Innovate Motorsports LM-1 Digital Air/Fuel Ratio (Lambda) Meter - Manual (Page 5)

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efficiency of the cat. Some operators of chassis dynos use this method
and roughly “correct” the reading.
On NON - CATALYTIC converter vehicles:
Exhaust Clamp: With non-cat cars, you can simply take the reading from the car’s tail
pipe; however, you MUST use the optional Exhaust Clamp to do so. Do
NOT simply insert the O
2
sensor into the tail pipe. Doing so may
damage the sensor and it will certainly not yield accurate
measurements. (The oxygen sensor needs to have its cable exposed
to outside air to yield the most accurate results.)
……or………
Bung:
You have the option with non-catalytic cars to also use a Bung as
described above. Use of a bung is the preferred method for mounting
the 0
2
sensor for both catalytic and non-catalytic cars.
On
TURBO CHARGED vehicles:
Bung: Install the bung downstream from the turbo before the catalytic
converter. The high exhaust pressure before the turbo interferes with
the lambda measurement and the high exhaust temperatures
encountered there can damage the sensor.
Do NOT install the Bung below the 3 o'clock or 9 o'clock position.
Condensation can form in the exhaust pipe and permanently damage the sensor.
6 o’clock is the absolute worst position to mount the sensor.
Wide band oxygen sensors – like the one shipped with the LM-1 – are
designed to work with unleaded gasoline. Using them with leaded gasoline will
significantly reduce the lifespan of the sensor. The reduction is directly
proportional to the metal content of the fuel. In most cases, a wide band sensor
will provide accurate measurements somewhere between 50 hours and 500 hours
with leaded fuel.
WHEN INSTALLED IN THE EXHAUST, THE OXYGEN SENSOR
MUST BE CONNECTED AND OPERATING WITH THE LM-1
WHENEVER THE CAR IS RUNNING. AN UN-POWERED OXYGEN
SENSOR WILL BE DAMAGED WHEN EXPOSED TO EXHAUST GAS.
RULE OF THUMB: POWER UP THE OXYGEN SENSOR
IMMEDIATELY AFTER THE ENGINE IS STARTED.