Understanding Subaru Air Mass Sensors

Understanding Subaru Air Mass Sensors

Improving engine power through mechanical upgrades such as free-flowing exhausts, intakes, turbochargers and intercoolers will boost the amount of airflow into the engine over stock. Any increase in airflow is immediately picked up by the air mass sensor. This causes the following things to occur:

Increased load forces the ECU to operate in areas of the fuel and ignition maps that it was not calibrated for, resulting in fuel mixtures that are too rich, eating up some of the power gains made by fitting the parts in the first place.

Reductions in exhaust back pressure enables more ignition advance to be safely run in the mid range than the active ignition control system is programmed to allow, thus compromising peak potential power.

Outside of the range of active timing control the ECU is effectively deaf and is programmed with a safe set of ignition timing values. These safe ignition values are for an unmodified engine. At high RPM and loads ignition timing needs to be retarded, especially after 6,000 RPM, or the engine can start to detonate.

Normally as engine load and RPM increases, both fuel and ignition mapping changes progressively in reaction to this. After modifications, very quickly the ECU can reach the end of its scaling so that in essence fuel and timing becomes fixed at the last set values. This leads to driveability and reliability issues.

The OE boost control is calibrated to suit a known set of exhaust and intake dynamics. More efficient parts can throw the boost control system to far out of sync for its closed loop boost control system to compensate for. Wild boost fluctuations, over boosting or even under boosting are all possible consequences.

Products that modify the way in which the engine management system works, in order to address the above issues are broken up into four broad groupings. They include re-flashing the OE ECU; fitting an interceptor type add-on controller; complete replacement ECU replacements; and finally plug-in chip upgrades. All of these upgrades have their place in the grand scheme of tuning things, each with their own pros and cons.

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Understanding of a marine exhaust system

Marines are exhausted is an important and often overlooked in a marine engine. Most ships have a "wet" exhaust system. The salt water is injected into the riser - the outlet of the exhaust gases from the tailpipe. This mixture of gas and water is passed through a series of bends until it passed out of the boat, preferably at the stern.

The exhaust gases mixed with salt water a highly corrosive compound. This is why exhaust systems are often using non-corrosiveComponents such as nitrile rubber reinforced hose glass fiber (brown - strip - not green), galvanized steel or plastic. The purpose of these components, which vary in size and shape depending on the size of the engine and the layout of the engine room is to avoid hydraulicing engine. This is an engine with salt water, the exhaust gas and can cause considerable damage if it occurred for more than two hours left to fill. The water comes from the waves in the rear exhaust and poorExhaust design. Under certain conditions of the ocean, like a sea below, the water can drain back when the motor is not enforced. Poorly designed exhausts allow water to flow back and fill the water manifold / muffler box then the tube in the exhaust manifold, exhaust valves and combustion chamber. With the engine full of water can not run the engine than it can not compress water.

Exhaust System

You will know that your engine does not hydrauliced ​​time when -Usually after a long period of navigation - and you have removed the starter and sure it works. To remove water from inside the combustion chamber, for the first time all the injectors, crank the engine for water, replace the injectors rate, blood lines and start injector. Then leave the motor running until exhaust fixed.

Check that the riser is not coked up or corroded - a common problem. To check the exhaust riser, remove the drain hose from the riser (often a difficult procedure)and watch the tube to see if it from the exhaust / salt build up is limited. When building the mast is too large to be removed for the motor to check the line. Coca-Cola can be scraped to make a short-term solution even though they often give the column must be replaced. There are aftermarket systems which vary in quality. Make sure you fit the right model for your application.

Make sure the water block is low enough and large enough to hold all the water in the exhaust system. There is aA gooseneck or central vertical loop in the exhaust hose to the cross bars? There is a siphon break and function - without valves leak?

Exhaust is toxic and can cause headaches and sickness. Replace defective parts immediately. Use double hose clamps on each joint cement or, preferably, super clamps, bolt style exhaust, if necessary. sections should then warm with fiberglass tape to prevent burns.

Attention to the shoulders of asbestos. Many old ships andmarine engine installations had exhaust systems that were lagged with asbestos tape and rope. Sound insulation was asbestos in the old boats.

Understanding of a marine exhaust system

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