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The engine is fine. I'm going to just put new rings in cylinder #5 and put it all back together with JB weld.

I like your thought process, but let me help you out: In the microcontroller, Its much easier to simply take the FPM signal from FPDM#1 and constantly pass it to the output. Then monitor the signal from FPDM#2. If the FPDM#2 signal goes above 65% or below 35% then start transferring that...

FYI, measuring the carrier frequency of the PWM signal won't tell you anything either. If you really want to see what the input signal to the controller is, use an oscilloscope. Here's one that anyone can afford and easily displays all three: Duty Cycle, Frequency and Voltage peak to peak...

Interesting video:

The DW400 in question has been in use for 3 years. First 16 months with no BAP input to the FPDM seeing 14.7V max. The next 11 months I had it on an 18V BAP with FPDM input seeing 18.3V when BAP kicked in. And the last 9 months I've been using a 22V BAP with 6awg power wire where the FPDM input...

My test wasn't just me theorizing what would happen. I logged actual results. I don't need to "Take it from" anyone else. And FYI the defouler system worked so with FAOSC ON it never threw any trouble codes and it passed ALL Emissions Readiness tests. This is why it continued to use the rear...

I happened upon this thread and though some of you may find the following test results useful in regards to the long term trimming of the forward O2 sensor by the rear. About a year ago I tested and confirmed this issue with multiple logs over the course of several weeks using a catless S550...