Stage 3 is both a curse or a blessing depending on how you look at it. It also involves the need for a CEL adapter. For some noob people, stage 3 is too much for them, but for me stage 3 makes tuning speed density even easier. Here's why. Instead of modifying the airflow output map (or speed density map) you can leave it alone and just make adjustments in the I/J map. If you discovered you made a tuning mistake, it's easy to reset it to zero in the I/J map, but with the speed density map it requires more work. Next if you understand how the Target AFR map works, it can help you get your map tuned quicker.
Also with stage 3, you have more different tuning options available, such as gray haze's tuning method.
yeah my original startup map sucks.... but its fucking old, what do you expect :P
Id like to see what ur using right now blackstealth.... Since all the revision changes and such i really am curious as to how uve adapted the system to work
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1992 3000GT VR-4 #15 of 24. The ORIGINAL Sandstone Gray '99 Conversion.
Ignore the picture. It is no longer an accurate representation of the madness. www.3stech.org <= Where the meaningful results of your search went.
Stage 3 is both a curse or a blessing depending on how you look at it. It also involves the need for a CEL adapter. For some noob people, stage 3 is too much for them, but for me stage 3 makes tuning speed density even easier. Here's why. Instead of modifying the airflow output map (or speed density map) you can leave it alone and just make adjustments in the I/J map. If you discovered you made a tuning mistake, it's easy to reset it to zero in the I/J map, but with the speed density map it requires more work. Next if you understand how the Target AFR map works, it can help you get your map tuned quicker.
Also with stage 3, you have more different tuning options available, such as gray haze's tuning method.
The good thing is I already have the CEL adapter, just not hooked up. I purchased it incase I wanted to go Stage 3 and might just go ahead and take the plunge. So if I went stage 3, would I not even use the airflow output map then? Or would I "build" a base tune and fine tune in the I/J Map.
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yeah my original startup map sucks.... but its fucking old, what do you expect :P
Id like to see what ur using right now blackstealth.... Since all the revision changes and such i really am curious as to how uve adapted the system to work
Haha. Well...let's just say you got my car atleast running. Without your base map, I wouldn't even know where to begin. So it ain't that bad! BTW, thanks for posting that.
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1993 Dodge Stealth RT/TT - For mod list, visit stealthTT.com.
Last edited by stealthII : 04-11-2008 at 12:13 AM.
As speed density owners, you must always use the airflow output map regardless of your wiring stage. So that map is staying there forever. You could call it a base map.
Next you can leave the airflow output map alone, and make all your fuel adjustments in the I/J map. This is path I've taken as it works pretty good. Eventually you will reach the 100% input IDC problem if your airflow map is based on 360cc injectors. Since the boost cut limiter feature doesn't work so good, I incorporate the maximum airflow signal into my speed density map eliminating the need for the boost cut limiter map. So far I like this method the best as the stock ECU is getting normal Hz input signals and your timing won't be screwed up.
I forgot to mention I also make use of the I/J before and I/J after injector correction to do bulk of the fuel correction. One thing I've observed is the injector lag values play a bigger role than I originally thought. If your lag values are off then don't be surprised if you need 20% fuel correction in your I/J map at idle and low engine loads.
I don't have time to read through all eleventybillion posts so i will just ask.
Did anyone else have a problem with v2.16? I loaded it up yesterday and my car would not idle. I could get it to start and as long as i was giving her the gas she'd stay running. Once i took my foot off the pedal it would die. I went back to v2.13 and all is well in the world again.
Phil
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Driver of Turbo Dodges. A '92 Stealth RT/TT and an '03 Ram 2500.
Stealth - IPS TD05 kit w/MHI EVO3 16g's, FMIC, E-Manage Ultimate and other supporting goodies
Ram 2500 Cummins (The F250 EATER) - K&N, gutted intake tube, Edge Juice W/Attitude, 5" exhaust, Full replacement bumper. <---it LOVES to blow black smoke all over red show cars!
I wish they'd fix that damn timing issue with the 2.X versions. Accurate timing logging is too important to me to run 2.X. I hate running old software.
It would be even nicer if instead of a set timing retard like we have where its an adjustment, if we could get the total timing map enabled like some other cars appear to have. Where the EMU would do the calculations to give the correct timing #. :P
Phil, 2.13 -> 2.16 requires remaking the map. It sucks.
Phil, 2.13 -> 2.16 requires remaking the map. It sucks.
Well, forget all that noise. I'll stick with 2.13 since i don't know crap about making the maps. It runs fine on 2.13 anyways so why mess with a good thing?
Its all good, next time i bump into ya here in DFW, ill swap your stuff to 2.16 if you want, that coupled with a revised airflow output map that runs ALOT smoother.
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Re: -= Ultimate Emanage Tuning Thread =-
1992 3000GT VR-4 #15 of 24. The ORIGINAL Sandstone Gray '99 Conversion. 
BTW, thanks for posting that.
A '92 Stealth RT/TT and an '03 Ram 2500.
