-= Ultimate Emanage Thread =-

[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.

[BlackStealth]

The manual doesn't list the wire color of the ultimage emanage wire harness. So here it is.

pin#. Description - Color
========================================================
1. Ignition Input Signal CH6 - Light Blue / White
2. Ignition Input Signal CH5 - Pink / White
3. Ignition Input Signal CH4 - Purple / White
4. Ignition Input Signal CH2 - Orange / White
5. Ignition Input Signal CH1 - Dark Blue / White
6. Ignition Output Signal CH6 - Light Blue / Black
7. Ignition Output Signal CH5 - Pink / White
8. Ignition Output Signal CH4 - Purple / Black
9. Ignition Output Signal CH3 - Yellow / Black
10.Ignition Input Signal CH3 - Yellow / White
11.Ignition Output Signal CH2 - Orange / Black
12.Ignition Output Signal CH1 - Dark Blue / Black
13.Airflow (Frequency) Input/VTEC Input - Light Blue
14.Airflow2 (Voltage) Input/VTEC Output - Yellow
15.Airflow1 (Voltage) Input - White
16.TPS Input - Gray
17.Injector Input Signal CH1 - Dark Blue / Red
18.Injector Input Signal CH2 - Orange / Red
19.Injector Input Signal CH3 - Yellow / Red
20.Injector Input Signal CH4 - Purple / Red
21.Airflow (Frequency) Output / VTM Output - Purple
22.Airflow1 (Voltage) Output - Green
23.RPM Input - Brown
24.Ground (ECU Ground) - Black
25.Ignition Power (ECU Power) - Red
26.Injector Input Signal CH7 / A - White / Red
27.Injector Input Signal CH8 / B - Green / Red
28.Injector Input Signal CH5 / C - Pink / Red
29.Injector Input Signal CH6 / C - Light Blue / Red
30.Injector Ground (Sensor Ground) - Black / Red (Red appears brownish tint)
31.Analog (Voltage) Input - White / Gray
32.Knock Signal 1 / Water Temp Signal - Dark Blue / Yellow
33.Crank Angle Signal Input - Gray / White
34.Injector Output Signal CH1 - Dark Blue / Gray
35.Injector Output Signal CH2 - Orange / Gray
36.Injector Output Signal CH3 - Yellow / Gray
37.Analog (Voltage) Output - Green / Gray
38.Knock Signal 2 / Intake Temp Signal - Purple / Yellow
39.CAM Angle Signal Input - Gray / Black
40.Vehicle Speed Signal Output - Brown / Yellow
41.Vehicle Speed Signal Input - Light Blue / Yellow
42.Injector Output Signal CH4 - Purple / Gray
43.Injector Output Signal CH5 - Pink / Gray
44.Injector Output Signal CH6 - Light Blue / Gray

========= TIPS ==========================================

1. There's 20 internal jumpers inside the Ultimate Emanage. Fortunately for us we do not need to open it up, as factory defaults suit our application stages 1, 2, 3. Stage 2.5 requires 7 jumpers to be changed for add only.
2. If you're installing Emanage Ultimate for the first time, I strongly advise you perform Stage 1 installation first. Then verify everything is working satisfactory before moving onto stage 2 and beyond.
3. If you have an e01 cable from your old setup, you can reuse it for logging the AFR on your wideband o2 controller. Cut the white plug off the e01 cable. Connect the white wire from the e01 cable to your wideband output wire (0-5Volts). In the case of the PLX M300, it's also a white wire. So connect the white wire to a white wire.
4. The PLX M300 wideband isn't listed in the supported wideband control list, leave the brand name blank, and enter the values of 10.00 and 20.00 for the corresponding AFR.


=========== FAQ =========================================

1. Will the profec e01 connect to the Ultimate Emanage? No.
2. Do you need a laptop? Yes, one with a USB port.
3. Do we need dropping resistors or high impedance injectors for stage 3. No.
4. Will we get a CEL if we do stage 3? Yes, so buy the greddy adaptor to avoid it. PN#15901507.
5. If you use the global injector size (stage 3 people), make sure you never allow the ECU to reach 100% input duty cycle or else you'll run into a problem (commonly misused). Refer back to the very first thread if you don't understand this.


====================== INSTALLATION =======================
Animated Installation of Stages 1 and 2:


Animated Installation of Stage 3. The other stages were removed for clarity purposes.


====================== FOR PRINTING =======================
Stage 1: Basic Installation


Stage 2: Timing Installation


Stage 3: Fuel Injectors direct control Installation

[BlackStealth]

Installation diagram (Stages 1 and 2) for 94-95 Stealth / 3000GT.



Installation diagram (Stages 1 and 2) for 96 Stealth / 96-97 3000GT.



Installation diagram (Stage 1 only) for 98-99 3000GT.

[BlackStealth]

Here's an article on how someone setup MAP on their ultimate emanage.


Steps for setting up the output airflow map (MAF elimination):
1) First make the adjustments you want in the injector adjustment or
airflow adjustment maps to get the air fuel ratios where you want them.
2) Once you've got the right A/F ratios, warm up the car to normal
temperature and capture some log files while driving to get the
desired airflow output volts, the RPMs, boost level and A/F level (for
later reference). You'll especially want to collect the values around
startup, idle, normal takeoff, cruise (like at 60 mph on a flat
stretch of road) and a full-throtte/boost run to redline.
3) Go to the parameter settings and choose airflow output on the maps
tab.
4) Choose the airflow output map, choose the pressure sensor you are
using and scale both axis to your needs.
5) Open up the log file in the data logger and start clicking on the
graph at the interesting spots (idle, smooth cruise, normal takeoff
from a stop (when the RPM drops below idle speed but you are under
load) and then the data points during your full throttle/boost to
redline run.
6) You'll notice that each time you click on a different part of the
log graph, a cell on the airflow output map will be highlighted. Read
the airflow output volts that was logged from your MAF (in the table
on the right side of the logger) and put a reasonable value in each
cell that gets highlighted. Don't expect them to be exactly the same
across your log (load changes) but they will be pretty close. Do this
for the interesting parts of the log. Click on File and save your map
in case you make a mistake later and overwrite your map values.
7) Now fill in the empty cells on the airflow output map with
"reasonable" guesses. I went down the rows and used the interpolate
cells option. Be careful not to change the cells you've hand entered.
For example, highlight the top entered value and drag down across
the empty cells in the column till you come to another entered value.
Click on Edit and choose "Interpolate column." It will just add
interpolated values between the two points you've chosen. Repeat for
the whole map. There will be spots you have to guess because you
didn't collect any data but they probably won't be in the critical areas.
8) Save the file again under another name.
9) Connect to your Ultimate and click on the Export Data button (far
right) and wait for it to update.
10) Bring up the Airflow output map and the data logger. Start the
logger and crank the ignition. Let the car warm up to full temp before
you get too excited about logging/changing the map.
11) If you still have your MAF hooked up (good idea) you can drive a
bit and log the differences between your Airflow output map and the
MAF's actual values. They don't have to be exactly the same, but
you'll be able to tell when you've guessed wrong on value in a cell
(bogs because it is too lean or rich). The critical part is to make
sure you got your boost run in correctly. Watch the log or A/F meter
carefully (maybe someone else should do this while you drive) and be
ready to come off of the gas if it didn't get entered right. Make
corrections to your map as needed. After you've got a reasonable
starting map, disconnect your MAF connector and try it bareback. Save
the file under a different version name and I'd suggest saving another
copy under the name nomaf-safe (so you can go back later if something
goes wrong with your working map).
12) You can actually take your old MAF out of the car at this point.
Let the car cool off and then adjust the cold startup
characteristics using the water temp adjustment map (if needed).

I'm sure there's more here, but this should get you started.
Mike

[BlackStealth]

Straight from http://www.trust-power.com/02greddy/eman_ultimate.html, and translated by babelfish.

GReddy e-manage Ultimate injector adapter 3 (for 6 cylinders)

* It is the option part of e-manage Ultimate.
* It becomes 6 cylinder corresponding editions of e-manage Ultimate injector adapter 3
* When by the vehicle of ミツビシ part, wiring of the injector is designated as the increase and decrease quantity, it is judged as injector broken wire in ECU, it is the adapter which prevents the fact that the engine check lamp lights up. (Necessary model) * GTO 1990 September - 2000 August

Trade name Price including tax Tax removal price CODE
GReddy e-manage Ultimate injector adapter 3 (for 6 cylinders) ¥5,250 ¥5,000 15901507

The price works out to about $40 US. Not bad. Looks like Greddy did their homework and wanted to sell us yet another option.

[BlackStealth]

We are fortunate to have maps created by MAP ECU owners which we can use on our Ultimate Emanage.. This MAP is based off of Trevor's 582cc map, and rescaled by me for 550cc injectors. His original map leaned out at 7.5psi as alchy injection came on at that point. I smoothed this lean spot out. Another thing to note, is at 20+ psi this map is designed to run on race gas with an AFR of 12.3 or so. When time permits, I'm gonna try this out.

[BlackStealth]

Attached are specifications for our intake air temperature sensor (IAT) and a GM IAT. For those of you that wish to remove the stock MAF completely, you'll have to provide a constant signal to your baro input (using a resistor will work), and an IAT input. You can substitute the mitsubishi IAT with the GM IAT as they both behave similarly. If you're a perfectionist, you can use the ultimate emanage analog input/output and modify the signal to your liking for a perfect match.

[Mahdivr4]

I have E-manage Ultimate and i havent insatlled it yet, i also have a laptop mount in my car. I was wondering if i can use my E-manage as a A/F gauge or wide band(in real-time)?

[BlackStealth]

After installing the Ultimate and wiring in the appropriate wideband o2 wire (0-5 volts) from a wideband controller, then yeah, you can monitor the AFR in real time by clicking on the datalog icon.

[Mahdivr4]

Originally Posted by BlackStealth

After installing the Ultimate and wiring in the appropriate wideband o2 wire (0-5 volts) from a wideband controller, then yeah, you can monitor the AFR in real time by clicking on the datalog icon.

so i would still need a wideband, what is a good wideband that goes with the e-manage?


thanks a lot.


mahdivr4