Avoid picking a wideband controller that requires splitting the signal into two as that could spell trouble. So what you want is a wideband controller that is designed to show you a display and simultaneously have an available wideband signal. The PLX M300 gets that job done perfectly. I don't own the other products, so you'll have to research.
Ok so the PLX M300 does what I want... I have that option then.
Which WB do you have? the PLX M300?
Does anyone here have the Innovate or AEM? and could confirm if it does the display (on a gauge) and connection to the emanage simultaneously.
No CEL at any time, unless I was driving with the maf unplugged. If the EMU was providing a signal, why would it affect the way the car runs? It should run normal, just with an error message in the EMU.
In my experience, the existence of a fully wired EMU prevented the ECU from being able to sense whether the MAS was there or not, and that disables the ECU from being able to throw a code for MAS problems.
The EMU has some logic that establishes a reasonable range of airflow sensor readings given the engine rpm, at least I strongly suspect that. So if the engine is running at 1000 rpm, but the airflow sensor readings are substantially less, the EMU reports the airflow meter error. But it keeps providing a signal to the stock ECU, so the stock ECU doesn't throw the code.
So in my case, with an IC pipe blown off, the EMU detected there was not 'enough' air being reported on the sensor considering how fast the engine was running. It gave me the message you talked about, and the car ran like shit. As soon as I fixed the big boost leak, the problems and the message went away.
Not sure what's happening with your car. If it was a harness problem, wouldn't the ECU throw a code for the airflow meter?
No CEL at any time, unless I was driving with the maf unplugged. If the EMU was providing a signal, why would it affect the way the car runs? It should run normal, just with an error message in the EMU.
In my experience, the existence of a fully wired EMU prevented the ECU from being able to sense whether the MAS was there or not, and that disables the ECU from being able to throw a code for MAS problems.
The EMU has some logic that establishes a reasonable range of airflow sensor readings given the engine rpm, at least I strongly suspect that. So if the engine is running at 1000 rpm, but the airflow sensor readings are substantially less, the EMU reports the airflow meter error. But it keeps providing a signal to the stock ECU, so the stock ECU doesn't throw the code.
So in my case, with an IC pipe blown off, the EMU detected there was not 'enough' air being reported on the sensor considering how fast the engine was running. It gave me the message you talked about, and the car ran like shit. As soon as I fixed the big boost leak, the problems and the message went away.
Not sure what's happening with your car. If it was a harness problem, wouldn't the ECU throw a code for the airflow meter?
In my experience, the existence of a fully wired EMU prevented the ECU from being able to sense whether the MAS was there or not, and that disables the ECU from being able to throw a code for MAS problems.
I can unplug my MAF and I'll get a CEL, even with the EMU running the car.
Quote:
Originally Posted by VR4neophyte
The EMU has some logic that establishes a reasonable range of airflow sensor readings given the engine rpm, at least I strongly suspect that. So if the engine is running at 1000 rpm, but the airflow sensor readings are substantially less, the EMU reports the airflow meter error. But it keeps providing a signal to the stock ECU, so the stock ECU doesn't throw the code.
Agreed, I don't get a CEL so long as the MAF is plugged in.
Quote:
Originally Posted by VR4neophyte
So in my case, with an IC pipe blown off, the EMU detected there was not 'enough' air being reported on the sensor considering how fast the engine was running. It gave me the message you talked about, and the car ran like shit. As soon as I fixed the big boost leak, the problems and the message went away.
I checked today, no boost leak. However, I am running less boost since I've hooked my exhaust back up, and the problems seems to have basically started at that time. But I'm not ready to go back to open downpipe yet.
Quote:
Originally Posted by VR4neophyte
Not sure what's happening with your car. If it was a harness problem, wouldn't the ECU throw a code for the airflow meter?
I would think so, but it doesn't show the CEL. That doesn't mean there isn't a stored code, I'll borrow a code reader and find out.
I traded the MAF and ECU with another car. My car ran perfect the last 2 days, so I was afraid the ecu was bad, but today it started acting up again, for no reason. I fail to see how going speed density won't fix this: It will eliminate the need for the wiring in question (MAF to EMU), also eliminate the MAF, and the output to the ecu will be according to the map that's built.
__________________
Handing out reality checks to "500HP Hondas" for 8 years and counting.
'92 Sandstone Grey 3000GT VR-4. K&N filter, Spec 5 clutch, NGK plugs/wires, Custom EBC, Greddy E-manage Ultimate, built 6G74 engine (in progress), Turbonetics ceramic ball-bearing T-70, custom intake/exhaust/intercooler piping (still plumbing those), 24"x12" FMIC, Brembo rotors, Stillen pads, E-bay Ground kit, 2nd gen shifter, HKS SSQV, Denso 660's, twin Walbro fuel pumps, GTO center garnish, eK2 EGR block-off plates, Prosport gauges: [oil press, fuel press, manifold press, oil temp, water temp, volts], Toni's interior LED conversion (still installing), forgot the rest. '91 Firestorm Red 3000GT VR-4. K&N filter, eK2 poly engine mounts, Seattle Short Shifter, custom MBC, Spec 3+ clutch, Forged crankshaft, Tein S-Tech springs (front only), DNP Y-pipe, TD04H-13T's (with 13T wastegates), amber taillights, gutted pre-kitties, eK2 EGR block-off plates, Prosport gauges: [oil press, manifold press, fuel press, water temp], Megan Racing downpipe, Borla exhaust, NGK plugs, MSD wires, Greddy type-S BOV, Greddy E-manage Ultimate, RC 550 injectors, Denso "Supra" fuel pump, MSD DIS-4, Brembo rotors, Stillen pads, forgot the rest. '90 Fiji Blue 300ZX TT. Stillen front bumper/nose-panel/wing/control arms/sway bars, Greddy intake/exhaust/clutch/fuel injectors, Super Autobachs strut bars, Brembo brakes, Energy Suspension bushings, Tokico shocks, JWT ECU chip, Bomex rear bumper, Nismo gound kit, NGK plugs, IPS short shifter, Custom interior, forgot the rest. '92 Black MR2. Wife's car. K&N filter on a custom cold-air intake, some interior stuff.
hey guys, just wanted to post a HUGE thanks to BlackStealth and everyone else who has helped out with the awesome info in this thread. i dunno what i would do without 3si and its you guys that make this site what it is. THANK YOU.
ive also got a quick question ... didnt see this addressed yet, but if it has been ... sorry!
i want to control my alky injection with my emu ... can this be done with the auxiliary output setting? from what i understand, i could set this to output a 12v signal whenever my pressure sensor sees xx psi, right? this powers wire "37.Analog (Voltage) Output - Green / Gray" ... right?
i want to control my alky injection with my emu ... can this be done with the auxiliary output setting?
I plan to use the subinjector wire to control mine. If you have a relay, enter 100% duty cycle for spray. If you have aquamist high speed valve, you can gradually allow more spray by entering different duty cycles for each psi load cell.
To log real timing, I believe it's the cam wiring. Search for my boomslang wire harness diagrams, I noted it there.
I think i got a bad ultimate. I need someone to confirm that the communication led status when the car is on and not connected to a laptop. Does the yellow light always stay on or just come on when a laptop is connected?
__________________
Fully rebuilt engine w Ross forged pistons, lightly ported and polished heads, Fidanza adj cam gears, fidanza Flywheel, 6 puck clutch, Greddy ebc and bov, 99 lifters, Redline oil in all gears, Greddy Ultimate, 550 injectors, hotwired walbro fp, NGK plugs, MSD8.5mm wires, 3sx alum pully, poly motor mounts, 13T turbos, adj FPR, 2" alum Rad, polished intake, custom made 3" exhaust from turbos back w high flow cat and magnaflow muff, 19" chrome TSW Bremma wheels wrapped in 275/30/19 Mich Pilots, crossdrilled rotors, Redstuff front and hawk rear brake pads, Spyder floor mats, Cone air filter. and Pretty girls in pasenger seat! Occasonaly......lol... Just added alcohol inj !!
I plan to use the subinjector wire to control mine. If you have a relay, enter 100% duty cycle for spray. If you have aquamist high speed valve, you can gradually allow more spray by entering different duty cycles for each psi load cell.
To log real timing, I believe it's the cam wiring. Search for my boomslang wire harness diagrams, I noted it there.
Hey I'm about to finally purchase this unit and wanted to know all the parts I need. I have a guy selling me the following for $600 shipped new, sounds like a good deal? The best I've seen on the emanage ult unit is $520 (shipped) + $110 (plus shipping) for the harness so $630.
On ebay its around $700+ for that same kit (unit + harness)
There are the only parts I need then: ?
E-MANAGE ULTIMATE (advance piggy-back ECMU w/ CD Software) Part # 15500501
ULTIMATE HARNESS KIT (complete wiring harness 18.14, & 12pin) & USB Part # 15901500
Whats the boomslan wire harness? Is it something additional or should I get that instead of the one sold by greddy?
The AutoGuide.com network consists of the largest network of enthusiast-owned enthusiast-operated automotive communities.
AutoGuide.com provides the latest car reviews, auto show coverage, new car prices, and automotive news. The AutoGuide network operates more than 100 automotive forums where our users consult peers for shopping information and advice, and share opinions as a community.
Re: Dj_Frost
