-= Ultimate Emanage Tuning Thread =-

[2root4u]

Originally Posted by Gray Haze

ummm use the boost cut limiter.
clamp the signal right before 95% IDC
like I said to do LOL!

That's not as clean of a solution, because then you have to add in fuel in with I/J adjustment table to make up for when the hz maxes out. Whereas with Trevor's map, you can put a single value across the entire table (similar to global injector sizing) but never worry about maxing out the idc. Then just make small adjustments as needed.

[2root4u]

Originally Posted by lethal_vr4

To rule out the effects of the overclock shift why don't you swap out the crystal oscillators in your ECU. Should take about 20 minutes start to finish.

True...but in the end, I found my issue stemmed from the map which went way over the standard 2400hz the ECU maxes at. Switched the map, and for the first time I'm boosting and running to redline making good pulls. Time to start upping the boost. It's about time.

[Gray Haze]

Originally Posted by 2root4u

That's not as clean of a solution, because then you have to add in fuel in with I/J adjustment table to make up for when the hz maxes out. Whereas with Trevor's map, you can put a single value across the entire table (similar to global injector sizing) but never worry about maxing out the idc. Then just make small adjustments as needed.

Getting the ECU to max out its IDC, and then scaling your I/J Adjustment just like you would any standalone isn't a clean solution? It may not be simple, but its about as good as its going to get with a piggy back.

Im about to no longer be avail to provide input and help on this piggy back as personally im moving on to an AEM EMS, but it seems to me the methods I have gone to make things work seem to work the best so far. It gives you 100% stock drivability, you don't have to mess with the timing map much at all, AND it always locks the ECU into doing the same thing to give the EMU complete control over WOT.

[BlackStealth]

Gray Haze: When you remove your Greddy Emanage let me know which hardware revision you were using. I'm trying to determine why I couldn't get my setup to work properly at WOT using your tuning method. Part throttle and turbo spoolup improved (probably due to stock timing) when I used your tuning method last time, and I wouldn't mind having that again.

2root4u: It's not that difficult to try what Gray Haze has suggested. Use 2000 hz throughout the RPM chart on the boost cut limiter (to keep input duty cycle below 100%). Setup an AF Target map from 10psi -> 29psi and have it automatically adjust your I/J fuel map for you. I'd suggest limiting your boost controller to 10psi and increment slowly to verify everything is in order as you make a run and verify.

Switching over to speed density becomes easy if you use Gray Haze's approach. His speed density map uses stock airflow HZ numbers so there's no need to rescale it for larger injectors.

[badass3000]

wait, are you guys saying that my ECU cant read higher than 2400hz?
and to get around that I have to use I/J correction that can only be used w/ St3 wiring?

[BlackStealth]

badass3000: Max HZ limit is not a problem on our cars. As with most piggybacks they reduce the HZ signal to compensate for larger injectors so this is never an issue.

On stock 360cc injectors equipped cars will be maxed out before the max limit of the MAF comes into play.

[badass3000]

okay, but my SD map currently goes over 2400hz (tops at 3100hz), although Im not sure if I need that much fuel yet as I have not tuned the 35psi row yet.

[2root4u]

Originally Posted by Gray Haze

Getting the ECU to max out its IDC, and then scaling your I/J Adjustment just like you would any standalone isn't a clean solution? It may not be simple, but its about as good as its going to get with a piggy back.

Im about to no longer be avail to provide input and help on this piggy back as personally im moving on to an AEM EMS, but it seems to me the methods I have gone to make things work seem to work the best so far. It gives you 100% stock drivability, you don't have to mess with the timing map much at all, AND it always locks the ECU into doing the same thing to give the EMU complete control over WOT.

I'm sure your method will work. But I still don't understand why I would want a plateau in the airflow map to then need to supplement in the i/j map. Tell me why that plateau in the airflow is a good thing? In other words, why is the 3150hz map better than a 2400hz map?

[2root4u]

Originally Posted by BlackStealth

Gray Haze: When you remove your Greddy Emanage let me know which hardware revision you were using. I'm trying to determine why I couldn't get my setup to work properly at WOT using your tuning method. Part throttle and turbo spoolup improved (probably due to stock timing) when I used your tuning method last time, and I wouldn't mind having that again.

2root4u: It's not that difficult to try what Gray Haze has suggested. Use 2000 hz throughout the RPM chart on the boost cut limiter (to keep input duty cycle below 100%). Setup an AF Target map from 10psi -> 29psi and have it automatically adjust your I/J fuel map for you. I'd suggest limiting your boost controller to 10psi and increment slowly to verify everything is in order as you make a run and verify.

Switching over to speed density becomes easy if you use Gray Haze's approach. His speed density map uses stock airflow HZ numbers so there's no need to rescale it for larger injectors.

I'm already running speed density with Trevor's 2400hz map, and -20% across the entire I/J table. I've boosted to 20psi with no problems. What can be simpler than that?

Now using the AFR target map might be an interesting thing to try in the future.

[BlackStealth]

Originally Posted by 2root4u

I'm sure your method will work. But I still don't understand why I would want a plateau in the airflow map to then need to supplement in the i/j map. Tell me why that plateau in the airflow is a good thing? In other words, why is the 3150hz map better than a 2400hz map?

Gray Haze's speed density map simulates the stock MAF with no injector sizing correction, so you should expect to see large HZ numbers. 3150 HZ is the max emanage will allow and you'll see it in some places. A portion of his speed density map will never be used in the high psi area by emanage because of boost cut limiter and the I/J map takes over.

The advantage of using Gray Haze's method is that the stock ECU receives unmodified airflow HZ information. This gives us stock timing, stock fueling, correct activation operation of the low/high voltage fuel pump relay, no need to bypass the high fuel pressure solenoid (hot starts), and correct amount of fuel for starting the car. At some point with the high HZ reading during WOT, the stock ECU will output 100% injector duty cycle to emanage and emanage cannot do business as usual. This is where we introduce boost cut limiter, and lock a maximum HZ value so the ECU will never reach 100% injector duty cycle. All extra fueling requirements are done using the I/J map.

Using Trevor's map or as with most piggybacks we feed a lower HZ value to the ECU to compensate for the larger than stock injectors. The side effects includes incorrect timing (usually too much), low/high voltage fuel pump relay activation occurring too late, hot start issues (requires removing high fuel pressure solenoid), and dumping too much fuel during cranking. If you have too large of injector, you must play with the timing map on pump gas.