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Hi All -

Just thought that any of you that had been thinking about getting a ScanGuage but thought that 'That is one of the Ugliest Things I have Ever Seen' and wouldn't want to have it visible in your car - well they have updated and re-styled it.
Not only did they make it sleek looking but also much smaller but at the same time making the display screen BIGGER.
It is now 'ScanGuage II' and the online cost is $169.95. Check it out here

ScanGauge II (http://www.scangauge.com/)

http://www.scangauge.com/SG2_Front_1d.jpg (http://www.scangauge.com/)
Got to hurry up and get my order in - Looks like with the 1" depth you could be able to it clip on your visor.

Humm. I might be interested. I think it would be realy cool to put it where the radio installs in my civic. I'll have to think about it....

This is cool! :)

It totally figures that this would come out two months after I buy my ScanGauge. Oh well, looks nice.

Wouldnt you know it. I buy my hunk of auto uglyness and they come out with a new one.

&*^$^&%##!^&%&*%Y$&#@@#!!$#$#%I_I*(^^%*

Not having seen a Scanguage 1, I can only imagine how ugly it is. When I think of a hunk of auto uglyness, visions of AMC Pacers come to mind. Good thing that I limited myself to a Rambler, an AMX, two Gremlins, a Matador and a Hornet.

It totally figures that this would come out two months after I buy my ScanGauge. Oh well, looks nice.
Ebay. That's how I plan to sell my ScanGauge, more than likely.

Not having seen a Scanguage 1, I can only imagine how ugly it is. When I think of a hunk of auto uglyness, visions of AMC Pacers come to mind. Good thing that I limited myself to a Rambler, an AMX, two Gremlins, a Matador and a Hornet.
http://mattstruck.com/scangauge2.jpg
Enough Said :D

Hi VietVet67:

___I have to give credit where credit is due in terms of much better looks but I do not see that anything was added other then the possibility of a SW or flash upgrade and data storage? I would like to know if it can be programmed to account for a diesel as that is about the only real piece missing for just about everybody. Sorry again to the Lean-burn capable Insight’s, HCH’s, old and new Civic’s. I will call him tomorrow morning to find out what I can …

___She sure is much better looking now and thanks for the link and story ;) I can hear the moans of a hundred hypermiler’s who purchased there units in the last year and the screams of joy from those same hypermiler’s who are going to pull their VISA’s out to place something in their car that doesn’t look like it was found in the Salvation Army drop box.

___Good Luck

___Wayne

There were two different diesel modes, even in the "older" Scangauges like the one I have. I'm sure it's still diesel capable.

Hi Brandon:

___Thanks for that tid bit as I did not know about a Diesel mode. Dan and I saw one in a B100 powered TDI last week and wondered about its FE measuring capabilities?

___Good Luck

___Wayne

$#&&$(#@&($*&(#@&$(@&#$(*&@#($@#*($(@#$&#@(&$(*@#$($#@&($&@(*&$@*(&$@(#$&(@*&$(@&$(@&$(@&$(@&


pain cannot be described for brick me and psy WE ALL GOT PLAYED

* Automatic Power Control

* Automatic delayed power-down after engine shutoff
* Automatic power-up when engine is started
* Manual power-up with delayed power-down via HOME key

ARGH HE dediced not to fix the engine off bug in my version but in the new more expensive version CAPITALIST PIECE OF #()$*)(@#*$)(#@

bleh i'm mad because I KNOW i'll evenually suck up and make this piece of crap 169.99 dollars richer including duty.

man looks better, wider screen better everything GRRRRRRRR

Hi Brandon:

___Thanks for that tid bit as I did not know about a Diesel mode. Dan and I saw one in a B100 powered TDI last week and wondered about its FE measuring capabilities?

___Good Luck

___Wayne
Hi Wayne - From post else where the answer is 'Yes' on the FE capabilities on, at least, the FEH. In the set-up process you have that option to select so it uses the data in different ways. Gary probably has about the most experience with the ScanGuage and I am sure we will be hearing from Him :).

One of those devices you can swear by and not at.

Your right Phillip, the SG in the FEH seems to be as close as it gets. At first, I thought it was off while coasting in "N", but it turns out that the ICE would idle higher while charging the battery with the small generator. The reduced load in "N" caused a increase in RPM's which increased fuel consumtion. It seems all the areas that I thought the SG was off, I was the one off.

Because I have a working SG, I'll wait till the August update in the unit to buy the new style. The newer USB port version sounds interesting and I just bought a pocket PC with Verizon wireless internet service. The docking station can plug into the 120V converter in my FEH and a USB cable from it to the SC will be posible.

My son is coming down from Cambridge in August, so the timing may be good also for him to play with my pocket PC and the new SG. BTW, I did talk to him regarding the Navi memory, and he said the data points could be programed to drop a page (1024 bytes) and put that average in the front half of the remaining 1024 bytes to begin a new average from that point on. Come to think of it, the navi did make a quick adjustment with the way I was able to drive my average up or down quicker than the SG all of a sudden. If all of us FEH owners keep monitoring the difference in the Navi and the SG, we should be able to determine our tank average till the Navi drops tank reset history. My bet is, people getting under say 36mpg tank average will have enough memory in the Navi to go a whole tank for their average if they reset at fill up.

GaryG

This is cool! :)

Yes. I may have to grab one next month :)

Hi All:

___I just spent about 15 minutes on the phone with Ron Delong of Liner-Logic who created the original Scan Gauge and who has now developed Scan Gauge II.

___Here are some details that Ron said was ok to publish. The Lean-burn guys might love what is in store for them. Currently, Ron has plans to apply an offset factor to be applied to the lean-burn capable Insight’s, HCH’s and Civic’s w/ Lean-burn to handle the FE calc accuracy during leanburn. Of course the lean-burn to NOx purge and back event(s) are not linear in time as it depends on a number of parameters, the factor should help bring the FE stats much closer to the actuals. This is phase I of the Lean-Burn capable design of Scan Gauge II that is still in development. For phase II, Ron and his team are attempting to peer into the secondary O2 beyond the CAT (2000 and I believe 2001 Insight’s need not apply :() for a key as to an actual NOx purge event so as to calculate FE w/ Stoichiometric A/F ratios and then recalculate the FE into Lean burn with an A/F ratio of up to 23:1.

___There are upgrade paths for Scan Gauge I users here but I promised Ron I would not publish that information as it may never bare fruit?

___Next come the diesels … Because a Diesel’s A/F ratios can ride all over the map (I have seen up to 40:1 in my net lookup last night), I did not think the Scan Gauge could handle a real world calc of the FE received at any given moment. Because Scan Gauge can pick up the injector pulse duration, they have an idea as to the actuals and with the end user factor applied for FE calibration after tank #1; they should be just about right on with the calc’s from tank #2 forward.

___For those purchasing Scan Gauge II’s today, they will be able to send them back for the USB and memory interface upgrade at no charge once the SW/HW interface is complete. Never fear, Ron and company are not going to leave you hanging. They will have a somewhat small memory capability SD card to be shipped with the unit but you will be able to data log to your heats content with ever larger SD cards purchased at your leisure. I mentioned a 1 GB SD and he said do you need 10 years worth of data :D

___And for HawkGT (Don), since you own a Scan Gauge I for your Insight, I volunteered you to help calibrate a Scan Gauge II for lean burn via internet uploads and re-flashes. I hope you can take Ron up on it when the interface becomes available as he needs real time data and you need a lean burn capable iFCD and aFCD.

___Lastly, Ron said he will send CleanMPG a Scan Gauge II (pre-USB interface) for a review. I personally cannot wait ;)

___Good Luck

___Wayne

man can't we just send him our scangauges back and expect a discount?!?! bleh i'm going to email this guy and see what I can get.


I understand that this limitation was overcomed by the new design of the scangauge II. I recently bought the first scangauge not knowing there would be an improvement design in the future since your site made no mention of it whatsoever. So I was wondering are scangauge I users left out cold? ISn't there any possible way I can get a scangauge II by sending in my old unit and then getting a discounted price because I already paid $130 US already, don't tell me I need to shell out an extra $170 US just to upgrade to the features I wanted in the first place!

There are other users like myself that bought the scangauge I in the worse possible timing as well... what is your answer to guys like us?

Phil



my reply email before that was talking about data freezing when turning the key off and on, he told me to put it in hybrid setting which i've already done so... anyway I will be waiting what he has to say.

Hello Wayne

Ron's scangauge has helped me increase my FE over the stock and optional Navi gauges that I can't thank him enough. Back in December of '05, sales must have gone through the roof because many FEH owner's are posting about their SG 1 units on all forums. That was a great idea on Ron's part to give CleanMPG a SG 2, but I don't think many people will do without their SG 2 to be upgraded once they see the value of it. I know when my unit quit displaying information because of being in the sun, I started to panic. This is truely a gauge you will never be without, after you own one. Those ugly picture's of the SG 1 you posted, must have had an effect on sales, so new pictures of the new unit should help.

Thanks for the update Wayne, but should I keep sending pictures of my ugly SG till Ron cuts me a break?

GaryG

Hi Gary:

___Boy, I have been recommending SG’s to people for a while now too but what really sets this one apart is the looks as you well know. If I would have known the SG-I would have been updated to handle a FAS via Hybrid mode in the non-hybrid Accord, there would have been very little need to purchase the $1,800 NAVI for it’s i and aFCD’s in the first place ...

___In terms of SG II to I comparison’s, I don’t really see a whole lot of advantages or reason for you to upgrade myself although the larger screen and much nicer form factor sure make it enticing ;) The SG-I pics you have uploaded over the last year show exactly what was needed for other FEH owners to follow your lead in increasing their own FE and that is after all the purpose of promoting your techniques imho.

___On an OT note, did I hear you might have a shot at an 80 mpg segment in the FEH here soon? Now those are eye popping and hypermile busting numbers if I do say so myself given I thought 72 - 75 mpg's would be about the top. Keep up the great work and if Ford doesn’t recognize you for your effort’s, I most certainly will!!!

___Good Luck

___Wayne

Thanks for the update Wayne, but should I keep sending pictures of my ugly SG till Ron cuts me a break?

GaryG

LOL

Your probably right Tom.

It was Wayne who got my attention about the SG, and I finally responded on Dec 21, 05 on GH. It was ericbecky who was in the know with Ron back then about a hybrid upgrade. All three of us promoted the best FE gauge at an affordable price to these forums after talking to Ron. This is the first break I've seen Ron give, and who better than Wayne and CleanMPG to receive one.

Wayne, I truely fill that a 80mpg segment is in my reach in the FEH, but not till the heat cools next Fall here. The wind died down a week ago and I gave it a shot. The battery was not up to the task with the heat. I could only manage 68mpg for the same trip of 70.3 with cooler weather and a headwind returning. I refilled at the end of that segment, and grabbed the 93 octane nozzle by mistake. My FE has taken another big hit and I've tried to siphon the gas out, but I hit an obstruction about 18 inches down the neck. Took the same trip to find out the damage in FE, all I could get was 58mpg. What a mess of things the wrong fuel can do to the FEH. My tank average is at 41mpg, the lowest I've seen in nine months. This is with mixed A/C, but still pulling out all my tricks with my mother for dinner on mother's day. It was funny, she ask me why I need to change that thing (shift) so much, I said to save gas.

GaryG

Over a month after getting my ScanGage I, the mysterious connection was found! The connector is not under the dash on the 2000 Insight, but to the right of the cigarette lighter socket just inside the center console. I was looking everywhere but there.

Have a makeshift mount and just trying to figure it out. The mpg is way underestimated since lean burn is not factored, but hopefully the other features are reliable.

well i thought the SG II fixed the engine killing bug too?!?! leaving those with a old ISO bus like me in the dust. That's the most important upgrade since my data freezes after ever FAS... say if i FAS at 70 km/h and then by the time i key on and my speed drops to at least 50 km/h and then data start resuming (by that time i have lost at least 10 seconds of data that could have affected my average in a very positive way. So I'm praying the next time I fill my tank the number will be higher than it should be.

although i just noticed now, my scangauge is 9 km less than what's is said on the odometer ho hum... i don't like where this is going. Setting the speed +1 percent is now not enough for the odometer... and I remember 2% was too much.... go figure......

I spoke with Ron the day after I ordered my SG. I must say he was a very intresting man. He answered all my questions and seemed intrested in what I was going to do with the insturment.

Hope there is a vaild upgrade path for my unit.

Count me in as one that will buy the upgraded SGII when it gets out with the usb interface.

I wondering if what Ive been seening the last month with MPG reading on the SG being 1.5 to 2.0 mpg better than Im getting hand calc's could be the result of the Semi Atkins cycle my Civic has, being seen as lean burn which it cant deal with. Or does the Civic have lean burn of a sort and Hondas not mentioning it.

I wonder if He would like a forum on cleanmpg to be his offical support forum? Does he have support forums on his site?

Hi Psy:

___I think you might have picked up upon something. On the low load Atkinson lobes, I can bet the Scan Gauge has no way or even an idea to adjust the displayed FE for the change in volumetric efficiency! I will call him again when ours arrives and ask. That was very intuitive of you to come up with that as it is not something most would think of with a std. 06 Civic. The FEH’s, Prius I’s, and II’s run the Atkinson intake full time so once calibrated, there should be no change. Your Civic is a different animal indeed.

___Tom, that is a good idea!

___Good Luck

___Wayne

That is a great idea Tom, with the exception of the looks of the SG 1, this group has help sell the ScanGauge on it's own merits and performance since day one. This site has attracted the best hypermiler's out there to help other's join the hypermiler status. This is the first time I've felt part of a team effort to increase FE and improve our enviroment at the same time. Since most of us own a SG to respond to questions, Ron would benifit to be apart of our group. After all, this is the best site out there and has the best potential to grow.

GH was the best site IMO, till CleanMPG created a friendly and knowledgable team. It would be nice to have Linear-Logic and ScanGauge TM as a sponsor to improve this site and help the public learn CLEAN FE. A Group Member Discount would help also!

GaryG

Does the '06 Civic us a MAF? With an atkinson intake, it would reduce the amount of air drawn into the manifold, thus reduce the air over the MAF, so the airflow should match fuel flow either way.

Hi Brandon:

___I am not going to say the 06 non-hybrid does not but both the PZEV and PZEV-AT based Honda’s of recent manufacture have MAF’s while their LEV-2 and ULEV-2 based counterparts are MAF-less from my understanding. Whether that followed through into the 8th gen Civics’ (ULEV-2's) is anyone’s guess? Care to spend a little time over at Honda News looking at the multi page document on the 06 non-Hybrid’s Atkinson intake write up? Honda may have written a sentence or two about a MAF there?

___Good Luck

___Wayne

Does the thing speak CAN yet? The website doesn't say.
.
Why would an SG particularly need to know the deep innards
of those various running modes [LB, atkinson, etc] if all
it really needs to do is time-average injector milliseconds
against vehicle speed? Wouldn't that just work out [given
some nominal knowledge of fuel rail pressure] over time
regardless of exactly how the engine's doing it?
.
maybe stupid questions, but not immediately obvious..
.
_H*

Hi Hobbit:

___Yes, SG reads CAN. The issue with some Honda’s is their injector pulses do not match up with a known FE for a given speed because of a non-linear/non-stoichiometric A/F ratio known as Lean-Burn. With the variable and Atkinsonized intake of the 8th gen non-hybrid Civic, I am not sure if any leaning out of the A/F mixture happens or not during low load ops or possibly during the transition from midrange to Atkinson and back? In fact, I don’t know how the intake is handled in one of these beats given some of the intake charge is probably pushed back into the intake plenum before resuming its flow into the cylinder during low load (Atkinson) ops and a more normal intake action during mid and high load ops? Let me know if you have a good handle on this, as it would be a great learning experience.

___Good Luck

___Wayne

Hi All:

___All I could find this morning …

Honda News - 2006 Honda Civic Powertrains Page number 3 is still FUBAR and has been for months during any attempt of mine to see it? Page 4 has most of what I am interested in anyway …

Civic: i-VTEC Valve Control System

To achieve more performance and more fuel economy, the Civic's 1.8-liter i-VTEC engine uses an innovative and new valve control timing to minimize pumping losses during cruising and low engine load situations, an important factor in creating more efficient engines. Pumping losses are lowered when the variable valve timing allows an intake valve to remain open for a brief time period as the piston begins its compression stroke. By keeping an intake valve open during part of the compression stroke, some of the volume of unburned air/fuel mixture in the cylinder moves back inside the intake manifold and lowers the volume being compressed, or "pumped."

The pumping loss reduction yields enhanced fuel economy similar to an engine with a smaller displacement (the equivalent of a 1.5-liter engine) during cruising.

During cruising or other stable, low-load driving conditions, the new engine utilizes a dedicated set of cams to close one of the intake valves and retard that valve's timing, exerting backpressure on the air-fuel mixture.

This reduces the actual intake air volume. Meanwhile, the throttle is opened wider to provide optimum control over engine output.

Opening the throttle valve, in other words, widening the path that the air flows through - reduces pumping losses to result in a significant improvement in engine efficiency.

Civic: Drive-by-Wire Throttle Control

An electronic drive-by-wire system helps enhance the driving character of the Civic. With smart electronics connecting the throttle pedal to the throttle butterfly valve in the intake system, the engine response can be optimized to suit the driving conditions and to better match the driver's expectations. Combined with the dual stage air intake, the drive-by-wire throttle control system is an important component to the new i-VTEC system that makes switching between the low pumping loss mode and the high performance mode seamless to the driver. By eliminating the direct throttle cable connection to the engine, the ratio between pedal movement and throttle butterfly movement can be continuously optimized. This adjustable "gain" between throttle and engine is a significant step forward in drivability. A highly responsive DC motor moves the throttle butterfly position in the intake system to change actual throttle position. To establish the current driving conditions, the system monitors pedal position, throttle valve opening position, vehicle speed, engine speed, and engine vacuum. This information is then used to define the throttle control sensitivity.

___Good Luck

___Wayne

Here's pg 3 from that website - I had saved the pages as static a few months back.

Although only half the content here is HCH-specific, I've pasted the entire page text for continuity purposes, for those who were reading pp. 2-4.
The section on the connecting rods interested me greatly, FWIW.

Also, I noted that I can now load the page from Honda's site again as of today ? That's actually where I pasted these images from, as they would not paste properly from my static page



http://hondanews.com/media_storage/GIF/S2_Civic_18.gif



http://hondanews.com/media_storage/GIF/S2_Civic_19.gif

The Power Control Unit (PCU) electronically controls the flow of energy to and from the IMA's electric motor. Using the latest in computer chip technology, the PCU's response time is quickened over previous versions, and a new inverter and DC/DC Converter help contribute to the IMA's overall increase in peak power.
The battery pack stores electricity in a bank of Nickel Metal-Hydride cells. This bank of 132 1.2-volt units stores up to 158 volts of electrical energy for the IMA motor compared to 144 in previous versions. A new Panasonic(R) dual module casing reduces weight from previous hybrid battery packs and also allows it to increase efficiency of the electrical flow. The 12 percent smaller volume of the battery pack accommodates more cargo space.
The Integrated Cooling Unit offsets the heat generated by the constant flow of electricity to and from the battery pack with an integrated cooling system mounted directly on the battery pack's outer box. Interior cabin air is continually flowed over the battery pack and re-circulated via a small vent placed on the rear seat shelf.


Civic Hybrid: Cooperative Regenerative Brake System
Hybrid-powered vehicles recapture kinetic energy via regenerative braking and store this energy as electricity in rechargeable battery packs. The Civic Hybrid is no different, as its IMA electric motor also acts as a generator that can recharge its battery pack during braking, steady cruising, gentle deceleration, or coasting.
New for 2006, a cooperative regenerative braking system debuts on the Civic Hybrid with the added capability to intelligently proportion braking power between the hydraulic brakes and the electric motor to extract even more electricity from the vehicle's kinetic energy. Less reliance on the traditional braking system and reduced engine pumping losses translate into greater electrical regeneration (170 percent more than the 2005 Civic Hybrid) and ultimately improved fuel economy.
When braking, a brake pedal sensor sends a signal to the vehicle's IMA computer (IPU). The computer activates a servo unit in the brake system's master cylinder that proportions braking power between the traditional hydraulic brakes and the electric motor to maximize regeneration. Previous versions of Honda's IMA systems proportioned braking power at a pre-set rate below the maximum regeneration threshold and with no variable proportioning.


Civic Hybrid: Continuously Variable Transmission
Honda's fourth generation of Continuously Variable Transmission (CVT) is standard equipment on the Civic Hybrid and provides a 9 percent wider range between the maximum and minimum gear ratios to enhance acceleration and minimize engine rpm at high speeds. The transmission provides smooth and predictable transitions and helps keep the IMA system operating at its peak efficiency.
Unlike a conventional transmission with four of five gears that change the final drive ratio in steps, a CVT uses a steel belt and a variable pulley to infinitely change the final drive ratio between a minimum and maximum setting. The variable pulley with its angled internal sides moves in and out by hydraulic pressure to expand or reduce the radius traveled by the steel belt. Improvements to the new CVT include:
9 percent wider ratio range of 2.52 - 0.421:1 (previously 2.36 - 0.407:1)
Final drive ratio of 4.94:1 (previously 5.58:1)
Expanded pulley axial distance from 143 mm to 156 mm
Expanded pulley ratio range to 6.0 mm from 5.8 mm
Double hydraulic piston used on variable pulley increases pressure by 170 percent
Improved low friction construction for overall efficiency increase
Torque handling capacity increases by 18 percentOverall, a CVT provides a fuel economy benefit greater than a conventional automatic transmission with gears, approaching that of a manual transmission. It helps the engine stay in its most efficient operating range for both performance and economy, and the need to shift gears is eliminated.


Civic Sedan and Coupe Powertrain The Civic Sedan and Civic Coupe benefit from a new generation of Honda engine technology that provides performance similar to a 2.0-liter engine and fuel economy similar to a 1.5-liter engine. The new engine offers significantly improved low rpm torque and top end power. A new 5-speed automatic transmission (available) extracts this extra power to its fullest potential. Additional new Civic technology includes a drive-by-wire throttle control and a dual-stage air intake manifold.
http://hondanews.com/media_storage/GIF/S2_Civic_20.gif For 2006, all Civic Sedan and Civic Coupe models are powered by a Single Overhead Cam (SOHC) 1.8-liter inline four-cylinder design with 16 valves, a new version of i-VTEC, and a dual-stage intake manifold. The engine produces 140 horsepower @ 6300 rpm (up from 127 horsepower at 6300 rpm, EX trim level), 128 lb-ft. of torque at 4300 rpm (up from 114 lb-ft. @ 4800 rpm, EX trim level) and an estimated EPA city/highway fuel economy of 30/40 miles per gallon (up from 29/38 miles per gallon on LX with automatic transmission). Emissions in all 50 states are rated as ULEV-2, an improvement from the ULEV-1 emission standard on the 2005 model. The engine performance differences are even greater when compared the 2005 Civic's LX and DX trim levels that produced 115 horsepower @ 6100 rpm and 110 lb-ft. of torque @ 4500 rpm.
Civic Powertrain At-A-Glance
Engine
High rigidity aluminum block with low friction internal components
i-VTEC "intelligent" valve control system
Composite dual stage intake manifold
Drive-by-wire throttle control
Programmed Fuel Injection (PGM-FI)Emissions / Fuel Economy
Estimated EPA fuel of 30/40 city/highway (automatic transmission)
Ultra Low Emissions Vehicle-2 (LEV-2)Transmissions
Standard 5-speed manual transmission
Available 5-speed automatic transmissionHigh Rigidity Aluminum Block and Low Friction Engine Design Compact, rigid, lightweight and low friction describes the end result of new engine technology that helps to enable the new Civic to achieve high power and high fuel economy. Compared to its predecessor, the aluminum engine block is more compact, has a higher power-to-weight ratio, operates with less internal friction and creates less noise and vibration.
A narrow width cam chain, a chain case with a built-in oil pump and ferrous spin cast cylinder sleeves are used to make the engine approximately 13 mm shorter, allowing for greater packaging efficiency.
http://hondanews.com/media_storage/GIF/S2_Civic_21.gif To make the engine more rigid, extensive analysis was used to create reinforced areas in the aluminum block construction. Furthermore, a lightweight and super stiff steel crankshaft is used with a high balance ratio that also benefits from a lower block design with extremely high crank support rigidity. At the very bottom of the engine, an aluminum oil pan with integrated stiffeners further refines the rigidity. The high rigidity block design benefits low noise output and also provides the foundation for lower friction in the engine.
Low friction, a key component to producing more power, is achieved through the application of Molybdenum Di-Sulfide (MoS2) piston coatings and cylinder sleeve plateau honing. Plateau honing lowers the friction level between the pistons and the cylinders by creating an ultra smooth surface. Plateau honing is a two stage machining process that uses two grinding processes instead of the more conventional single honing process. This also enhances the long-term wear characteristics of the engine. A low friction ion plated piston ring further reduces friction. In addition low viscosity oil (5W-20) is used to reduce friction.


Cracked Connecting Rods
High strength cracked connecting rods are used that minimize weight and size, while also increasing connecting rod rigidity and long term durability. A "cracked" connecting means that the rod and cap are forged as a complete unit during the manufacturing process, and then cracked apart to create a custom fit between the two matching surfaces. The use of high strength steel contributes to the connecting rod's slender shape and results in a 50 percent increase in fatigue resistance for a long lasting engine.
The design allows for the elimination of connecting rod bolt pins, since the connecting rod bolts can be precision machined to fit the cap to the rod. The end result is a connecting rod that is 13 percent lighter and has a 20 percent smaller cross section, resulting in less rotating mass inside the engine and less space occupied by the connecting rod - a significant component to creating a powerful, efficient and compact engine.
http://hondanews.com/media_storage/GIF/S2_Civic_22.gif

Hi Mark:

___Thank you for posting that page! I have tried to pull it in maybe 30 times in the past with only partial success. You are right about the block and crank. Good Stuff. I did notice Honda has pulled in the reigns a bit in terms of details. They provided good details across the board but not much on how the Atkinson mode works seamlessly with the mid and high speed modes/lobes. This was barely mentioned. Also, how or if the intake itself is varied given the 2 intake runners for high and low speed modes which may play a part in the transition into and/or out of Atkinson mode? The charge almost has to be pushed back into the intake manifold before being drawn back in when on the low load lobes?

___Good Luck and thanks.

___Wayne

I did notice Honda has pulled in the reigns a bit in terms of details. They provided good details across the board but not much on how the Atkinson mode works seamlessly with the mid and high speed modes/lobes. This was barely mentioned.

Also, how or if the intake itself is varied given the 2 intake runners for high and low speed modes which may play a part in the transition into and/or out of Atkinson mode? The charge almost has to be pushed back into the intake manifold before being drawn back in when on the low load lobes?

This is the best reference I could find on what you ask, and saves typing :)

http://www.greencarcongress.com/2005/09/the_other_new_c.html

Key points:
- Think 'low / off / high' cam profiles, instead of 'low / mid / high'. Actually, only 'low / high', from a camshaft perspective, with the 'off' mode being supplied via hydraulic actuators (the original VTEC 'high profile' spec was actuated by an electic solenoid controlled by oil pressure, if you recall). Future valvetrains will probably be entirely computer controlled- no real need for a camshaft, thus reducing friction even more. In the current application, the profiles are even more radically different from one another, to the point where you almost have a combination 'Atkinson / Otto' engine. Most of the time, it's in 'Atkinson' mode, but can switch over at will, via instruction from the drive-by-wire throttle / ECU.

- During low speed operation, some of the charge *is* pushed back into the intake (during compression stroke). You had this part right ;)

- During this mode, the throttle is opened a bit wider, which improves driveability.

- The shorter intake runners only come into play at higher engine speeds - there's a valve that opens up at 5200rpm on those. Below that engine speed, only the longer ones are used.

The above items apply to the R-series engine in the non-hybrid Civics (and other future vehicles that will use this new 'global' engine). In the case of the 1.3L in the HCH-2, you only have one intake / exhaust valve per cylinder, but the CVT is said to play a big part in allowing HCCI to take place in this application, due to its ability to maintain a steadier engine speed over more of a load range. I always wondered how much the CVT really contributed to the car's FE - apparently, more than I realized.

Hi All:

___I spoke with Ron again yesterday and we should have our Review unit very soon. With that, I will create a Scan Gauge I and II support forum under the HW category.

___Ron is working on everything I have ever wanted in the Scan Gauge II so it will definitely be improving with age.

___Hobbit, if you are reading, you are going to want to get involved in this. Can you say customizable/proprietary manufacture data stream recording!

___There is a lot more yet to come as well ;)

___Good Luck

___Wayne

My money is burning a hole in my pocket waiting for the new USB addition. Is there any news on availability? Any delays in the August release?

GaryG

Hi Gary:

___Ron swore me to secrecy with some of the newer items I and others wanted (you are going to absolutely love them ;)) but he is still predicting a LATE August release of the Scan Gauge II w/ Data logging. Some minor rough edges will still have to be worked through but the main functionality we all know and love is working great right now. The DATA logging is going to be a huge boon for us in the manner in which we can help teach others. And some more stuff … I feel like a kid looking at the presents on Christmas morning :D

___Good Luck

___Wayne

Excellent information, I too as an SG-I owner would love to hear the review of the new unit once you've wrapped up all your testing.

ya wayne's article on the scangauge II with pics is going to be an article i can't wait to read on! maybe i'll have to ditch the old ugly one~

So... it's been almost a month since the last update. Wayne, are you going to post anything about your test SG-II prior to September, or what kind of timeline are we looking at here before you were going to post anything?

Hi Brandon:

___I am almost finished up with my second tank (first tank after the calibration) in the Accord using the SG-II and will post a mini-review as a precursor to the major upgrade set for later this month.

___SG-II does include a today’s segment, previous days/drive segment, and total tank FE which was a nice addition. A larger screen of course but the data logging upgrade is what all of us are waiting for in the very near future ...

___Good Luck

___Wayne

I was going to purchase a scan gage II this week or next. I'm glad I found this thread...it looks like I'm going to wait at least for the next revision with data logging capability. Will the price be going up compared to the current version?

Hi Antrey

Go to http://scangauge.com/contactus.shtml and email Ron to give you an email when the SG 11 with the interface is available. The extra cost will be around $99 I am told. This would put the complete unit at around $269. I'm on the list and will hopefully get one some time in Oct. I will post any updates as I get them.

GaryG

How does the scan gage II deal with cylinder deactivation? I'd like to be able to use it to monitor my Odyssey's fuel economy.

Hi Antrey:

___From everything I know about how SG measures FE, it will not record FE properly after a VCM - cylinder deactivation. Liner Logic is closed currently but I will try and find out the details for you tomorrow …

___Good Luck

___Wayne

What about coasting while in gear with the injectors shut off? Does the scan gage deal with that properly?

Hi Antrey:

___Unfortunately, this is the only real kink in SG-II’s armor … It does not know how to record consumption w/ fuel cut while the ICE is running in hybrids and non-hybrids alike. It does record 9999 mpg’s (fuel cut/ICE-Off) within a second or two after the ICE is actually shut down while setup in hybrid mode and still moving. I should be careful here. It will record a very high FE while the injectors are cut – anywhere from 40 - 200 mpg with fuel cut in the Ranger depending on speed but not 9999 mpg’s as it should. It also knows when the ICE is off when stationary although it will show 0 mpg w/ 0 gph consumed as it should.

___Good Luck

___Wayne

Hi All

I emailed Ron at ScanGauge and wanted an update on the SG11 and interface. Was just going to get my daughter the SG11 now if the interface would work with it when the interface was ready. Here is what he emailed back with:

"Sorry, but the interface is still not ready.

We are adding some things to allow field upgrading of both the interface and the ScanGaugeII which has added a lot more delay than we anticipated.

Ron"

Looks like I'm still on hold!

GaryG

Hi All

I emailed Ron at ScanGauge and wanted an update on the SG11 and interface. Was just going to get my daughter the SG11 now if the interface would work with it when the interface was ready. Here is what he emailed back with:

"Sorry, but the interface is still not ready.

We are adding some things to allow field upgrading of both the interface and the ScanGaugeII which has added a lot more delay than we anticipated.

Ron"

Looks like I'm still on hold!


GaryG

Gary

Are you speaking about the data logging USB interface?

Otherwise the SGII should work on the new Civic.

Hi Psy

Not sure if they got anything straightened out with FAS, lean burn and the cyclinder shut down on some Honda's yet.

If you recall, Wayne had said that the SG11 could be sent back to ScanGauge to be updated for use with the interface. It appears that their making provisions to do a software mod at their website so the newer SG11 will not have to be sent back to them. The new programming could be done from your computer. My question to Ron was, did they finish the newer SG11 unit so I would not have to send it back. His answer was basiclly no.

At this point, I have not seen a picture (I ask for one) or details on the USB data logging interface unit. The last time I talk to Ron on the phone, he just said they were increasing the memory card in the interface. Maybe they needed to increase the memory in the SG11 also, who knows.

Just wanted to get my daughter one ASAP so her driving habits could be modified with the new EX Civic. Does not look like that's going to happen anytime soon.

GaryG

Hi guys, just got a new SG2. I'm wondering if any of you keep an eye on your12v? Mine says 13.6v or so ICE on, and varies from 11.6v ICE off/lights off (parked), to 10.8v ICE off/lights on (FAS).

Is there a way to lengthen that 12 second auto off time?

Lastly, yes the new one looks much better, but you guys with the old model should not be upset. To me the ScanGauge is like computers. There is always something new and better around the corner. Would you be happier if they were still ugly and you had no option for a nicer, more functional unit?

13.6, if accurate, is good -- it won't boil your 12V battery dry
quite as fast as the 13.8 or 14V systems that are prevalent now.
The Prius DC/DC converter, for example, pops right up to those
levels when fired up, and I'm astounded that the little 22Ah unit
in the back there is still alive.
.
Having a reasonably accurate voltmeter right there on the dash,
in whatever form it takes, is a good thing, because it's an instant
diagnosis of all kinds of potential problems.
.
_H*

You should note a drop in voltage when the ignition is cut and the ScanGage is still on.

Hi Jason:

___The 12V level is one of my std. displays in the SG-II and should be for most. Al has it dead on as it can help you see future 12V issues far in advance of an actual problem. The OEM 12V in the Accord was a living hell at anything below 11.6V after a lengthy at-night FAS whereas the new Optima can run down to less then 11.3 and still crank her over (high current flows I am sure?) like it was freshly charged. It took some doing to get her down that low and only for test purposes of course ;)

___Another cool mod for the Honda IMA folks … Mike D. has figured out a way to keep the inverter live through a FAS with some relay trickery. I hope he can enter the thread as that mod can be helpful for those if us that really push now that the night has slowly overtaken the day light hours in late fall through spring.

___Good Luck

___Wayne

My apologies for waking the thread up from its rather peaceful sleep ;)

I was wondering if anyone had news concerning the new ScanGauge II with data logging ?

At the moment I am looking for a means to observe & record OBD data from my new Prius (Wife's car) and I am wondering if I should just wait for SG2-WDL or simply get a half-measure solution like "CarChip".

Cheers;

MSantos

Hi MSantos:

___We are all waiting for the update which should have been here by now. I would wait given the functionality of the SG-II vs. the simplistic car chip solution.

___Good Luck

___Wayne

Thanks Wayne;

I guess I'll wait then.

For now, I'll just get one of my guys to assemble a Bluetooth dongle (similar to this (http://www.blueobd.com/)) and I'll use my PDA to plot and log the data ... this will just keep me going until the updated SG2 comes out.

Cheers;

MSantos

I've been data-logging with my XCal2 and LiveWire units (sctflash.com), but the LiveWire doesn't have an MPG/FE guage (yet?). Soooo glad I stumbled over this (search rox), looks like I'll have an SGII to add to my stable of goodies cluttering up the dash... :D

I've been data-logging with my XCal2 and LiveWire units (sctflash.com), but the LiveWire doesn't have an MPG/FE guage (yet?). Soooo glad I stumbled over this (search rox), looks like I'll have an SGII to add to my stable of goodies cluttering up the dash... :D

Hi Fred

You might try the group buy offerred at http://www.greenhybrid.com/discuss/showthread.php?t=12594

As far as the data interface, their having problems making sure the software isn't pirated once they release the unit.

GaryG