I know somehow with the eManage you can use the MAP sensor for the vertical axis of airflow adjustment maps, but not sure how:
-Only with EMU
-Only with eManage "Gold"
-Only with MAP wired into TPS
I'm pretty sure I don't have gold and I'm not solder anything inside the unit, I definitely don't have ultimate, so I'm considering wiring the MAP sensor into the TPS input of the eManage.
A few issues I need to figure out if doing this:
-I have the harness for the MAP sensor and would like to use it so I can control timing based on boost. So if the sensor is going to the harness AND the TPS, do I just tap into the 0-5V wire and use that also as the TPS input (so it's a 3-way connection)?
-If I use this as the TPS input, will I be able to make the vertical scale in PSI/kpa/etc or will it be throttle percent still?
-How do you calibrate the eManage's "TPS". Normally you just floor it and let off, but I can't really max out the MAP sensor. Do I need to get a 5V battery to calibrate it? If so how would I do this? lol
Any ideas? I just think tuning the airflow map by boost will make the tune more consistent (if you are using TPS, you can be at 100% throttle and 2 psi or 100% throttle and 16p psi - yet it's using the same correction given that your at the same RPM) at consistent max boost levels, not even considering adjusting boost (won't have to constantly adjust tune).
If I can just update the firmware or something and change the airflow map scale that would be great, too. ]]>
Any help is appreciated :) ]]>
See signature for mod list.
Thanks in advance,
-Kevin
I have a boomslang harness, checked the pin connections and they are correct, car idles nicely with the pins on the harness jumped. Emanage intercepting fuel works well, but as soon as ignition is involved, the car will not run.
Is there some setting I don't know about on the emanage that I am forgetting? Provided that the wiring is correct, emb failure? ]]>
I just took the car in for a new alternator, power steering pump and AEM EMS rebuild (long story, but I think my F#cked up alternator F#cked my AEM). While it was in the shop, they replaced my plugs and wires too.
The tune on the AEM was given to me by the Owner of the shop and wasn't made for my car, but apparently for a car with similar mods (it was for a 3S, just not my 3S). So it should be pretty close.
I checked the front plugs and they're at 0.28 to 0.32 ~ish - too lazy to check the backs.
Any thoughts? Could my problem be that the plug wires were installed in the incorrect order, or would my car just not run? Should I try to advance (or retard) my ignition timing?
I'll post the map tomorrow.
Thanks for any help. ]]>
WHAT DOES THIS COVER?
What we're talking about here is the TechTom EPROM conversion board for the 1991-1996 3000GT VR-4 ECUs. An example of this board is shown below.
These conversion boards were developed by TechTom, located in Japan as far as I can tell. The boards were distributed and/or installed in the US by a company called TechnoSquare. The board shown above can be found on the TechnoSquare website.
THE PROBLEM
The two EPROMS you see in the picture above contain identical code. This code is the entire "address space" of the processor. It includes operational code as well as various tuning tables.
The problem with modifying these chips yourself is that TechTom "scrambles" the image. I'm going to guess that they had some sort of dealer-only modification deal setup at one time. But since I'm not aware of a single shop still offering these mods, people that have the boards now are left hanging. They can't do anything with them at all without the scrambling algorithm. Any modification you make requires that you rescramble the data before burning the new chip or else the board simply won't work.
THE SOLUTION
The solution is to identify the scrambling algorithm used and then code up a tool to do the de-scramble and scramble operation for you. Luckily, the algorithm isn't all that complicated. A little basic crypto-analysis and an afternoon of work can usually identify the mapping.
What I found interesting with the 3000GT board is that they scrambled the entire 16-bit address space. On the DSM boards I've looked at, they only bothered with the lower or upper 8-bits of the address bus. But for some reason or other, they went "all out" on the 3000GT board. Lucky you. :p
I've only dealt with two different TechTom 3000GT ECUs. Both used the same mapping outlined below, but it's entirely possible that other TechTom boards on other 3000GT ECUs may be different. So without further ado, the mapping is provided below.
Address mapping:
CPU - EPROM
a0 - a0
a1 - a2
a2 - !a4
a3 - a14
a4 - !a1
a5 - a6
a6 - a11
a7 - !a13
a8 - !a8
a9 - !a12
a10 - a7
a11 - a10
a12 - !a5
a13 - !a9
a14 - a3
a15 - a15
That table lists out the address pin mapping from "processor space" to "EPROM space", with a0 being the lowest-order bit and a15 being the highest. So if the processor wanted to access address 0x4000, this would translate to processor address:
Code:
0x4000 =
a15 a14 a13 a12|a11 a10 a9 a8|a7 a6 a5 a4|a3 a2 a1 a0
0 1 0 0 | 0 0 0 0| 0 0 0 0| 0 0 0 0Code:
a15 a14 a13 a12|a11 a10 a9 a8|a7 a6 a5 a4|a3 a2 a1 a0
0 0 1 1 | 0 0 1 1| 0 0 1 1| 1 0 1 0
= 0x333ATHE HELPER TOOL
Doing this by hand would be nearly impossible. So I've attached a short C++ file that does this for you. You'll need to know how to compile stuff to use it, but it's all pretty simple to follow I think.
You can feed this tool a scrambled file and ask it to unscramble it or you can feed it an unscrambled file (edited in TunerPro or whatever else) and ask it to scramble it so that you can burn it to an EPROM chip and install it back into the TechTom board.
You really should only need to unscramble the image once. After that, save the original unscrambled file somewhere and then edit copies of that file. Each time you have a change ready to go back into the ECU, just scramble the image, burn/flash the chips, and slap them into the board (carefully).
TYPICAL PROCESS
The typical process would go something like this:
- Remove EPROM chip from TechTom board
- Install into EPROM reader and grab image to file
- If this file is 32KB in size, pad the first section with 32KB of blank data to make a total size of 64KB
- Feed this file to the descrambling tool to produce a new file in real "processor address space"
Once that's done, you've got your basic file to work with. You should verify that it descrambled properly by opening the resulting binary file and confirming that the vector table at the end of the file appears to be valid. I use a hex editor called HxD for this type of quick look-n-see stuff. If you use it, please consider donating to the author.
You can verify the image by looking at the last 32 bytes or so. They should look something like this.
Code:
0000FFE0: 00 80 00 80 D0 E2 0E E2 00 80 00 80 00 80 00 80
0000FFF0: 00 80 F4 EA 00 80 00 80 1D E7 00 80 00 80 00 80After that's all done, you can start modifying the binary. This is where a program like TunerPro will come in handy. You'll need to start a definition file for TunerPro based on tables and code patch points you find in the disassembly. Getting into that will be a topic of some future thread. It's not trivial, but it's not too terrible either.
Once you start modifying the image, you'll need to re-scramble it, put that image into two flash chips and then install those back into the ECU. It's a time consuming process, but at least it's doable.
Ok, that's enough. Enjoy and let the discussion begin?
Thomas Dorris
ECMTuning, Inc.
CURRENT SUMMARY
To summarize, yes, we are working on a non-EPROM conversion for the early (pre-1997) 3000GT platform. This would include the M37793 and M37798-based boards found in the '91-'96 3000GT ECUs. The M37782 processor found in the 1997 ECU would not be supported.
Here's a photo we posted back in May 2009 showing what this thing looks like.
This board physically installs much like our 1G DSM non-EPROM conversion board does. But the similarities end there. The technical side of this board is SOOO MUCH more complicated.
As of May 2009, we do have a semi-working prototype that does pass all our basic tests. Unfortunately, we have been absolutely swamped since then and have had exactly ZERO time to work on this. We're really sorry, but that's the reality of our situation.
We do plan to complete this project. We haven't dropped anything. We've just been completely unable to get back into it like we had hoped. We'll keep this thread updated as best we can when we get time to get back into it.
A LITTLE HISTORY
The early model 3000GT VR4 ECUs were all produced with the code programmed permanently into the processor. This meant that you were entirely unable to reprogram these ECUs yourself in any way. TechTom had a non-EPROM conversion board a long time ago that sorta solved the problem but had several other issues.
Pulling the code out of the processor and putting it into EPROM space allowed you to make modification to this code and/or tables yourself. However, the TechTom approach cost a small fortune and they scrambled the code in the EPROM. In addition, they used two 8-bit EPROM chips instead of one so their job of simulating a 16-bit data bus to the Motorola 65816-style CPU was made easier.
So even if you descrambled the code (which really wasn't all that difficult to do), you were still forced to work with this dual EPROM image thing which make real-time emulation much more difficult and/or expensive to pull off.
This whole project started off with someone asking us if we'd consider doing a full port of our ECMLink application over to the 3000GT platform. We knew full well we would never have time to complete that, so we kindly declined. However, we felt that we could do a non-EPROM conversion board similar to the TechTom board but without all the crazy issues associated with it. We just didn't know (and still don't know) how long it was going to take to get something like that to market. But nobody else was answering the call and we felt the 3000GT platform needed a little love, so we took the project on.
WHAT'S OUR BOARD DO?
Our goal is to produce a non-EPROM conversion for the early 3000GT platform that would be compatible with the Ostrich real-time EPROM emulator. This was not practical with the TechTom board for the reasons mentioned above.
By producing a non-EPROM conversion board for the 3000GT ECU that was compatible with the Ostrich, we would basically be opening that ECU up to modification like so many other (native EPROM) ECUs had been before it on other platforms. The users would simply need a definition file for their ECU and a couple off-the-shelf and/or free programmer/logger software packages and they'd be set.
The entire package would basically be:
- Non-EPROM conversion board
- Ostrich real-time emulator
- TunerPro or equivalent tuning package
- Definition file to feed into Tuner-Pro that defines the various tables and such that the user could edit.
- Logger and logging cable
Our primary job is to provide (1) above. We really did not want to get into (3), (4), and (5) but if we really had to, we'd probably do those too. At that point, we'd probably just offer complete tuning packages all wrapped up in one neat little bundle.
But the first step is getting (1) done. And that's where we're at now. We're trying to complete that first critical step. Without it, the rest has no place.
WHAT CAN YOU DO WITH THIS?
Well, that's a big question. The quick and easy answer is to change anything and everything the factory ECU has control over. That includes injector scaling, basic MAF compensation (to run an EVO8 MAF for example), fuel and timing control, etc., etc.
The problem is that you need to find where and how the factory ECU does stuff and then write the definition file for your tuning package. That's really not too hard and should be quick work for anyone with the real desire to do so. And once it's done, everyone can use the same definition files to do the same editing.
Doing stuff above and beyond what the factory does will require a bit more work. It's not always difficult work to implement new features (a launch stutter box, for example, is really only 10-20 bytes in length). The problem is in management of these modifications and in defining newer and more complicated modifications (full time speed density, for example).
We can provide the basic functionality (injector scaling, MAF compensation, etc.). But we really can't get into too many of these custom modifications. They get really complicated and timing consuming really quickly. And, honestly, we'd rather leave the entire definition side of things to the user community anyway. ]]>
AEM EMS
16G TD05's
Stage 3 heads with stock cams
dual Fuel pumps
AEM pressure regulator
Greedy Boost Controller
Zeitronix WB 02 sensor
3.5 Bar AEM MAP saensor
AEM AIT sensor
680 and 750 injector
Big FMIC
RPS Lt Weight Fly wheel
PST CF drive Shaft
Meth coming soon.
if you guys could help me I would gladly compensate you. Also looking for tuner in GA, near Atlanta, or Macon.
hit me at gbenson8277@yahoo.com
or 6788602314 ]]>
I purchased the ARC2 unit almost a year ago and still curious why it did not work for me. while I was trying to find a clue I realized that Matt was always asking if the label at the back of the unit is ARC-2 GP R5
So I checked mıne and see that ıt wrıtes only ARC2-K.
Please help me to understand if I have the wrong unit or it is fine.
Thx in advance
:confused: ]]>
I just wanted to give you a small update.
We are working with AEM on the final configuration of the Series 2 EMS for the 3000gt and Stealth.
With on-board peak and hold injector drivers, a much sturdier hardware platform, and a quickly developing tuner software program, it will be a great product for any 3s owner looking to maximize driveability, horsepower, and safety.
We are working very hard to improve the knock detection with selectable frequency which can be tuned to the particular engine, among other things, like cold start accel enrichment.
I can tell you right now that I've never had any car short of a stock vehicle start and idle as well as a Series 2 on a 3s. We've done extensive testing of them on some of the Supra's we have here, and will have dyno results for Dale's car soon on the Series 2 box.
Look for CANbus integration, a pretty sweet knock control, launch control, and traction control among other improvements, especially in the logging department. They will be available from all authorized AEM distributors and resellers (look up some of your 3si sponsor vendors) at very competitive pricing.
Please let me know if you have any questions.
Ian ]]>