 to the PCM inputs from the original sensors? Additionally, has anyone who might be running a setup such as this also tried the adjustable narrow band switching point feature of the ZT-2? In effext, telling the PCM that AFR is at ~14.7 during closed loop operation while you actually have set it somewhat leaner than that. ...
From Zeitronix' web site:

Your engine was designed for 14.7 AFR at closed loop. Most engines will idle and drive at a lean closed loop AFR 15.5-16.0. This leads to a significant fuel savings!

This sounds to me like a kind of "best of both worlds" scenario. The ability to monitor and adjust the fuel tables to optimum AFR for power in open loop at WOT and then lean it out slightly when cruising in closed loop. Resulting in increased MPG and saving some green (but significant??) especially on my periodic thousand mile trips to see the folks back in TX. Of course, just to stay on the safe side, one of their exaust gas temperature probes may also be in order. Or, if no one is already doing this, does it all sound like too much hassle?

I've done it on a few different dodges. The latest was the wife's 2005 Caravan,3.3L,,same PCM(NGC3) as Hemi,SRT4. Worked pretty good. 4-5mpg bump in combined mpg.

I used Innovate's LC-1. Avg A/F on the minivan was about 15.5-16.0:1. A 98 Breeze(highway commuter) we leaned out all the way to 17.5:1. Too lean and it stumbles and bogs off idle and will misfire.

Be aware that your Charger needs 2 widebands to do this. Both Left and Right banks are controlled separately by two different O2 sensors..

Caveats:
1) You will get a Check engine light and it won't go into closed loop if you don't leave the O2 heater pluged in. I usually just ziptie the original one out of the way.

2) You will get a check engine light for Poor cat performance because the rear O2 won't be switching hardly at all. You can get a CMR to turn off this code though.

3) NGC3 PCM use a 2.5V offset to the O2 sensors signal. my LC-1 had to be programmed to output on a 2.5v-3.5v scale. I don't know if a ZT-2 can do this.

4) I use Delphi/Packard Weather-Pack connectors to splice into the Engine harness's O2 signal and O2 signal ground. imo grounding the analog output through the O2 signal ground is important. I put mating connectors onto the harness so that it can be quickly swapped back to stock config.

5) If you're not an idiot this is a fairly striaght foward 2 hour job. I've had no issues with Quick's mythical noise.

I've attached a Innovate Logworks log of the 05 Caravan. You'd need to down load Logworks to open it. The small spikes, i beleive, are misfires cause by crap plugs and wires. I used my Trinity to datalog info and the LTFT on the minivan was fairly normal at around 4%-8%. Best highway mpg was 28mpg over 300miles, 6 passengers w/ luggage, w/ A/C pumping.