Zeitronix was right. I moved the eca2 ground to my o2 sensor ground and the signal now looks great

Has any progress been made here? I have that rear 02 wire dangling and it looks like there is enough mental capacity here to make something happen!

My job title is EE at work, I actually write test software but I'd be more than happy to provide a solution to convert the output to whatever you like if that is a hangup. I've been using eurodyne and I'm sick of needing to get out the laptop and warm the car up enough to get into closed loop just to get my tiptronic to slip

Question about the sensors: GM has three types (13577394, 13577379, 13577429), the newest being the smallish one, and then there is the VW version mentioned earlier in the thread (06K907811). I read contradictory information about the characteristics, specifically for the temperature, the bottom temperature threshold for 1ms is always -40*C, but the upper threshold for 5ms pulse is sometimes said to be 125*C, sometimes 150*C, and all this without any specific sensor number reference attached to any of the claims. There is also the mentioning of the 180Hz+ signal to indicate contaminated fuel, but again, no idea if it applies to all sensors. Any info on this would be appreciated.

Another thing - most (all?) of these sensors seem to have 3/8" quick connect pipe. What I'd really need is 5/16", any idea if any of them would have it? The VW one?

First experiments with the real sensor, though still on the bench, seem to be successful

How much different? I can make a switchable map for FKKVS, no problem, but what worries me is that would not be able to just plug and play E85 the way I want to, even without raising boost / performance, without proper dyno time tuning. So far I have KRKTE map dependant on E85 content and fuel temperature, but it seems the temperature factor should be negligible. Also, even if I make an FKKVS map for E85, does it blend linearly with the gasoline one you think?

EDIT: But I guess you also changed the injectors in the process?

LDRXN is the MDMAX pair of maps on my ECU I mentioned above, I have been just working with these today. Because there is also an overboost version (switchable by either pedal position threshold or pedal use dynamics, all this time filtered), this makes E85 / gasoline switching a bit horrible. Plus I am implementing a power button for this, it is slightly getting out of hand in terms of map / code complication.

Hello guys,

is there right now a sensor available that outputs 0-5V from stock?

6. Not surprised.
5. But that all depends how one decides to tune AFR, doesn't it? I am not saying that AFR tuning through BTS is the proper way to go, but it's good to have the possibility.
4. That I did so far with an intermediate solution,  two E content thresholds that border the use of ZW1 and ZW2, so effectively your propsed 1d map has two cells. Sufficient you think?
2. Good, I was hoping it would be the case.
1. Yes, calculating this based on some scientific data from the Internet says so, but the map is in place, I'll just leave it flat temperature wise.

And 3. Don't be concerned with my understating of the torque model, it is where it is supposed to be. At first I wanted to believe I don't need switched ZWOPT, and then I read up a discussion about this in another thread. One thing is for sure, shifting ZWOPT simultaneously with ZW is wrong,  but I gave up on this idea a day or two after I made the first implementation. If vvt systems need two ZWOPTs then E85 need them too due to different burning rate of the fuel. Moreover, the stock calibration of my ECU has ZW very close to ZWOPT in many areas, in fact past ZWOPT by some fractions of a degree in some spots. Surely having ZW heavily past ZWOPT in large areas is conceptually wrong (as much as it can be practically ok).

Thanks, will give it a try.