Then use the airflow adjustment map to increase your idle airflow percentage. same thing.
so you mean on the air flow map in the cells where the car is at idle witch is now (-37.5) i should changed that to a smaller number and a then subtract fuel in the i/j map? and that will raise my hz signal to the ecu?
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so you mean on the air flow map in the cells where the car is at idle witch is now (-37.5) i should changed that to a smaller number and a then subtract fuel in the i/j map? and that will raise my hz signal to the ecu?
no. if your car is running too rich at idle, and you can't adjust for it, that means your car is probably getting a Hz signal low enough for it to assume the MAF is unplugged and is dumping a static ammount of fuel (too much). idle is typically too low of an injector duty cycle to tune out with Injector D/C percentage adjustment alone. If your Air flow correction is at -37.5 % now, to INCREASE the Hz value to something the ecu would recognize, you will have to RAISE this adjustment value (-37.5 changed to -27.5 for instance). then you will need to take out another .5% of your Injector Correction map at that point to Lean your car back into an ajustable range. After that, fine tune the Idle mixture by playing with the Hz air flow correction......
OR
you can set up your anti engine stall map to time = -.- andTP= 1% and just put in whatever Hz Value you want the ECU to see when the throttle is closed. That is probably the easiest way to do it so you don't have a funky transition on your main map. This option may be better suited for Speed density setups 'though.
ok new problem sorry guys lol.. for some reason my car stutters at 12 psi i figured i fouled the plugs so i replaced them ... car ran great so then i swapped in my old map.... car starts to stutter again.... i did some logs and im hitting 100% injector d/c no idea why.... Iv only been using the airflow map also another thing i notice is that my airflow output and input are way off from each other... at any point in the log.... im talking like not close like 1180 to 783 .. idk what this means...
Airflow input numbers are actual Hz numbers from your MAF before it gets modified by emanage. Airflow output numbers are the new modified airflow input numbers that's fed into your ECU.
well i'm hoping someone can help me out with this problem i got..
i have the emanage wired up at stage 3 (not speed density tho)
550cc pte injectors and base fuel pressure of 40psi at idle..
13t turbos, no boost leaks (tested that right before writing this)
i just checked the basic timing of the car with a timing light gun, and found out it was way off, this is what it looked like (see attachments)
i grounded the idle adjustment wire and then adjusted it to where it was close enough to tdc and then turned the car off and unplugged the grounding wire and unplugged the batt and let the ecu reset, then plugged the batt back in.
i had thought the basic timing might have been off because of the engine rebuild and because for me just running 10-12psi of boost on 97 race fuel, i had to take away 5 degrees of timing and add 7% more fuel just to get the knock gone, and at idle before it was a higher idle and the airflow was around 50hz at idle, which i actually liked that idle, it was smooth and sounded great, just like when the car was stock..
well now since i changed the basic timing, the airflow hz at idle is 30 and the cars idle slowed way down, is there anyway to raise the idle with the emanage? i dont want to just band-aid fix it with the biss screw.
i know changing the airflow correction map changes the airflow signal, but does it also change the idle? or is there another map i should be looking at for changing my idle, or should i just adjust the throttle cable or throttle position sensor to increase the idle?
i just want it to idle better and sound better, cuz right now i get little backfires from it being set like that,
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that makes sense....i was kinda thinking that...but any idea on the 100% i/j d/c i shouldn't be reaching that with pte 680 injectors at only 12 psi...
There's two injector duty cycles, one is input and the other is output. Input duty cycle is what emanage reads from the ECU, and after emanage modifies the signals it's referred to as output injector duty cycle and that's fed to the injectors.
100% input IDC is a special case that needs to be avoided, otherwise emanage cannot modify the output IDC properly.
When you adjusted your timing, you made sure you had no OBDI datalogging cable plugged in correct? Because that will screw up the adjustment procedure.
What timing numbers does emanage report? It should be around 15 degrees at idle when the engine is warmed up and has a normal idle. If emanage reports a negative number add 120 to get the correct number (due to firmware bug).
When you adjusted your timing, you made sure you had no OBDI datalogging cable plugged in correct? Because that will screw up the adjustment procedure.
What timing numbers does emanage report? It should be around 15 degrees at idle when the engine is warmed up and has a normal idle. If emanage reports a negative number add 120 to get the correct number (due to firmware bug).
crap, i had the scan master 3 plugged in,, would that mess up the timing adjustment?
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Re: -= Ultimate Emanage Tuning Thread =-
