-= Ultimate Emanage Thread =-

[Hannibalzero]

Just curious... what CEL did you guys throw?

[RobBeck]

I thought it didnt matter if you had the injector adapter harness or not, it wouldnt affect the car running, but having it absent would cause a CEL.

Rob

[I8A4RE]

thats what i thought too. should not affect driveablility, just cel.
Are they neccesary in the second gen too? cause i got a 95.

[Trevor]

Originally Posted by RobBeck

Trevor.

I had similar "problems" when logging with the Maft Pro. What I found out is that you have to be really careful when picking your "source" for the MAP sensor. For some reason certain areas of a surge tank see surge/resonance waves which really show up well on a map sensor.

At your earliest convenience... plug off your existing direct port for the MAP sensor and T it off the standard port at the "Throat" of the plenum. You want it to reference pressure before it enters the surge tank area similar to where the BOV and other solenoids reference. From what I have seen, it really cleans up the spike or surges that you see as compared to the other undersirable locations.

Rob

Thanks...I'll give that a shot!

[LeMoN1438]

Originally Posted by I8A4RE

I installed the disk included with the ultimate. Do i need something more? download from somewhere or is it on the disk? Or do i need to activate the drivers somehow?
the yellow light on the ultimate is always lit, with or without the usb cable plugged in. Is That a problem?

I am having this exact problem. I have installed and reinstalled the required software for the pc and the usb numerous times. Sometimes on installation it gives me this error from the usb driver: This device cannot start. (Code 10)

9 out of 10 times my laptop will not recognize the emanage when connected thru my usb. The USB is working properly because everytime I plug my cell phone into it, it will work flawlessly. I even tried using two different cables.

Then when it actually recognizes it and I try to update the firmware it will not work. The load up screen will popup for 1 second and then it will say the system is updated turn off unit. I proceed to shut it off for a few seconds then I click help and the firmware is still --.--

Both lights are at a steady green/orange.

[Fred 62]

Originally Posted by I8A4RE

should not affect driveablility

when ECU put CEL, i think it is runing in safe mode !
so it would affect Timing, injection etc...
CEL is like a cut on the feed Injector harness.
ECU detect a cut wire and put this light on !
( make sure you have really a light on the CEL sit, and it is not removed ! )

Are they neccesary in the second gen too? cause i got a 95.

all twin turbos are small resistance injectors.
so injector adapter will be the same for Gen1 to Gen4.

I put an EMU on a toyota GT4 ST185 ! stage 3 with stock injectors.
the engine don't want to run at idle without I/J adapter harness.
with I/J adapter, it works great, but RPM at idle was to 800RPM before injection wire cut, and it is to 1000RPM now !

all values in the I/J map always with stock injectors must be decrease to 20%
for a correct fonctionnment of the engine ( idle to wot )

France lost in the world cup, damage !
@+
fred

[Fred 62]

have you any informations about
E-manage Water Temperature Sensor Adapter #1 - #15900913

is it necessary for our 3KGT ?
could it decrease logs values between EMU, Logger like MMCD, or water temp gauge ?

thank's
fred

[Hannibalzero]

Still haven't heard anybody say what CEL code they threw. I would be interested to know.

[jj3kgt]

Tom,

Make sure the global injector sizing is at 0 for both before and after. Also check to make sure the lag time is at 0.0 and set the airflow map to compenstate for whatever size injectors you are using.

The rpm wire for my 94 was at pin location 58 and it works fine.

Hope that helps.

[Jason_99ozGS]

Lately I've been trying to tune my car to run on a speed density setup, but the tune is always different depending on what RPM I go WOT. For example if I go WOT from a low RPM (say 2000rpm) and let the boost slowly build the tune will be where I need it, but if I go WOT from a higher rpm (say 4000rpm) where boost will build quick the tune will be really rich. Also I have my maps setup so the airflow output map is what the actual airflow reading would be (except I have a 2400Hz cap because I think somewhere after 2400Hz it would hit fuel cut) and I'm taking out fuel on the injector map. Doing it this way I'm hoping to retain stock timing all across the board except in the points where the 2400Hz airflow cap is in place.

Here's my map so far incase you want to reference it...


Anyways here's an example of a log... The first picture is going WOT from a low RPM and slowly letting boost build to 9psi and the second is going WOT from a higher RPM.




You can see that both points from the log are from the 6000rpm and 10psi cell from my maps. The boost pressure is very close (different by only 0.2psi) so you would expect the tune to be exactly the same. The big difference looks to be in the injector duty cycle output. The first log has an output of 46.7% and the second an output of 57.5%. Basically about 10% more on the second log so I guess that would explain why it's running so much richer. Everything else though is very close (including the injector duty cycle input), but for some reason the output is just that much different between the two pulls.

So has anyone else seen something like this before? It always seems to be associated on what RPM you go WOT at. Any ideas will be appreciated because right now I'm stumped. Here's another example of the problem and in both of these cases the pulls were done probably within a minute of eachother so it's not like they were done on different days where the tune could be drifting from something like the weather...

http://www.laser-eclipse.net/images/Log2.jpg
http://www.laser-eclipse.net/images/Log2a.jpg