I don't know exactly how you'd even control the fueling with an O2 per bank. If I understand my dual plane intake, one bore/injector feeds half the engine, but is split between banks. So you couldn't just have independent PID loops. Some kind of averaging would be necessary and I don't know if that's even possible. Maybe instead of the loop going high/low voltage from a single O2, it goes high/low between both O2s (maybe whichever is higher/lower)? Then it would be averaging stoich I guess...

Ideally you just put the O2 at the end of a Y pipe. But my car doesn't have a Y pipe. It's independent cats. As I approach another emissions test, I began to think that I have a single O2 reading only the left bank, controlling the whole engine. Yes, stock was controlling the whole engine from the left bank BUT there was a single cat at least. I just have no idea if the passenger side cat is operating optimally.

 

No support for dual O2 sensors. To see if a cat-con is working OK need to read the exhaust after the cat. This is why OBD-II vehicles have pre and post cat O2 sensors.

RBob.

 

The other thing that sucks about my Frankenstein exhaust setup is, factory had the O2 on the left just like now. But the AIR pump was only on the right, so it could inject air even during closed loop (for the cat, and there was only one). I can't do that because I have LT1 manifolds, which inject air into both sides (two cats) but I can't during closed loop. I think extra AIR even during closed loop might get my cats hotter and help during the emissions check. And I'm not sure open loop + AIR is "cleaner" than just closed loop...

EDIT: I'll just start a new thread for AIR pump strategy questions