-= Ultimate Emanage Tuning Thread =-

[BlackStealth]

I had trouble with v2.00 not applying my airflow map. I could get it to work temporarily by exporting. After turning the car off, emanage v2.00 would forget and not apply my airflow map the next time I started up the car. I didn't feel like fighting with it, so I went back to the reliable v1.14.

What you need to do is uninstall v2.00 and download v1.09 full version and 1.14 upgrade version from mohdparts.com and install. And when you have v1.14 up and running then perform a Main Unit Update to downgrade the firmware on the emanage unit. I picked file GSC02.p as my firmware.

[Master X]

ok. ill give that a shot.

[Master X]

ok. did that. Still kinda the same issue. I did however get the car to show me some sign when i put in -100 across the board. That is the only time I could get anything.

However, I don't have a wideband so I'm basing me being rich on my 02s. I'm trying to get them to cycle at idle and can't get it for the life of me. They just sit pegged at like .98v.

I reuploaded the map using version 1.14 so you should see the correct values based off your version now.

Any help is appreciated. I'm getting to the point of just wanting to sell the stupid thing and go back to the safc....

[BlackStealth]

Using emanage maps created on a different software version sometimes causes problems, so maybe it's best to start fresh so you can get the correct default settings for that software version.

Since you're already at stage 3 wiring (boomslang harness) this will throw a curve ball at you because it unlocks advanced features that you must learn quickly. From your new map, select 6G72 as the engine type and select airflow adjustment map and I/J Map 1. In the I/J tab enter your injector data into the before and after injector correction (and leave the lag time to zero on both).

Now go monitor your o2 sensor and see if it's rich, and if it's too rich adjust the I/J map 1. Keep in mind a cold engine will run about 12 - 13 AFR on the wideband o2 and 14.7 when warm. With your narrowband o2, I have no idea.

Now if your engine is warm and you still cannot get a normal idle then there's something either broken with your emanage, or perhaps it's better to rewire your boomslang to stage 2 or 2.5 wiring so you can operate the emanage as a SAFC with a few extra advance features.

[Master X]

So I put in the before and after and the o2s cycle. But I'm afraid that I'm running too lean. I have no correction on my airflow. When I get above 3k rpm in neutral it go to lean on my o2s and the car sounds like its detonating (popping noise along with the rpm noise). I don't see anything on the knock sum though.

The airflow correction definitely does affect it when I put values other than 0. Why doesn't it work when I put -35 in with no before and after? It doesn't make any sense.

[BlackStealth]

If tuning becomes too difficult then I'd suggest rewiring your boomslang harness from stage 3 to stage 2.5. At stage 2.5 and below you won't have to worry about the I/J map at all. I did this to my boomslang harness after I got tired of the occasional CEL (my car wasn't fooled by the CEL adaptor all the time).

Here's a possible explanation as to what's going on with your EMU setup. Because you're at stage 3 wiring, the EMU artificially extends the original injector duty cycle by a fixed amount. At idle this fixed amount is noticeable and shows up as a rich idle, and as the load increases this fixed amount becomes less apparent. The best way to fix this is at the I/J map 1 and reduce the injector duration at idle. Using the airflow map to fix this weird condition might not work if we look at this example:

Assume we need 1 ms injector duration to maintain a perfect 14.7 AFR idle. If this fixed amount that EMU puts out is also 1ms, we'd get a total of 2ms of fuel at idle which we would see as a rich idle. Now let's assume you use the airflow map with an aggressive -50% correction, that may translate into a 0.5 ms of fuel. But overall you'd still have 0.5ms + 1ms (EMU stage 3 weirdness) = 1.5ms. You wouldn't be able to rectify the rich idle problem. That's why I suggest using the I/J map to fix the rich idle as it can adjust the injector duration directly.

You have many things to consider when jumping in with the boomslang setup. Starting from stage 1 would have avoided many of your headaches, but I guess thats the price you pay for having the wiring convience that boomslang offers.

[Fourdoor]

Do conventional loggers on the stock ECU log actual injector pulse width? I am going the boomslang path for wireing, and I wanted to get good "stock" data logs befor doing any major mods.... but I didn't realize that stage 3 jacks with the fuel system without any map changes Main reason I went boomslang is I will need direct control of the injectors with the setup I am running. On the E-85 I could probably tune by A/F maps, but if I need a gasoline map the injectors would be too big for the A/F maps alone to handle.

Looks like I will have to get my "stock" data logs with a conventional OBDII data logger after all. I am now very glad I am in on the group buy for the OBDII loggers.

Any other "gotcha's" I need to look out for with the boomslang harness? I know that if I am too agressive on the direct control of the injectors I can run into a situation calling for 100% duty cycle and in that situation the EMU gives 100% duty cycle regardless of what the map is calling for correct?

Thanks,

Keith

[Master X]

I tried the inj map. Put in -10, +10, you name it, no effect.

Well as I found when I drove the car. It's WAY more then rich idle issues. The car shuttered and felt like the gas pedal wasn't doing anything when I got above 30% throttle. It was absolutely undrivable. I just ripped the piece of shit out, put the 360s back in and called it a night...after stripping the bolt holes to the intake manifold...woot...gonna need a new one of those now...

I just don't understand it.

[BlackStealth]

Originally Posted by Fourdoor

Any other "gotcha's" I need to look out for with the boomslang harness? I know that if I am too agressive on the direct control of the injectors I can run into a situation calling for 100% duty cycle and in that situation the EMU gives 100% duty cycle regardless of what the map is calling for correct?

No the problem only applies for the injector input duty cycle. Let me explain this further, in order for the EMU to determine the injector duration it needs to see both an on and off duration. At 100% there's no off duration only a continuous stream on duration which makes it impossible for EMU to determine the duty cycle being fed to it.

I don't know why Master X experience with stage 3 has been an unusually difficult one. At this point I think it's best to take it down to stage 2.5 where the injectors wires can only add fuel and not add/subtract and remove the greddy CEL adaptor. At stage 2.5 there's no side effects to contend with and he can use his old SAFC settings in the airflow adjustment map and not have to touch anything else.

[Master X]

We might do that. Or we may just even wire everything manually for stage 1 and see if it at least works that way.