and the expensive, but very high quality Boomslang EMU harness.
These harnesses are well worth the price. I've installed both ways. once you do it with the harness, your spoiled and will never go back to splicing wires under the dash. Also makes removal cake.
Fired it up last night for the 1st time. It works! The engine idles very smoothly right from cold start through to warm idle. I didn't have time to take it for a test drive, so that'll be later today. Here are the problems I have to deal with right off the bat...
First, my WBO2 connection is not working. It doesn't show up on the logger at all. I'm going to verify my LM1 analog output programming to make sure I've done it right. I'm also going to ensure I have it defined right in the EMU.
Second, I'm running really rich. The LM1 shows idle at 11.3-11.8 AFR, my A/F blinky meter shows solid rich instead of a cycling NBO2, and the exhaust smells quite strong with gasoline. Adjusting fuel by adjusting airflow reduces airflow output, but doesn't change the AFR at all. I'm going to try using the I/J adjustment map to address.
Third, I'm getting the CEL that I suspect demands the adapter (15901507). To be sure, I'll use my Pocketlogger later today to pull the DTC. Has anyone received or installed this adapter yet? It doesn't seem to be widely available.
Expert commentary and questions always welcomed.
The rest of my setup is working. It is great to be able to log boost and EGTs.
First, my WBO2 connection is not working. It doesn't show up on the logger at all. I'm going to verify my LM1 analog output programming to make sure I've done it right. I'm also going to ensure I have it defined right in the EMU.
After verifying you've set it up correctly on emanage, how did you physically hook it up? I have my wideband o2 ground wire attached to the radio/ecu metal body panel so the ground voltage variance is minimized.
Quote:
Originally Posted by VR4neophyte
Second, I'm running really rich. The LM1 shows idle at 11.3-11.8 AFR, my A/F blinky meter shows solid rich instead of a cycling NBO2, and the exhaust smells quite strong with gasoline. Adjusting fuel by adjusting airflow reduces airflow output, but doesn't change the AFR at all. I'm going to try using the I/J adjustment map to address.
If your AFR doesn't change after changing any fuel map, then I suspect your emanage is misconfigured. Go to Parameter Settings, change your engine code from 6G72 to something else temporarily, and then switch back to 6G72. This will reset all the emanage configurations that's appropriate for our car. Also, when you perform this configuration change that the car is not running!
Quote:
Originally Posted by VR4neophyte
Third, I'm getting the CEL that I suspect demands the adapter (15901507). To be sure, I'll use my Pocketlogger later today to pull the DTC. Has anyone received or installed this adapter yet? It doesn't seem to be widely available.
I'm surprised I haven't heard more of this too. I've contacted Mohd from Mohdparts.com a while back and he told me to wait. I'll send him another email again.
After verifying you've set it up correctly on emanage, how did you physically hook it up? I have my wideband o2 ground wire attached to the radio/ecu metal body panel so the ground voltage variance is minimized.
I used a 3.5mm stereo connector wire that came with the LM1. I soldered this wire to the Greddy a/f harness, and plugged them in (Greddy hardness to EMU and stereo connector plug to LM1.)
Quote:
Originally Posted by BlackStealth
I've contacted Mohd from Mohdparts.com a while back and he told me to wait. I'll send him another email again.
I sent him email this morning and he already responded. He expects the parts next week (after nearly 3 months of waiting.)
EDIT: and this answers the question about the Boomslang harness. The CEL happens at stage III, Boomslang or not.
I fixed my WBO2 problem. A little test with my multimeter indicated the A/F signal wasn't reaching the EMU. I re-spliced, and all is well.
I also fixed my rich idle problem by using the I/J Adjustment Map. From idle to about 1500 rpms, I really have to lean things out. By 2500-3000 rpms, that's not the case.
Now I just need 1) a solution for the CEL, and 2) more time to drive and collect log information.
Mohd finally got the greddy adapters we've patiently been waiting for. These greddy adaptors will avoid setting off a CEL for stage 3 owners. Mine will arrive in a few days, and I'll take a closer look on how it's made. Here's a picture that's on his website. It looks like to me there's some large resistors hiding inside the black heat shrink. That part I expected. But what's inside the black box is a mystery to me.
Not surprising, the instructions are in japanese. Can anyone translate japanese?
From what I can tell, this adaptor appears to be made for 4 cylinder and 6 cylinder cars, so we can skip the first diagram and concentrate on the latter. The red wire goes to a 12volt source, and I'm assuming the green wires don't care in which order they go to. After all, we are just simulating injector resistance to keep the ECU satisfied.
I installed my emanage ultimate and boomslang harness last night.
At first I just setup I/J correction to go from 360 to 650 (pte 680 injectors). Idle and cruise worked great. But as soon as i'd get on it it would run RICH to the point where around 10 psi my datalogger was showing i was at 110%+ injector duty and I think i just hit fuel cut there... it hesitates BIG TIME. I can kinda lean it out big time to fix this but i'm still getting right up near 100% injector duty count now at 17psi which is what i'm shooting for.
SO i changed it like this thread said and made my A/F input map correct to 450 cc injectors (-20% across the board) and then had the I/J correction set from 450-650. Wide open pulls are a lot better now even after i played around a bit and tried leaning it out more and more (I do have timing pulled a bit... like up to -15 at 6000).
But now my idle and cruise are always really really rich (.99v on the narrowband) and even then my wide opent pulls are hard to pull way from .99v or 1.01v.
Does anyone have any recommendations on how to just get a safe baseline tune? I dont think i should be getting near 100% injector duty count on my 680cc injectors at 17psi?
Thanks for any help!!
__________________
1998.5 Alpine White M3 / 1991 Alpine White 325i(s)
Do you have a WBO2? I continue to be amazed with the difference between my Autometer A/F gauge and my LM1.
Next, is the LS6/MAFT still installed? And if so, how is it set up? Or are you using the stock MAF?
My airflow map is set for my 720cc injectors (-50% across the board), and I don't touch that one now. Then I'm using the Injector Adjustment Map to tune further as required. Some of those adjustments are as big as -30% around idle, but they quickly go to 0% (plus or minus 5%) as soon as I'm above 2000 rpm or -.2 kg/cm2. I've only made a couple of WOT runs, and logged them with my Pocketlogger instead of the EMU. On the log, the NBO2s were a 'perfect' .94-.96, although it seemed a bit rich to me.
I suggest getting to adjusting as few things as possible: one piggyback (EMU), one fuel map (Injector Adjustment map), and timing, and that's plenty to think about. And consider getting a WBO2 so you can see what is really going on. Then start leaning it out until the AFR is where you want it.
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Re: -= Ultimate Emanage Thread =-
