-= Ultimate Emanage Tuning Thread =-

[spfan]

running 2.13 here, and the timing has actually worked perfectly for me recently (keeps fingers crossed, knocks on wood), but a few months ago it didn't work at all for a while. it comes and goes.

question though, i'm trying to write a new emu file using method 5 on page one (tired of using the hz correction, i/j correction, and timing correction maps all at the same time. dumb way of doing it). what all changes need to be made? what maps need to be open? i'm guessing under the I/J tab of settings, the before/after I/J size needs to be 360 and (in my case) 650. of course the boost limiter cut setting map needs to be open. do i just put the clamp number in all columns equal to a input (or output?) hz value lower than the hz number that pushes the input idc above 100%? ex: if i hit 100% input idc at say, 1000 hz, i would put the clamp number for all rpm points at say, 900 hz. ? and then of course the I/J Adj. Map would need to be open, but only corrections for above that clamp hz number (ex: 900). is that it? am i missing anything?

thanks!

oh, also, if i want to use the A/F Target feature to help dial in the I/J, what are some good numbers to put in the settings for that? water temp, throttle position (i'm assuming it won't try and adjust the a/f unless the water temp is in that range, and the throttle is above that %). specifically looking for good number for start time, feedback cycle, feedback amount. thanks

[BlackStealth]

It really doesn't matter what you put in the boost limiter map as your I/J map should reflect the correct amount of fueling you need.

Scenario 1: Using 900 Hz in all rpm ranges. At 1000 rpm interval, you're probably never going to reach 900 Hz so the I/J map column for 1000 rpm will be zero (no changes). However as you approach higher RPMs some load points will need correction. Your I/J map correction will have corrections done in a diagonal shape manner.

Scenario 2: Let's say 10psi is the magic cutoff for 90% IDC at 7000 RPMS. You need to find the Hz signal for each RPM point at 10psi for your boost limiter map. Your I/J map correction will have corrections done in a square shape manner.

Default settings for A/F Target works for me. Just don't expect the A/F Target to compensate fast enough in case your tune is really off.

Gray Haze has posted on 3stech.org an updated map and revised technique that might be easier to understand what's going on with I/J map.

[spfan]

thanks for the info. i did see gray haze's map, but he's running 2.20 and says the intake temp must be connected to the knock sensor as well as vehicle speed sensor input connected. don't think i have any of those. also, i haven't looked at the exact file in depth much, but it seems like there's a lot more maps in there than i need, or what i'm trying to do.

right, i understand that i probably won't reach "900 hz" at 1000 rpm, but wouldn't that mean i'd also never hit 100% input idc? i mean, airflow is airflow, and fuel to match. i understand i could fine tune each column to get an exact hz number, but if i just put "900 hz" across the board, wouldn't it make tuning the I/J map easier? instead of looking at a datalog to see what rpm value each hz is at to see when i need to add fuel using I/J, i could just look for where it crosses "900 hz" and add fuel from there. just seems like it would be easier to me, and still never cross 100% input idc before the I/J map took over.

and thanks for the info about the a/f targeting. i just wanted to use it to get close anyway, so i'm not blindly guessing at the numbers to put in the map at first.

[BlackStealth]

Yeah he also addresses the tune difference between the gears that why he utilizes the speed map.

It may be easier to visualize what's going on if you don't use the I/J injector size before and after and do all the I/J correction manually inside the I/J map. And when you reach the boost cut off point (100% IDC), your map progressively goes richer (or less negative).

As for scenario 1 or 2, just pick whatever method is easier for you to do.

[Black_Sunshine]

i found out recently from a long time mitsu mechanic that the stock p/w is supposed to be 2.8ms at idle. i'm using my EMU to tune the car and have logged the p/w at around 3.0ms. how crucial is it to get the p/w down to 2.8? does having a longer p/w mean it's slightly changing my timing?

[spfan]

Originally Posted by Black_Sunshine

i found out recently from a long time mitsu mechanic that the stock p/w is supposed to be 2.8ms at idle. i'm using my EMU to tune the car and have logged the p/w at around 3.0ms. how crucial is it to get the p/w down to 2.8? does having a longer p/w mean it's slightly changing my timing?

well, 0.2 out of 2.8 is only about a 7% increase. i honestly would not be worried about it. as long as your idle a/f is ok, and your timing is ok, i don't see a big deal. and even if it is messing with your timing (assuming 7% change in timing, with stock idle timing around 16*) it'd only change it by 1 degree.



on a separate note, i tried to get my car started on a new emanage map using tuning method number 4 (to be 5 later). 360 and 650 before and after on the I/J page. all maps zero'd everywhere. start it up, idles fine, decent a/f. but as it warms up it gets leaner. i eventually have to put +40 correction in my I/J map to get it to idle at about 16.0. i just put +40 anywhere at 200 hz and below, and 2000 rpm and below. i set the a/f target up to adjust the I/J map. nothing happens to the I/J map after idling for probably 5 minutes. so i put some more a/f numbers in the target map (other than the idle i just had) to get a little tuning data hopefully for up to about 3-4k rpm, just to get started. i drive around a bit, get on it a few times (boost is only 10 psi right now). it gets hella rich after 2k or 3k rpm. so much so that sometimes my a/f guage just displays "rch" instead of a number, which means richer than 10.0. keep in mind the I/J and airflow correction maps are all "0" in this area. also, the a/f targeting didn't affect anything. so questions: 1) will the a/f targeting actually change the numbers in the I/J map? that's the one i have it set to affect. throttle% 0, water temps to any operating temp really. it didn't change any numbers i had in the I/J map. so does it just affect it "behind the scenes"? i can't imagine so. 2) why so rich at full throttle and so lean at idle? that's not how the stock ecu does it.

thanks

[BlackStealth]

spfan: Having incorrect injector lag times will cause the problems you describe. Get that fixed first.

If your A/F Target settings are at default 85% TPS throttle, then nothing will change until your TPS setting exceeds that amount. The coolant temperature at which emanage turns on AF Targeting is in degrees C, if you change your preference to degrees F you need to make the correct conversion for F, or simply go back to degrees C.

[spfan]

my injector lag times are both 0.0, before and after. what kind of numbers would be put into the injector lag time? i've never messed with it before. positive/negative? 0.5 or 50? and in which box, before or after?

i set the throttle to which it comes on to 0% so it would help at idle, and the coolant temps are in C, from 35* to 100*, so i'd imagine it should be coming on all the time.

thanks.

[BlackStealth]

Reset your I/J map all back to zero correction and put 0.70 in both before and after injector lag times. I don't know your after injector lag time so you will have to adjust it between 0.50 and 1.30 until you get 14.7 AFR at idle with the engine fully warmed up. Don't be surprised when your AFR goes rich at idle (12-13AFR) when the engine is cold.

Many parameters must be satisfied before AFR Target starts, so this means correct wiring options, temperature preference set to degrees C if you use default settings, etc.

[Black_Sunshine]

what kind of injectors do you have? i know the lag times for PTE/ FIC/ Delphi are 1.20 (off the PTE website) and that's what i use as well. i have .60 as my before lag time on the 360's.