-= Ultimate Emanage Tuning Thread =-

[Racer_X]

Originally Posted by markoverclock

need some help i want to eliminate the hotwire mas airflow on my car. how can make the ultimate give the ecu a signal?

fyi its not a 3ooogt.

Use the optional greddy Pressure sensor and the airflow output map. it should be pretty detailed in the Greddy Emanage Ultimate operation manual.

[SirLaughaloTT]

anyone have any ideas on my previous posts.

[Fred 62]

Originally Posted by SirLaughaloTT

Hey where can i get the Greddy harness for reading wideband o2 results (0-5V)

http://mohdparts.com/emanage/index.html


see with google for "greddy pressure sensor harness"

[SirLaughaloTT]

Originally Posted by Fred 62

http://mohdparts.com/emanage/index.html


see with google for "greddy pressure sensor harness"

thats a vacation website..

[AudioPmp23]

You should have read more closely from previous post.

SirLaughaloTT: The A/F harness is becoming hard to find due to national backorder through Greddy. I tried 15 shops and finally found one at Alamomotorsports.com. Call first to confirm "in stock"

[Fred 62]

with the link of the previous pic :
http://www.rtec.ch/webshop/product_i...roducts_id=495

it is Rtec in Switzerland, $31.61

[SirLaughaloTT]

oo sorry reading to fast thanks..

[2root4u]

Originally Posted by BlackStealth

If you use Gray Haze's airflow output map the speed density conversion would be easier to get running correctly cuz that map simulates the stock MAF with uncorrected values or as stock 360cc injectors. Next use the I/J before and after corrections to compensate for your larger injectors. Your car should be running well below 100% input injector duty cycle, just apply tuning method #5 as outline in this thread to finish.

This map worked great. Car is running better than ever and without the 15psi limit of course. Using the A/F target as described in the other emanage thread is really helping. I'm not adjusting the output map manually after the runs, but rather just allowing it to adjust the I/J map.

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)

I still have the tip in issue, but its a bit better with adjusting the accel map. I'm still having some problems as you can see below however....look at the engine speed bounce and A/F stay lean as I ease into the throttle.

[BlackStealth]

On stealth316.com Jeff noted his stock 360cc injectors flow more like 370cc, so instead of using 360cc and 550cc on your before/after injector correction use 370cc and 550cc. This brings up the next question, does your 550cc flow 550cc or smaller like those PTE injectors? You can play with your before and after injector settings somewhat and see if that improves your tune overall.

If you cannot get your throttle-tip-in problem resolved using the acceleration map you should consider richening your tune in the trouble areas (in the speed density output map, or the I/J injector map).

[2root4u]

Originally Posted by BlackStealth

On stealth316.com Jeff noted his stock 360cc injectors flow more like 370cc, so instead of using 360cc and 550cc on your before/after injector correction use 370cc and 550cc. This brings up the next question, does your 550cc flow 550cc or smaller like those PTE injectors? You can play with your before and after injector settings somewhat and see if that improves your tune overall.

If you cannot get your throttle-tip-in problem resolved using the acceleration map you should consider richening your tune in the trouble areas (in the speed density output map, or the I/J injector map).

Sorry, my sig is out of date. I don't like to update it until my new setup is running decent. I'm currently on PTE 680s, but I'm still not using 360 and 680 as my correction due to it being way too lean. I'm using 370 and 550--these values just came from messing around while driving to ECG on a pure global injector sized tune.

I'll try richening those areas as well to see if it helps the tip-in.