The Tuning Talk Thread - Forced Induction EFI & JZ Tuning.

[jeffro ra28]

DId your SM4 have autotune?

[JP]

Yep, my SM4 was a Subaru MY01-05 plugin so it had autotune enabled by default. It was tuned by Southern Motor Works in Wollongong using autotune for the fuel map via autronic wideband, once tuned the wideband was removed. It did not have closed loop fueling or lean cruise enabled for daily driving, the stock narrowband o2 sensor was not connected by those guys either...

I've got it setup now on the vipec using closed loop fueling via the wideband input from an LC-1 controller on a spare analogue input. That uses the target AFR map above and makes corrections to bring the measured AFR back to target if it deviates... The fuel control works very well.

[thechuckster]

Im asuming after a WOT run or a heavy load situation the injectors dump a shit load of fuel after closing the throttle to cool things down?

they shouldn't - otherwise you get a big pop in the zorst.

Closed throttle will put you straight back into the high-vacuum part of your fuel map and you'll fuel accordingly until the decel fuel cut kicks in.

[pato]

so i just picked myself up an emanage ultimate for stupid cheap. (along the lines of selling my safc to pay for the ultimate )
now i havent heard the best from these units, but after reading and exploring all the features, for the price and the fact that its a piggy back i think it will be great and sufficient until i get an autronic.

so mods so far are
1jz-gte
4"dump 3.5" front 3" catback
440cc a80spec injectors
gt35r trust mani with .82ar
afc neo.

thanks to my mate andrew, i can get good access to dyno, (went last week, he knows how to opperate dyno and been around tuning for a while) and got 36runs for $45
managed 380rwhp

on the dyno i found the safc very limiting, and had a particular section in the rev range just comming onto boost where it was to lean but couldnt richen it out due to boost cut

anyways. so ive got this emanage ultimate. so hoping to rectify some of these problems. as well as maybe squeeze some more power out of it.

i hope for 300rwkw with a safe tune

atm iam just reading as much as i can and talking to people.
only up to page 1 of this thread
but all in good time

[pato]

oh also.
for anyone interested here is the link to the ultimate software.
was near impossible to find and is worth $150 from autobarn if u want to buy the cd (essential program)
the thing is only like 5mb
http://saphir68fr.free.fr/3000GT/Gre...age/GReddy.rar

[JP]

what map sensor are you going to run with the ultimate? I've never really had a problem running the emanage blue on 1jz's before, they're quite decent if you tune them properly.

You can't go too crazy with the timing or the knock control will take over but they're good bang for buck.

[pato]

ive got the 3 bar map sensor.
as well as some other addon that i havent looked at yet.

i forgot to mention ive got the aem eugo wideband that iam goign to hook into it as well.
the af target map doesnt look to bad to get a rough map to work from =]

well iam just going to chuck it in and use the airflow correction maps to set it up for the time being ( essentially the same as the safc, just with mroe load options) until i can get some dyno time as well as some more info to work on the injection and ignition maps.

thats the plan anyways
that way i can get rid of boost cut give my car a solid rev limiter ( currently my revs are exceeding 7.8k) and get some data from the built in data logger

[web]

oh also.
for anyone interested here is the link to the ultimate software.
was near impossible to find and is worth $150 from autobarn if u want to buy the cd (essential program)
the thing is only like 5mb
http://saphir68fr.free.fr/3000GT/Gre...age/GReddy.rar

For some reason that link didn't work (it opened the "Gre...age" with the bits in the middle missing). Trying to fix that (link above should be fixed)... note the guy has an open dir with some more interesting stuff.

Not sure if replacing one piggyback with another is going to solve boost cut issues though.

[pato]

oh sorry
http://saphir68fr.free.fr/3000GT/Gre...age/GReddy.rar

the ultimate unit has the boost cut feature.
the afc neo does not. i attempt to cut boost by making it -ve enough so that the computer thinks i never reach boost cut.
the emanage unit works like a traditional boost cut defender

[web]

If the stock ECU has boost cut on a separate sensor you're right - but then I don't see how richening the mixture would cause boost cut with the SAFC.

However if boost cut is taken from the same load signal you're using to richen the mixture, you will still run into boost cut before it's rich enough. A fuel cut defender for those types of ECU simply caps off the load signal, but capping off the load signal also limits mixture. You can't cap off a signal and increase the same signal at the same time. Two ways around that - programmable ECU or bigger injectors.

Bigger injectors will have you reprogram the piggyback to reduce load signals across the board, increasing clearance to boost cut. However, scaling the load signal for bigger injectors will also affect timing, so you may have to fix that too.

[JP]

The emanage ultimate has an adjustable map sensor clamp to get around the factory ECU boost cut. The emanage fuel correction load scale is then setup to run off the greddy 3 bar map sensor and is mapped accordingly above 2bar of boost where the factory sensor is clamped.

[Yotaholic]

Good info here !! Thanks

I've just finished installing an EMU on my 1J . It took some foolin with the settings to get it all up and running. ( rpm signal setting wrong, settings on pc screwed up , jumper pin wrong ) , Bit of a stress test but it all worked out
I like the option of being able to set a target a/f and let the emu draw a basic map . I haven't hooked up my wideband to it yet so I have no idea how well it works,, ( need that sqaure connector for the emu ,
I also went for the 3bar map and harness but didn't bother with the reat. No need really . I would like to have the trip switch for changing from mild to wild though . Might have to get that one.... It's only a matter of swtiching the dip switches on the front panel anyway . only takes a sec ..
I can also trigger the meth and my fans off the emu so I may use that feature down the road as well. Really a versatile piece for the cash .

Oh and yes lots more options including launch control

[web]

The emanage ultimate has an adjustable map sensor clamp to get around the factory ECU boost cut. The emanage fuel correction load scale is then setup to run off the greddy 3 bar map sensor and is mapped accordingly above 2bar of boost where the factory sensor is clamped.

So it controls the injectors directly in that area of the map? Or uses additional injectors to increase fueling where it would otherwise need to output a MAP signal above fuel cut?

Haven't looked into emanage ultimate documentation, so I don't know what exactly it can do to work around the limitations of the stock ECU.

[Yotaholic]

So it controls the injectors directly in that area of the map? Or uses additional injectors to increase fueling where it would otherwise need to output a MAP signal above fuel cut?

Haven't looked into emanage ultimate documentation, so I don't know what exactly it can do to work around the limitations of the stock ECU.

small read for ya

Front Panel

(Dip) Toggle Switch - 2 independent setting can now be stored and accessed via the “Toggle Switch.” 2 separate maps for the “Injection Adjustment Map” and the “Ignition Map.” (For Rotary engines, 2 separate “Primary and Secondary Injector Maps” and “Leading & Trailing Ignition Maps.”) i.e. one program for “street” and one for “race track”.
Serial port - External data (like “GReddy Warning Meters”, and other future optional products) can be monitored and recorded in real time through a data link cable.
Switch Port - “Data logging” and “Ignition Cut” features can be activated with the use of an optional “Remote Switching System” and “Switching Harness”
Option 1 & Option 2 - An additional “Option Connector” is added to the previous “Pressure Connector.” Now any two Options (like “GReddy Pressure Sensor”, “GReddy Temp Sensor,” “Multi-Switching System,” A/F Meter, Auxiliary Switch, Factory Pressure Sensor, or Other Analog Input signal) can be selected using the “Option 1” and/or “Option 2 “ ports.
USB Port - e-Manage is industry first to adapt the USB communication technology. We have improved communication with ability to use standard USB cables. This improvement also enhances the communication speed for more detailed real time monitoring and data recording.
Real Panel

Because of new Features, there are now 3 “Harness Connectors” (sold separately). The 18-pin and 12-pin connectors and the signal pins are identical to the previous e-manage system, while a new 14-pin connector was added for new features. Additional “Vehicle Specific Plug-in Harness” may also be available for certain applications.
Circuit Board

Many Optional Adapters, which previously need to be purchased separately, are now built-in. The internal circuit board contains 20 “Jumper Switches” to accommodate (previously separate) features, including:
Mazda Hotwire Airflow Meter Adapter
Ignition Signal Adapter Socket (Ignition Signal Adapter 1 & 2)
Parameter Setting - The biggest change to this system is in the “Parameter Setting” window. With all the added features, the window is now in a tab menu format.
Speed Limiter Cut Feature - This feature will eliminate the factory speed limiter. (May not work on some vehicles)
Throttle Setting - Any voltage can be inputted directly to set the throttle position.
Warning Setting - “e-manage Ultimate” can illuminate the Active L.E.D. as a warning light for RPM and/or one additional parameter from the menu, by selecting and setting a warning point value (or an unused “I/J CH” can be used to activate a relay to illuminate an external warning light).
Ignition Cut Feature - With the installation of a switch (in the “ON” position), ignition can be cut at a set RPM point
Map Trace
Protect Feature - Each Map has the option to be password protected
A/T Shift Compensation Feature - On vehicles with Automatic Transmissions, ignition timing can be compensated at set shift-up and shift-down points
Channel Change Feature - Vehicles with a distributor type ignition system may able to use group fire or individual ignition systems (Replacement parts and modifications to the wire harness is required)Also, Group injection systems may be changed to sequential injection (Modifications to the wire harness is required).
Map(s)
Airflow Output Map - Previously labeled “Airflow Adjustment Map” is now “Airflow Output Map”. (#)This can now used to eliminate the factory airflow meter. This is done by directly inputting voltage or frequency in to this map.
Anti Engine Stall Feature - The 8 adjustment cells are now upgraded to 16 cells, for even finer adjustment.
Injection Adjustment Map - Fuel trimming in the previous system was achieved by adjusting the “Airflow Adjustment Map” which could also affect the ignition timing. The improved “Injection Adjustment Map” is used to trim and add fuel directly by controlling the injector signal, therefor it will not affect the ignition timing at all. (However with an internal jumper setting change, the system is still able to trim the fuel by adjusting the airflow signal like the previous unit)
Acceleration Injection Map - Like the “Injection Adjustment Map”, the “Acceleration Injection Map” can trim fuel by controlling the injector signal. This is used if it is necessary to smooth rapid transitions to wide open throttle.
Individual Cylinder Injection Adj. & Individual Cylinder Ignition Adj. Maps - It is possible to correct uneven combustion between cylinders, by fine tuning each individual cylinder for more advanced tuning.
Vehicle Speed Correction Map - Inconsistencies due to differences in vehicle speed (difference in load) can be corrected with this map.
Coolant Temp Correction Map (Must be Selected with Knock Signal 1) - When the ECU Coolant Temp Calibration does not match the e-manage’s tuning, this map is used to tune the system at various temperature ranges.
Intake Air Temp Correction Map (Must be Selected with Knock Signal 2) - When the ECU Intake Air Temp Calibration does not match the e-manage’s tuning, this map is used to tune the system at various temperature ranges. (#)This map is also be used when eliminating the airflow meter on a vehicle equipped with a hotwire type airflow meter.
Rev Limiter Cut - For vehicles with a fuel cutting controlled rev limiter, this feature will drive the injectors past the factory rev limiter. *This feature will not work on vehicles with rev limiter controlled by ignition cut.
A/F Target Value Map (feedback tuning function) - By inputting target Air Fuel values in this map, “e-mange Ultimate” will automatically make corrections to the “Injection Map,” if an A/F meter (*high quality) is connected to the Auxiliary Output signal. This feature can shorten the tuning time.
Ignition Adjustment Map - The “Ignition Adjustment Map” can accurately advance ignition timing by controlling the crank angle / cam angle signal.
Acceleration Ignition Map - Ignition timing can also be corrected for a rapid change in the throttle opening rate for a smoother transition into wide open throttle.
NVCS Control Map - NVCS (Nissan Valve Control System) can be controlled with out the need for NVCS Adapter 1.
Analog Output Map - This feature can be used to eliminate the factory boost cut function on vehicles that are equipped with both an airflow meter and a pressure sensor (i.e.: FC3S, Subaru). Also, on some vehicles, the factory feedback range can be adjusted by outputting a corrected throttle position signal.
Auxilary Output Map - The fixed 4x4 map on the previous unit is now a fully adjustable 16x16 map. Set your own "ON" and "OFF" conditions.
Idle Stabilization Map - If the factory idle control valve is a solenoid type valve, this map can vary the valve’s duration to adjust the injection rate. (#)This is used when eliminating the airflow meter.
Other Added Features

RPM Signal RecognitionImproved RPM signal. If the standard RPM signal wire cannot be used, an RPM signal can be recognized though a crank angle / cam angle signal. With an internal jumper setting, the system can even recognize RPM from the negative signal of the ignition coil.
Fouled Plug Feature - When initiated this feature can help clean fouled spark plugs by cutting the injector’s firing at start up. To fix the fouled plug start the engine with wide-open throttle.
Data Log Features

Data Logging - Samplings can be recorded at 20msec on up to different 8 channels on the unit itself and over 30 when using the included software. The data can be recorded even when the PC is not connected.
TEXT File Feature - The data recorded in the Real Time Display mode can now be save as TEXT file. Organizing the data can simplified by opening the data in Excel and creating a graph.
Knock Monitor (Future update) - Knock can be monitored and reviewed.
Ignition Timing Display (Future update) - Ignition Timing can be monitored in the Real Time Display mode.
Top of Page

[pato]

safc cuts boost cut by simply raising the level in which boost cut is achieved
by leaning the mixture
by applying negative values
which essentially means telling the ecu that there is less air/load which means it will put less fuel in and hence leaner ratios
but it nullifies the effect of boost cut, simply by raising the point at which it occurs

not a good system