I'm glad this discussion is taking place because this topic is where everybody seems to fall flat on their face.
No modification can really fool a modern (OBD2) ECU. There are too many checks and balances built into modern engine management to allow a backyard mechanic to make a tweak here and an adjustment there which results in consistent and long-term fuel savings.
That being said, going directly to the source of the trouble and modifying that will get you lots of options in both savings in fuel and increases in power. As has already been mentioned, OBD2 (anything from 1996 on) uses two different management strategies...open loop and closed loop.
Open loop uses a set of fuel curves and ignition curves which control the injector pulse width. The maps are 3 dimensional with the X axis typically being RPM, Y axis being load, and Z axis being either pulse width of the injector (for the fuel map) or ignition advance (ignition curve). Open loop is called upon when the engine is cold or at WOT.
Closed loop uses the oxygen sensors to compare actual oxygen content of the exhaust to a 3rd set of maps. These maps has various A/F ratios for different loads and throttle settings. The maps are referenced much the way the open loop utilizes the maps.
Narrow band vs. wide band is definitely a consideration for those of us who modify the stock injection computers, but as far as one being more efficient in a stock system versus another....you won't find a difference. Both are referencing stock maps to make their decision. ANY OEM wants to avoid warrantee returns as it cuts into the bottom line. We all know a rich engine is a happy engine (from a longevity standpoint), so most engines are programmed to run richer than stoich. My Pathfinder stock fuel curve (closed loop) often times asks the injectors to provide enough to maintain 12.5:1. This is a serious problem from an efficiency standpoint. I don't have any hard data to prove it, but I would bet Honda doesn't run their lean-burn series of engines any leaner than 14.7:1....they just run close to the line, and do it more often.
The code used to program OBD 2 is not universal and is proprietary to each car maker. The big 3 (Ford, GM, Chrysler) have released their programming code for many of their sports lines to tuners...this is why you can buy a handheld tuner for a Mustang, Camero, Corvette, etc. but not one for a Toyota, Nissan, or Honda.
The ONLY way to mess with the stock curves is to either do a piggyback unit or complete standalone. There is an interesting oxygen sensor interrupter made by
www.eagle-research.com which supposedly fools the computer into thinking the oxygen sensor is reading rich, and leans out the mixture. I haven't used this at all, but when looking at the way the computer utilizes the oxygen sensor, it appears as though you could potentially do some harm to the engine when running under a high load condition. I would love to hear of some experience with this option.
I am installing a Greddy E-Manage Ultimate system into my truck. This system allows full control over fuel and ignition curves, and actually has two completely different maps which can be toggled between.
Stand alone systems are pretty serious business and I wouldn't personally recommend them for what we're all trying to accomplish here.
Any modifications to the fuel and ignition curves obviously are followed by the risk of detonation and engine damage. Its all well and good to tune the engine so it is running at stoich, but if provided with the proper additional hardware, and engine can run consistently and reliably for an indefinite period of time at upwards of 20:1. This would require water mist injection which should be easily set up....there are kits available for the turbo and supercharged crowd to control their detonation. At 20:1, you would be using roughly 55%-60% of the fuel which would be used at the stock fuel setting....
This is the direction all future modifications to an engine needs to go. Gone are the days of making a tweak with a screwdriver and realizing gains as a result. Its all about computers, sensors, and programs these days....
Spence