E-manage per GReddy: e-Manage is an inexpensive programmable fuel management system that allows you to properly tune your factory fuel system without having to change the entire factory ECU system to an expensive "stand-alone" unit. The e-Manage system is a universal "piggy-back" type unit which taps into most Japanese factory ECU wiring, by utilizing the existing sensors. Basic functions will allow the user to slightly alter factory injector duty-cycle (± 20% at 5 preset RPM points) by intercepting and altering airflow or MAP sensor signals. For Honda VTEC cars you can adjust the VTEC shift point. Additional features are built into the system but are only accessible through the use of the e0-1 programmer or our PC-Windows based "e-Manage Support Tool" communication software (Please see our Authorized GReddy Support Dealers for more information). There is a 16x16 airflow adjustment map, larger main injector correction adjustment, upgrade air flow meter adjustment, boost limiter cut, anti-engine stall, VTEC-fuel adjustment, real-time map trace, real-time display, real-time communication and basic Data-logging. With the use of our "Optional Injector Harness" and the software, the unit has the ability to control an additional 16x16 injector duty cycle map and the controls for adding up to 2 additional sub-injectors. If the "Optional Ignition Harness" and the software are used the unit has the ability to control a 16x16 ignition timing map. All of the above maps can also be map-traced in real-time as well. If the factory range of map or airflow meter is surpassed, you can incorporate our "Optional GReddy Pressure Sensor and Pressure Harness" to set larger scales of adjustment. All installation and tuning should only be made by a trained technician with proper air/fuel monitoring tools. (Some functions may not be compatible with some applications.)
E-manage in Laymans terms:
To put it bluntly, it is a dumb box that does what you tell it to do. It changes/modifies what signals are sent and received by the stock ECU. It has a couple of good options like a voltage clamp, VTEC adjustment (doesn't work well on the D17), injector correction factor, ignition timing adjustment....These options all make it one to have, and a worth while quasi-EMS for your money. The unit runs $300, and the harness are all extra as well as the support tool (which is required to tune the e-man with a laptop).
It has a fair amount of data-logging, but I feel is a bit inadequate overall. It is fair enough for a novice though.
What it does and how it does it:
We have gotten excessive amounts of calls from various dyno tuning shops from around the world tuning turbo D17s and asking tons of questions and having concerns. This lead us to this FYI....
The e-manage adds and subtracts fuel through manipulation of the MAP sensor voltage. It drives it up and down according to the tune put into the map to add or take away fuel. Now, for those that do not know this, this can actually alter timing as well at the same time.
So, in a nut shell, this can make tuning a bit harry if your a perfectionist and trying to do it right.
With respect to ignition timing, it
suppliments the ECUs determination of timing based upon the primary O2 sensor's feedback from the previous combustion cycle, coolant temp, throttle position, air intake temp....So in other words, if you input a -2 value in the map on 4500 RPMS @ a throttle position of 90%, this does not mean that your timing will be retarded two degrees, but it may actually end up being say 15 degrees advanced (17 might have been optimal determined by the ECU and the other 2 you told the e-manage to pull out). This is not a standalone ignition computer, so please do not treat it like that, nor a standalone fuel computer. If you want to know what the ECU is doing you can get an OBD2 diagnostic machine like a Snap On MT2500 like we have or something like this:
www.autoenginuity.com What it is and what it is not......
The e-manage does not have an O2 sensor skew option that allows for blocking or revising of this signal to prevent drastic changes off the tune...(commonly referred to as re-learning). This brings us into another topic........
The Primary O2 sensor acts as a spy for the ECU telling it that no matter what the other signals tell it about fuel and spark, it is REALLY like this. The ECU will then revert to this signal for primary source of data regarding the previous combustion cycle to determine the next combustion cycle.
If your closed-loop tuning (not in Wide Open Throttle) is waaay off base, then you will experience some severe relearning because you will be effecting the short term fuel trims (which is what the ECU looks to for a projection of how well it's doing on the fuel trims for the future based upon previous one, like a forecast). The key is to have an OBD2 scanner like the Snap On MT2500 or something that will allow you to monitor Short Term & Long Term fuel trims to see how far off base you are. The farther you stray off base, the worse re-learning will occur. The key is to be close to zero as possible. This means the ECU likes what it sees and will not make changes to the tune. This sometimes, is not always great for partial throttle cruising at moderate to low RPMS with a little boost (1-3 PSI let's say) because you might have to be at a 13:1 AFR, which is pretty damn lean for a turbo set-up. The balance is very delicate and can be acheived, but takes time, logic and patience.....
If your open-loop tuning (WOT), your golden. The e-manage is stellar in that scenario and will hold a 12:1 or richer all day.
The e-manage has the injector correction factor which pulls voltage from the MAP sensor accross the board to compensate for less pulsation and duration creating a more like stock feel to the injectors. The addition of the notorious RSX 310CC injectors into the 240cc D17 realm is VERY common. This is a ~29% increase in flow, so you decide to plug in these values and boom your done.........or so you think................Your driving along and bam, you got a mysterious CEL and it comes up Map/Baro sensor error. WTH gives you say????? Well let's jump into that...............
The injector correction pulls map sensor voltage, which means the e-manage takes the MAP voltage, intercepts it, lowers it because of the correction factor, then spits that signal out. What this causes a variation in input to output. The ECU thinks that the MAP sensor is shot, so it codes it.
The input of the MAP might be .95 volts, but with the correction your output might be around .78 volts. THIS IS WHY YOUR ECU HATES YOU AND THROWS THE CEL. Too much variation in signal. So what do you have to do? You have tighten up the injector correction factor from say 240 >> 310 to 240 >> 280-300 and see what the signal is....Try to get it within a .7-.1 variation with still having some correction so your not pig rich all the time. Using the map trace function, trace input from Airflow Meter and output and see the datalogged variation.
I hope this clears up a lot of myths, questions and problems some people are having with the unit. Overall it is super easy and is a quick and dirty, cost effective means of tuning if you can not afford the AEM standalone which is a 1000% better and reliable. Truly the more reliable and easier way to go, but VASTLY more expensive.
Let me know if there is anything else I can add...........REP if this helps.
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Supplimental Material: Any tips or tactics to tuning it? Yup! Past the link into your browser and READ. http://www.gadgetonline.com/U-Tune.pdf#search='tuning%20a%20piggyback' Quote:
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Originally Posted by jackburton I still do not understand what clamping the map voltage means, why he asked about zero vaccum pressure, or what those numbers mean exactly?
Thanks for the the thread dezod, it answered a lot of questions I had. |
The voltage clamp prevents the ECU from seeing a certain amount of MAP voltage. Let's say 5V = 100% throttle. So if you clamp it at 4.5V, the ECU thinks it never sees past 78% throttle. So you will have to tune all fuel delivery above and beyond that. That is what the voltage clamp does.
Furthermore, if you are not careful and clamp too at say 3V out of 5V, you will max out your injectors quickly because now you have to accomodate for normal fuel delivery on top of boost fuel requirements.
The voltages listed above are how the GReddy Pressure Sensor voltage is read in terms of boost amounts. Thats all.
Pressure Sensor Specs:
PSI - Voltage - inHg
-14= 0.54 -- 28.504
-13= 0.60 -- 26.468
-12= 0.67 -- 24.432
-11= 0.74 -- 22.396
-10= 0.81 -- 20.36
-9= 0.88 -- 18.324
-8= 0.95 -- 16.288
-7= 1.02 -- 14.252
-6= 1.09 -- 12.216
-5= 1.16 -- 10.18
-4= 1.22 -- 8.144
-3= 1.29 -- 6.108
-2= 1.36 -- 4.072
-1= 1.43 -- 2.036
0= 1.50
1= 1.57
2= 1.64
3= 1.71
4= 1.78
5= 1.84
6= 1.91
7= 1.98
8= 2.05
9= 2.12
10= 2.19
11= 2.26
12= 2.33
13= 2.40
14= 2.46
15= 2.53
16= 2.60
17= 2.67
18= 2.74
19= 2.81
20= 2.88
21= 2.95
22= 3.02
23= 3.09
24= 3.15
25= 3.22
26= 3.29
27= 3.36
28= 3.43
29= 3.50
30= 3.57
31= 3.64
32= 3.71
33= 3.77
34= 3.84
35= 3.91
36= 3.98
37= 4.05
38= 4.12
39= 4.19
40= 4.26
41= 4.33
42= 4.39
43= 4.46
