-= Ultimate Emanage Thread =-

[BlackStealth]

Originally Posted by gtr35

It is critical to use resistors with the same wattage rating? For example, the 3.3K ohm resistors you chose are 0.25W. Could I use a 3.3K ohm resistor rated at 1W?

3.3K resistors at 1W would be fine, it just means the resistors can dissipate more heat and are bit physically larger.

[Fred 62]

that's funny.

i put the 680cc injectors yesterday without EMU.
i controled the modification of feed and return lines of fuel and i put a new FPR with a ratio of 1:1 ( before i used a FSE power boost valve 1:7 ratio )
the engine started with 680cc and my A/F was about 14.7. no problem when increasing RPM to 3500.
-> after the engine warm and idleing i had 19.9 of A/F with 360cc and 92.5 wiseco and 1mm oversiezd valves and head porting )

the EMU is wired with the boomslang stage 3 harness and the Greddy injector adapter.
the engine starts weel at idle and i have no check engine.
this day i will wire the option 2 for A/F ratio.

now, let's play with EMU !

@+
fred

[Gray Haze]

Originally Posted by Racer_X

Just reviewing some old stuff, and I know why this happens. When you use the RPM signal to work the e-manage, that gets an rpm signal from the PTU. When you use 2 step, the e-manage starts dropping random coil signals to stabilize the rpm. This freaks out the ptu, or MSD (like I use) into thinking the rpm you are at is different that what it really is (because of the dropped triggers). That in turn throws off your E-manage fuel map at that spot, and your tach and whatever else the ecu bases off of that signal (I don't think it bases much off of that signal). but either way, loss of accurate RPM signal form the PTU, loss of proper fuel control, then you get the "non functioning 2 step". To remedy the problem, you will probably need to add a seperate crank based trigger for the rpm signal to have both a clean RPM signal and e-manage 2-step function. I just thought of this, so I figured I would share.

there are multiple inputs to choose from

[Fred 62]

news of the day : the fight with idle.

when runing with the engine rebuild and stock 360cc, my idle was lean.
i put a FPR 1:1 ratio and i modified feed and return lines of fuel.
the FPR is set at 43PSI with no vaccum.

i tested some maps just for the fun.
-the armondtune map : my car started at the first time. it was ok in V1.14 but i never made a start of the engine with V2.13
-output map 720cc from blackstealth is good
- a 720cc airflow adjustment map is sending a "check engine light"

actually, i'm with the V1.14 of EMU and "armondtune" map
when the engine is hot, i have some problems of RPM at idle.
when i pressed slowly on the thrttle, the A/F commes from 14.7 to 19.9 and after to 14.7 or less.
it result that RPM commes from 1000 to 600 ( too lean ) and growed to 1300 for example.

even if you can adjust the datas for vaccum and low RPM in the airflow output map, it affect A/F ratio but not the lean mixture during a qwick acceleration.

i tested +0.5% IDC in the I/J map 1 and i have best results.
i will modify tomorrow the "acceleration injectior adjustment map". and put all datas in the I/J map 1 at Zero.

i also played with I/J before and after and lag time !
really quick to stop the engine


@+
fred

[Racer_X]

Originally Posted by Gray Haze

there are multiple inputs to choose from

yeah, but the only problem (at least on my 2G car) is that the rpm input from the hall effect crank sensor is not that great. RPM's aren't stabe at all. it makes for a very wierd tune. I haven't tried using the ignition coil input selection 'though. that might fix it. I will check that out on the car I am tuning this week. May make life a lot more easy (I hope).

[Fred 62]

hi all,

i retested the airflow adjustment map but i have no input signal with the EMU. impossible to start the engine.

i have some kind of frequency when i download some files on the EMU.
if i log during engine start, i can see 0 to 3000hz but the engine is not starting. and after i have the CEL for MAF problem.
i tested the adjustment map with V1.14 and V2.13 and it is the same !

i unplugged the 2 EMU wires (airflow input and output) and i plugged them together. the car start well and i have no CEL.
grrrr !

a friend had the same problem with a airfow adjustment map for his celica GT4.
i wonder if it is a hardware problem of the EMU ?? any suggestions ?


well, i'm going with V2.13 and "airflow output map". i play with the map the car not running.
-EMU must have a set at 40-44hz from 800 to 1200RPM in order to have a good O² cycle ( A/F is at 14.7 )

- my problem during small and hot acceleration at the throttle is due to a bad airflow map ( engine at zero speed )
as the frequency is to low, during acceleration at 1200RPM, the A/F commes from 14.7 to 19.9 and go to the specified A/F
( fonction of RPM, boost and Hz = 14.7 normally when ECU is in closed loop )
so my RPM commes from 850 to 500 and go to 1200RPM ( example )
- i play with the data sampling table to see who i must change a value of the "airflow output map"

i have good results for the moment at idle.
- good 14.7 ratio when engine is at 85°-90°C of water
- no decrease of RPM when i put slowly on the throttle.
- no decrease of RPM when i put hard on the throttle
- some good A/F at a constant RPM ( 14.7 from 800 to 4000 => closed loop ecu )

it is not that easy but i'm on the good way !
i focus myself from 0-4500RPM from -10 to 0 PSI for the moment.
i have no need of the help of the acceleration I/J map for the moment !

@+
Fred

[Racer_X]

One method that I find makes it really easy is if you make your A/F target map, and get your car to simply start and run by itself with the airflow output map (usu. takes modifying about 4 or 6 cells). then work towards getting your car to rev fairly freely by throwing in some numbers in the map that kind of "make sense". after that, spread your map from low arp to high rpm adding a consistant value to the previous cell at every rpm point. Then drive (with the A/F adjust map on 5 or 7% throttle or more at .5% correction percent with a 200ms cycle time). by the time you have made it down the street, you will have a decent correction map in percentages. Then, just compare what your percentage correction map cells look like to your airflow output cells are and adjust accordingly (it won't be "exact" but it should be really freaking close). Usually takes 1 or 2 passes of slow acceleration in 2nd gear. when you get down to correction values of 1 to 2%, you are pretty much on the money, and can start fine tuning stuff (like throttle rate based adjustment, speed based adjustment, coolant or IAT based adjustment, etc, etc, etc)

[Racer_X]

Hey, has anybody logged knock with their EMU and compaired it to a standard datalogger? I am sure a lot of you guys own both a logger and the EMU and would be really easy to do. has anybody done that yet?

[Fred 62]

today i fixed the baro signal. i used two variables resistances 2.5K and 10K like this :

no problems to fix the value of the baro at a spécified level. i set the variable resistance in order to have 1.00bar at the datalogger.
i ran the car and i have goods idle and low charge A/F. ( range 500 to 4500RPM, -12.8 to 0 PSI ). the A/F keep a value at 14.7 ( closed loop )
i will focus at midle charge and high boost tomorrow.
but as Racer-X said, i think i will make some adjustments in I/J map, acceleration map and water temp adjustment map.

@+
fred

[Fred 62]

for the moment, a A/F map for my 3.1L and 680cc injectors.
i know i run rich at high load. but i will modify it in the airflow output map and I/J map in the case of !

this map have some bads settings due to the number of datas saved (samples ) !



i ran 17.4 PSI = 1.20 BAR.
no knock for the moment when i put the throttle slowly.
but as Racer-X said, i must play with the acceleration I/J map because of a lean response time.


@+
fred