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SnEEC-IV Data logger
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Yes I have them and am in the process of wiring one to work with the 93 - 95 Mark VIIIs. I was working with Byron to get him to develope one for the Marks but it never happened prior to him selling the business. They are going to have a limited run of them soon but no support for the Marks. They don't do the 5.0 Tbirds either but some simple rewiring should fix that.
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So is there somewhere to buy one yet?
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Not as much model specific as pin compatible. That data logger probably works with 89-93 Mustangs. If you have a 91-93 Thunderbird then that is basically (not exactly) like a 94-95 Mustang. In your case, you have a newer generation car so I'm sure it's not exactly like either one of those.driller said:You have all the cool toys.
So they have to be model specific?
They cover the Mustangs and Gen 1 Lightnings. Any other model is a special order. I have no idea if they are going to offer any special orders. I needed one really bad for the Marks but it didn't happen so I'm building my own. For a 5.0 Tbird you would have to swap out the pins is all.
The price hasn't been released on this limited run either. I've seen used ones go for $750 on ebay. When I talked to Byron he said that they will be more expensive than what they were going for before.
He's getting swamped by emails right now so you'll only get a standard anwer like this if you want any more info.
For the latest information, see: http://www.racesystems.com/sneeciv/orderpage.htm
To get on the SnEEC Mailing list (notification of build progress only, email from RACE Systems only) see instructions on the page above.
Thank you,
Byron Reynolds
RACE Systems
The price hasn't been released on this limited run either. I've seen used ones go for $750 on ebay. When I talked to Byron he said that they will be more expensive than what they were going for before.
He's getting swamped by emails right now so you'll only get a standard anwer like this if you want any more info.
For the latest information, see: http://www.racesystems.com/sneeciv/orderpage.htm
To get on the SnEEC Mailing list (notification of build progress only, email from RACE Systems only) see instructions on the page above.
Thank you,
Byron Reynolds
RACE Systems
I'm not sure who it was that bought him out but they are going to continue building them. Of course they aren't going to be as cheap as they were when Byron did it from what he's saying. There's a new email address on the website to contact for any info on these. So I'm assuming this is the new company. As of now there's nothing else out there that does what these do with the EEC IVs.
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Not likely. The Tweecer was mapped out using reverse engineering and isn't perfect in any way. If you are a A9L Mustang guy then it's pretty decent but it's support beyond that isn't all that great. Add that to the fact that Mike Glover hasn't bothered to update the software in almost two years and you have a product that is weak at best.driller said:Would the Tweecer RT be comparable as a real-time data-logger(assuming I put your tune(s) on it :diablo: )??
Unfortunately you are really left with very few choices. I suppose if I get completely fed up I could switch to the AEM computer but I doubt that you have that luxury.
A dyno tune and a SCT chip is probably still your best bet.
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Will the SnEEC read ltft and stft?
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It won't read Lambse and KAMREF? Aren't Lambse and KAMREF essentially STFT and LTFT just expressed slightly differently?Lonnie said:
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I think it's German Bosch lingo for stft and ltft. They are the same.
Reason I'm asking is because I'm interested in http://eecanalyzer.webhop.net To make some calculations it partially relies on fuel trims.
I wonder if this would be a good tuning tool?
Reason I'm asking is because I'm interested in http://eecanalyzer.webhop.net To make some calculations it partially relies on fuel trims.
I wonder if this would be a good tuning tool?
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They had a great write up on how LAMBSE and STFT compare and how KAMREF and LTFT compare on one of the alternate sites that is now gone. I think I copied the hole thing down, here is what they wrote up:icantdrive55 said:
I have seen several posts regarding fuel trims on multiple forums. Like what are they, and how are they applied. I decided to write the following in hopes that it will help others. It is strictly from my experiences and not to be considered factual. All Criticisms welcome
Fuel Trims
Below are the definitions of fuel trims. Long Term Fuel Trim (LTFT) and Keep Alive Memory reference (KAMRF) are one in the same whereas Short Term Fuel Trim (STFT) and LAMBSE are one in the same. They are just displayed differently.
LTFT
Long Term Fuel Trim is a learned value over time. This value changes gradually in response to conditions fuel mixture, engine wear, air leaks, variation in fuel pressure and so on. Long Term Fuel Trim is stored in a nonvolatile memory called RAM and is not erased when the engine is shut down. This information is used during all operational conditions such as WOT, Startup, Part Throttle and so on.
STFT
Short Term Trim is instantaneous correction value determined from the heated oxygen sensor (HEGO) readings. Under normal conditions the HEGO cycles plus or minus a predefined amount around 0.5 volts at a predetermined rate. This only applies to closed loop operations. Short Term Fuel Trim is a correction to the commanded fuel mixture based off the feedback from the HEGO. When Short Term trim exceeds plus or minus 10 percent for too long, the Long Term trim begins changing to bring the Short term trim back within range. Short term trim can vary as much as plus or minus 25 percent,. The above correction logic works to keep STFT within plus or minus some predetermined percentage.
LAMBSE
Some loggers will log LAMBSE. The LAMBSE and STFT parameters are one in the same, but they are displayed differently. The TwEECer will display LAMBSE as a commanded AFR with a value ranging from 10-20 whereas the EEC Tuner will display LAMBSE as a multiplier with a value ranging from .75 to 1.25.
Lambda not LAMBSE has a value of 14.64 which is what the EEC uses for all closed loop fuel calculations. The LAMBSE or STFT is a multiplier for the lambda. This means that if you multiply lambda (14.64) by a multiplier of 0.89 you get a commanded AFR of 13.02. This is what the TwEECer displays whereas the EEC tuner only displays the multiplier. This means that a multiplier smaller than 1 will richening the mixture and vise versa.
When OBDII was introduced in late 1995 the industry standard changed the way LAMBSE was displayed. It is now called Short Term Fuel Trim and is represented by a percentage. In our example above with a LAMBSE multiplier of 0.89 is equal to a STFT value of -9%. Negative percentages are pulling fuel out meaning the vehicle is running rich. And positive percentages are adding fuel meaning the vehicle is running lean.
KAMRF
Some loggers will log KAMRF. The KAMRF and LTFT parameters are one in the same, but they are displayed differently. The TwEECer and EEC Tuner will display KAMRF as a multiplier with a value ranging from .75 to 1.25.
The KAMRF or LTFT is another multiplier for the lambda mentioned in the above LAMBSE section. KAMRF is the inverse of LTFT. This means when KAMRF is .97 the LTFT is -3%. By making LTFT the inverse of KAMRF, both the STFT and LTFT can be added to get an overall fuel trim. This overall fuel trim is then multiplied by lambda. This means a multiplier smaller than 1 will richen the mixture and vise versa. If KAMRF is used then a number greater than one will richen the mixture and vise versa.
When OBDII was introduced in late 1995 the industry standard changed the way KAMRF was displayed. It is now called Long Term Fuel Trim and is represented by a percentage. The KAMRF or LTFT values are stored in the EEC’s non volatile memory for future reference. The EEC will store the KAMRF or LTFT in an 8 X 10 table depending on the current load and RPM of the engine. There is a 8 X 10 table for each bank of the engine
The goal is to have a both the STFT and LTFT equal to zero. Most EEC’s will set the check engine light if the sums of the fuel trims are greater than 40%. Let’s take an example of a MAF that gets contaminated with bugs or dirt. This will cause the MAF to send a lower than normal air flow signal to the EEC. Let’s say it is 10% less air flow. This causes the EEC to calculate a 10 % lower injector pulse width. The oxygen sensors will detect a lean mixture because the lower calculated injector pulse width. The STFT will increase 10% to compensate for the lack of fuel. This will cause the EEC to multiply its final fuel calculation by 10%.
If this condition continues the EEC will take the 10% STFT and store it in the tables as 10% LTFT. This will cause the STFT to decrease back to 0%. It is said that learning is complete when STFT are as close to zero as possible. However this does not mean that there is not fuel trim. Remember that the STFT and LTFT are added to get a final fuel trim. This simply means the EEC has learned to correct for the contaminated MAF.
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