Quote:
Originally Posted by Lsturbo91
the 92 vx came with the 5 wire l1h1 so I'm running the same sensor for both fed/ca ecu.
|
Yes, you are. You now own two L1H1s. You had one that came with the car, and then you bought another one. But the old one is probably fine, and you didn't really need the second one. But it's OK that you own a second one, because if you keep your VX for a long time, you will eventually need it. Just keep it wrapped up and stored properly. It can be very easily damaged if exposed to the wrong substances (like vapor/droplets from certain silicone sprays and lubes). Also, as VXs get to be more popular and valuable, you can think of your extra L1H1 as an investment that will grow in value (you could always sell it, in other words).
Quote:
Originally Posted by Lsturbo91
why is it sluggish on lean burn mode with A00 Ecu
|
As I think you realize, the difference between the Fed ECU (A00) and CA ECU (L00) is that the former enables lean burn.
I think what you're experiencing ("sluggish on lean burn mode") is simply the normal feeling of how lean burn works. This is subjective and hard to diagnose via words. But the nature of lean burn is that it can create the feeling of a slight stumble or hesitation. This would typically happen at very low throttle settings, while trying to maintain a steady cruise at low rpm, on level ground. The feeling usually goes away pretty quickly, just by opening the throttle a little more (which essentially turns off lean burn).
If you are using P&G, you will generally not run into this, because P&G means you are almost never using very low throttle settings.
An interesting and paradoxical thing about the Federal VX is that you can drive it two very different ways, and get good mpg both ways:
A) do lots of steady cruising at low throttle, which means lean burn is happening a lot
B) do lots of P&G, which means that lean burn generally doesn't happen
I think B is superior to A (if your goal is to maximize mpg), but I think the difference is not so great, especially as compared with cars that don't have lean burn. I think this might be the key reason that VX owners get great mpg when measured as an absolute number, but not when measured in terms of % over EPA. In cars without lean burn, you can greatly exceed EPA by developing excellent P&G technique. In a car with lean burn, you are already getting great MPG, even if you don't do P&G. Although P&G is still worth something.
Quote:
|
with the Cali model's since lean burn is disabled is vtec-e also disabled? Since lean burn uses vtec-e?
|
The relationship between lean burn and vtec-e is potentially somewhat confusing.
Lean burn means that when the engine is under a very light load (and that is basically synonymous with saying 'very light throttle'), the ECU sets the mixture to very lean.
vtec-e means that under 2500 rpm, one of the intake valves opens only slightly.
Lean burn is possible because of vtec-e (an ultra-lean mixture would cause engine damage if not for the swirl created by the special valve behavior). But they are separate techniques.
To answer your question, vtec-e is not disabled on the CA model. I'm pretty sure that the only difference between the Federal ECU and the CA ECU is the presence or absence of lean burn.
One more little fact that you probably know, that is worth mentioning. Lean burn requires a Federal ECU and a 5-wire sensor. Those two things are standard equipment on every Federal VX. The CA VX had a 4-wire sensor in '93-'95, but it had the 5-wire sensor in '92. I guess Honda stopped doing that because they figured it was a waste of money. Why did they do it that way to begin with? Maybe they thought it would simplify manufacturing, especially if they thought they might not sell a lot of CA VXs.
Ot maybe they were hoping for a last-minute software breakthrough that would allow them to meet CA standards even with lean burn turned on. Maybe by turning it on in a limited manner.
Linear Mode
