Content Wrapper

[BlackStealth]

Welcome to the official Ultimate Emanage thread. If you're looking for help with the Blue Emanage please find Mellon's thread. I'd like to keep all discussion about the Ultimate in here. If you want to make a comparison of other piggybacks, please make a different thread.

To make future discussions easier I'm gonna define a few stages right now. Basically each stage reflects how far along you've wired up your ultimate.

Stage 1: Basic emanage install with just airflow correction (similar to a SAFC).
Stage 2: Ignition timing harness install.
Stage 2.5: Injector fuel addition, this is where emanage modifies your injector duty cycle directly.
Stage 3: Injector fuel add/subtract, similar to stage 2.5 except it can subtract duty cycle too.

The highest stage the blue emanage can go up to is stage 2.5. If you plan to upgrade from the blue emanage to the ultimate you can keep your existing harnesses as they are 100% compatible. If you want to go to stage 3 then you'll need to purchase a supplemental wire harness upgrade.

If you're starting off fresh and buying everything new and want to jump directly to stage 3 then you should consider substituting the emanage ultimate wire harness with a boomslang wire harness. This will minimize installation errors.

So what can I do at Stage 1?
a. Assuming you already purchased a pressure sensor, emanage ultimate now allows you to tune your airflow map with boost (PSI) engine load. Why is that good? This gives you a more consistent tune so you don't have to retune your airflow map when the PSI on your boost controller is bumped up higher. I always had to re-adjust the airflow map on the blue emanage as it was TPS based only. This problem is now non-existent.
b. The next new feature on the ultimate is speed density, this allows you to bypass the restrictive factory MAF. The benefits to speed density is faster turbo spoolup, permits open loop BOV and your car will continue to run if your Y-pipe blows apart.
c. Increased rev-limit. Self explanatory and already verified to work on our cars. No need to modify your factory ECU crystal and the side effects associated to it.
d. Wideband datalogging is now supported. Preferably get a linear wideband controller. You can capture 50 samples/sec which is excellent and makes tuning easier without the burden of referring to a seperate datalogger.
e. With the new USB interface datalogging is much faster and also allows more data to be collected primarily because it's not restricted to a slow serial port. The datalogger program is much improved over the blue version (v1.25) and allows resizable window and overlay. When you browse over your datalogs with the line cursor, there's no more guessing as to which cell in your map was in use as it will highlight that cell in red. As you step through your datalog, the red cell will move also. This saves you tuning time.
f. AFR Target map - this allows you to define wideband o2 air fuel ratios, so if your tune is off emanage can make the necessary changes to get you back on track.

What can I do at Stage 2?
a. Timing control can be adjusted +/- 20 degrees the same as the blue emanage.
b. Acceleration Ignition map - if you have knock problems on a sudden throttle opening, you can correct this problem here by subtracting timing for a short duration.
c. Individual Ignition cylinder map - this allows each cylinder to have different timing control. If you get knock only on one cylinder you can subtract timing just for that and not let the rest suffer by subtracting timing on all cylinders. Keep in mind that with our ignition designed we can only control them in pairs.

what can I do at Stage 2.5?
a. Some ECU's have a lean spot that cannot be corrected with airflow correction alone. Emanage can add fuel directly by extending the duty cycle on the fuel injectors.
b. The ultimate emanage now adds an acceleration map, so if you get knock from a sudden stab at the throttle and notice you're lean you can correct this problem by adding in more fuel.
c. Individual fuel injector map - allows you to add more fuel to any cylinder. Cylinder 6 tends to be lean, this problem can now be addressed.

What can I do at Stage 3?
a. Allows you to subtract fuel injector duty cycle directly in all I/J maps.
b. Global injector sizing - allows you to input the old factory sized injectors and the new injector size. This is the most misused feature and even professional tuners miss because they don't understand the limitation associated. Let me first discuss how it works. Let's take this fictional example. A car with stock 360cc injector @ 100% duty cycle car makes 380HP. Now you upgrade your car with 550cc injectors and only use the global injector feature. Your car will run great as the airflow input at the ECU is not messed with and the ECU does not see any changes. All the changes are done after the ECU. The ultimate takes the duty cycle that would normally go to the fuel injectors, intercepts it, modifies it and then goes to the fuel injector. This is great so far as you have stock timing too but when you run higher boost you run into a problem. The AFR will go nutz (usually very rich) because the stock ECU is transmitting 100% input injector duty cycle to the ultimate. The ultimate is looking for "off periods" to determine the duty cycle and can't find any and can't reduce the injector duty cycle. So what have you accomplished? Nothing, you're still limited to 380HP with the input injector duty cycle @ 100% regardless of what your output injector duty cycle is. I've seen professional tuners not recognizing this and continue to subtract fuel in other parts of the maps in attempts to remedy this limitation and then blame the hardware is no good. It's no wonder people are frusted with the ultimate. So why even use this feature? I can see two reasons. (1) You're a noob to tuning and need the car running right away and will get it tuned by professional later (hopefully by someone who understands the equipment profciently). (2) You purchased grossly oversized fuel injectors for your application. For example, you only needed 550cc injectors but purchased 880cc injectors and now drivability suffers. You're about (880-550) 330cc too big so the global injector sizing can absorb this difference and make your oversized 880cc injectors behave like 550cc in the airflow map. This will give the drivability you need. If you do decide to use the global injector sizing feature, be sure to never let the injector duty cycle to reach 100%. I still get a good laugh every time there's a new firmware release and some people believe this is a bug that never gets addressed. It's not a bug people, you're just misusing it.

So what stage is right for you? Trevor's at stage 2 and he ran 10.xx on the ultimate emanage, and I'm at stage 2.5. Stage 3 has been thrown at many of us because that's how boomslang sells it. Stage 3 also requires a greddy adaptor to prevent a check engine light which didn't always work for me, most people had better luck. Decide what you want the ultimate to do for you because I see many jumping to Stage 3 unnecessarily.