E-Manage.........Gettin a better understanding
Thread Starter
7thgen Power Maker
iTrader: (74)
Joined: Sep 2003
Posts: 9,048
Likes: 1
From: Buffalo, NY, US
Rep Power: 0 
E-Manage.........Gettin a better understanding
Ok. Our plan while working in conjunction with the Turbo kit was to tune the stock ECU then the turbo'd set-up. Well, that isn't going as well as planned. We just installed this evening the E-Manage with just the main harness. We needed Honda Wiring Diagrams for the other 2 (inj & ign harnesses). Well after fiddling around with tons of settings......We got the E-Manage to allow the car to idle, and run without CEL's. BUT!!!! Now when we put it under load around the VTEC engagement point we are now running into a CEL that cuts the cars ***** off at circa 4000 RPMS. This is a major 
. I need to take the code of the ECU and find out what code is being thrown. I believe the problem lies in the jumper settings inside the E-Manage. We are woking with an 01 EX. Anyone have any insight?
. I need to take the code of the ECU and find out what code is being thrown. I believe the problem lies in the jumper settings inside the E-Manage. We are woking with an 01 EX. Anyone have any insight? Last edited by dezod; Jul 15, 2004 at 03:13 PM.
Thread Starter
7thgen Power Maker
iTrader: (74)
Joined: Sep 2003
Posts: 9,048
Likes: 1
From: Buffalo, NY, US
Rep Power: 0
Originally Posted by civic01vtec
yeah, and this is why i am staying away from the e-mange.
Thread Starter
7thgen Power Maker
iTrader: (74)
Joined: Sep 2003
Posts: 9,048
Likes: 1
From: Buffalo, NY, US
Rep Power: 0 Ok. Just got back from my buddies work. We threw it on the diagnostic machine and just as I suspescted, a VTEC failure code. So I have to play with the settings, and hope to remedy it.
Registered!!
iTrader: (8)
Joined: Mar 2003
Posts: 3,024
Likes: 1
From: Zulu Alpha Tango Foxtrot
Rep Power: 313
Originally Posted by dezod
they suck. they have no idea
So - as I stated before, try the jumper settings which you sent me (except change JP3 to 2-3), 4-8-c, and GO INTO THE TOOL. The tool has settings which need to be adjusted for things to work properly. You can't just hook the emanage up and expect it to work. You must enable certain things, and tweak certain things off the bat, or you're going to have problems.
Here is what I would do, in this order:
1. Check ALL wiring connections - make sure they go to the correct locations on the ECU.
2. Using a computer, make sure your emanage is the latest firmware (1.39)
3. Check the settings, and calibrate any of the settings that need calibrating.
As I said before, the VTEC deadband has to be set correctly, or the ECU will thow a code. I don't know what it is - but folks with the VAFC will know, since they have pretty much the same thing (and will throw the same errors if it isn't set correctly).
Thread Starter
7thgen Power Maker
iTrader: (74)
Joined: Sep 2003
Posts: 9,048
Likes: 1
From: Buffalo, NY, US
Rep Power: 0
Originally Posted by opto_isolator
Ok Dezod my friend - just to let you know, there have been numerous people hook this beeyatch up and got it to fly.....I'm not doubting your abilities, but trust me when I say that installing this thing isn't for amateurs. I had a biatch of a time installing it myself (and I am an engineer) - only because there are umpteen different settings to get it to work (and so many opinions as to what the correct settings are). To add injury to insult - you're correct, Greddy doesn't give a rat's *** about helping a "non-supported" application, which would be a 2001+ civic.
So - as I stated before, try the jumper settings which you sent me (except change JP3 to 2-3), 4-8-c, and GO INTO THE TOOL. The tool has settings which need to be adjusted for things to work properly. You can't just hook the emanage up and expect it to work. You must enable certain things, and tweak certain things off the bat, or you're going to have problems.
Here is what I would do, in this order:
1. Check ALL wiring connections - make sure they go to the correct locations on the ECU.
2. Using a computer, make sure your emanage is the latest firmware (1.39)
3. Check the settings, and calibrate any of the settings that need calibrating.
As I said before, the VTEC deadband has to be set correctly, or the ECU will thow a code. I don't know what it is - but folks with the VAFC will know, since they have pretty much the same thing (and will throw the same errors if it isn't set correctly).
So - as I stated before, try the jumper settings which you sent me (except change JP3 to 2-3), 4-8-c, and GO INTO THE TOOL. The tool has settings which need to be adjusted for things to work properly. You can't just hook the emanage up and expect it to work. You must enable certain things, and tweak certain things off the bat, or you're going to have problems.
Here is what I would do, in this order:
1. Check ALL wiring connections - make sure they go to the correct locations on the ECU.
2. Using a computer, make sure your emanage is the latest firmware (1.39)
3. Check the settings, and calibrate any of the settings that need calibrating.
As I said before, the VTEC deadband has to be set correctly, or the ECU will thow a code. I don't know what it is - but folks with the VAFC will know, since they have pretty much the same thing (and will throw the same errors if it isn't set correctly).
Excellent info Opto. What do I have to enable in the support tool to make this bitch fly? Also, how do I know if I got the latest firmware?
Thread Starter
7thgen Power Maker
iTrader: (74)
Joined: Sep 2003
Posts: 9,048
Likes: 1
From: Buffalo, NY, US
Rep Power: 0
Originally Posted by C2i0v0i1C
513-533-3456 ask for tim, my **** runs like a champ
Thread Starter
7thgen Power Maker
iTrader: (74)
Joined: Sep 2003
Posts: 9,048
Likes: 1
From: Buffalo, NY, US
Rep Power: 0 UPDATE: ISSUES WITH SUPPORT TOOL. IT WON'T RECOGNIZE MAIN UNIT. MIGHT BE USB ADAPTER ISSUE.
Info on jumpers:
Jumper settings inside the E-manage:
JP1 Ignition input pullup/pulldown select
1-2 A resistor is pulled down to ground
2-3 A resistor is pulled up the +ve rail
* Use 1-2 when the ECU's driver transistor is
connected to ground
* Use 2-3 when the ECU's driver transistor is
connected to +ve (5V or 12V will determine JP2's
setting)
Supposedly you can see the input voltage in the Main Unit Setting
Information window. If it's 0v, use 1-2. If it's 5v or more, use 2-3.
JP2 Ignition output select
1-2 Output resistor connected to +5V
2-3 Output resistor connected to +12V
* This will depend on the ECU ignitor signals output
* JP2 enables the e-manage to duplicate the amplitude
of the original signal
JP3 airflow/VTEC output select
1-2 2nd airflow meter
2-3 VTEC
* Even if you don't have a 2nd airflow meter, leave it on 1-2 for non-
VTEC applications
JP4 airflow/VTEC input select
1-2 VTEC
2-3 2nd airflow meter
* Even if you don't have a 2nd airflow meter, leave it on 2-3 for non-
VTEC applications
* On 1-2, enables pulldown resistor (for use as VTM signal). This is
required because the VTM output is inverted with the VTEC out.
JP5/JP6 Sub injector drivers
Jumper off - Disabled
1-2 - Enabled
* Only enable if you're going to control extra injectors with the E-
manage
JP7 VTEC
1-2 Non-VTEC
Jumper off - VTEC
* On 1-2, enables pullup resistor (for use as MAF output)
and one more tid bit of info on the rotary switches:
Honda
8A HN_PR-1
8B HN_PR-2
8C - new settings for Honda S2000
8D HN_PR-4 Undocumented for RSX
8E Undocumented working setting
Info on jumpers:
Jumper settings inside the E-manage:
JP1 Ignition input pullup/pulldown select
1-2 A resistor is pulled down to ground
2-3 A resistor is pulled up the +ve rail
* Use 1-2 when the ECU's driver transistor is
connected to ground
* Use 2-3 when the ECU's driver transistor is
connected to +ve (5V or 12V will determine JP2's
setting)
Supposedly you can see the input voltage in the Main Unit Setting
Information window. If it's 0v, use 1-2. If it's 5v or more, use 2-3.
JP2 Ignition output select
1-2 Output resistor connected to +5V
2-3 Output resistor connected to +12V
* This will depend on the ECU ignitor signals output
* JP2 enables the e-manage to duplicate the amplitude
of the original signal
JP3 airflow/VTEC output select
1-2 2nd airflow meter
2-3 VTEC
* Even if you don't have a 2nd airflow meter, leave it on 1-2 for non-
VTEC applications
JP4 airflow/VTEC input select
1-2 VTEC
2-3 2nd airflow meter
* Even if you don't have a 2nd airflow meter, leave it on 2-3 for non-
VTEC applications
* On 1-2, enables pulldown resistor (for use as VTM signal). This is
required because the VTM output is inverted with the VTEC out.
JP5/JP6 Sub injector drivers
Jumper off - Disabled
1-2 - Enabled
* Only enable if you're going to control extra injectors with the E-
manage
JP7 VTEC
1-2 Non-VTEC
Jumper off - VTEC
* On 1-2, enables pullup resistor (for use as MAF output)
and one more tid bit of info on the rotary switches:
Honda
8A HN_PR-1
8B HN_PR-2
8C - new settings for Honda S2000
8D HN_PR-4 Undocumented for RSX
8E Undocumented working setting
Last edited by dezod; Jul 16, 2004 at 03:19 PM.
Registered!!
iTrader: (8)
Joined: Mar 2003
Posts: 3,024
Likes: 1
From: Zulu Alpha Tango Foxtrot
Rep Power: 313
Originally Posted by dezod
UPDATE: ISSUES WITH SUPPORT TOOL. IT WON'T RECOGNIZE MAIN UNIT. MIGHT BE USB ADAPTER ISSUE.
Info on jumpers:
Jumper settings inside the E-manage:
JP1 Ignition input pullup/pulldown select
1-2 A resistor is pulled down to ground
2-3 A resistor is pulled up the +ve rail
* Use 1-2 when the ECU's driver transistor is
connected to ground
* Use 2-3 when the ECU's driver transistor is
connected to +ve (5V or 12V will determine JP2's
setting)
Supposedly you can see the input voltage in the Main Unit Setting
Information window. If it's 0v, use 1-2. If it's 5v or more, use 2-3.
JP2 Ignition output select
1-2 Output resistor connected to +5V
2-3 Output resistor connected to +12V
* This will depend on the ECU ignitor signals output
* JP2 enables the e-manage to duplicate the amplitude
of the original signal
JP3 airflow/VTEC output select
1-2 2nd airflow meter
2-3 VTEC
* Even if you don't have a 2nd airflow meter, leave it on 1-2 for non-
VTEC applications
JP4 airflow/VTEC input select
1-2 VTEC
2-3 2nd airflow meter
* Even if you don't have a 2nd airflow meter, leave it on 2-3 for non-
VTEC applications
* On 1-2, enables pulldown resistor (for use as VTM signal). This is
required because the VTM output is inverted with the VTEC out.
JP5/JP6 Sub injector drivers
Jumper off - Disabled
1-2 - Enabled
* Only enable if you're going to control extra injectors with the E-
manage
JP7 VTEC
1-2 Non-VTEC
Jumper off - VTEC
* On 1-2, enables pullup resistor (for use as MAF output)
and one more tid bit of info on the rotary switches:
Honda
8A HN_PR-1
8B HN_PR-2
8C - new settings for Honda S2000
8D HN_PR-4 Undocumented for RSX
8E Undocumented working setting
Info on jumpers:
Jumper settings inside the E-manage:
JP1 Ignition input pullup/pulldown select
1-2 A resistor is pulled down to ground
2-3 A resistor is pulled up the +ve rail
* Use 1-2 when the ECU's driver transistor is
connected to ground
* Use 2-3 when the ECU's driver transistor is
connected to +ve (5V or 12V will determine JP2's
setting)
Supposedly you can see the input voltage in the Main Unit Setting
Information window. If it's 0v, use 1-2. If it's 5v or more, use 2-3.
JP2 Ignition output select
1-2 Output resistor connected to +5V
2-3 Output resistor connected to +12V
* This will depend on the ECU ignitor signals output
* JP2 enables the e-manage to duplicate the amplitude
of the original signal
JP3 airflow/VTEC output select
1-2 2nd airflow meter
2-3 VTEC
* Even if you don't have a 2nd airflow meter, leave it on 1-2 for non-
VTEC applications
JP4 airflow/VTEC input select
1-2 VTEC
2-3 2nd airflow meter
* Even if you don't have a 2nd airflow meter, leave it on 2-3 for non-
VTEC applications
* On 1-2, enables pulldown resistor (for use as VTM signal). This is
required because the VTM output is inverted with the VTEC out.
JP5/JP6 Sub injector drivers
Jumper off - Disabled
1-2 - Enabled
* Only enable if you're going to control extra injectors with the E-
manage
JP7 VTEC
1-2 Non-VTEC
Jumper off - VTEC
* On 1-2, enables pullup resistor (for use as MAF output)
and one more tid bit of info on the rotary switches:
Honda
8A HN_PR-1
8B HN_PR-2
8C - new settings for Honda S2000
8D HN_PR-4 Undocumented for RSX
8E Undocumented working setting
Last edited by opto_isolator; Jul 16, 2004 at 04:51 PM.
Thread Starter
7thgen Power Maker
iTrader: (74)
Joined: Sep 2003
Posts: 9,048
Likes: 1
From: Buffalo, NY, US
Rep Power: 0
Originally Posted by opto_isolator
The 8C, D, and E rotary switch settings DO make a difference. When I first used A, than B - the emanage behaves differently when the ignition harness is enabled. I kept blowing fuses when I didn't start the car (but had it in START) because the emanage thought it was connected to a distributor setup (not coil in plug). I used the S2000 setting because the only 2 things that the emanage will have different are the ignition types, and MAP sensor type. The S2000 uses almost the exact same setup for coil in plug ignition. Most of the honda MAP sensors are almost identical to their output voltages - so that setting should work. As the differences between the C, D, and E - I don't know what they are, Greddy won't release that information...
Thread Starter
7thgen Power Maker
iTrader: (74)
Joined: Sep 2003
Posts: 9,048
Likes: 1
From: Buffalo, NY, US
Rep Power: 0 After hours of plugging away at this.......we finally have a setting that works with VTEC Enagagement, no CEL's, backfires, rough idles.....................................
4-8-E
4-8-E
Registered!!
iTrader: (8)
Joined: Mar 2003
Posts: 3,024
Likes: 1
From: Zulu Alpha Tango Foxtrot
Rep Power: 313 congrats - can't wait to hear the results....btw, you may have issues tuning partial throttle (if you plan on tuning it). The ECU will attempt to compensate your tune over time (the greatness of OBDII).
I installed a split second ESC1 to my primary O2 sensor to prevent this. Essentially it is supposed to pass the O2 signal to the ECU in vac, than when it sees 1 psi of boost it sends a simulated O2 signal to the ECU, allowing you to add or subtract fuel as necessary.....
I don't know how it will work yet, because I *STILL* don't have all of my turbo parts yet...
I installed a split second ESC1 to my primary O2 sensor to prevent this. Essentially it is supposed to pass the O2 signal to the ECU in vac, than when it sees 1 psi of boost it sends a simulated O2 signal to the ECU, allowing you to add or subtract fuel as necessary.....
I don't know how it will work yet, because I *STILL* don't have all of my turbo parts yet...
Thread Starter
7thgen Power Maker
iTrader: (74)
Joined: Sep 2003
Posts: 9,048
Likes: 1
From: Buffalo, NY, US
Rep Power: 0
Originally Posted by opto_isolator
congrats - can't wait to hear the results....btw, you may have issues tuning partial throttle (if you plan on tuning it). The ECU will attempt to compensate your tune over time (the greatness of OBDII).
I installed a split second ESC1 to my primary O2 sensor to prevent this. Essentially it is supposed to pass the O2 signal to the ECU in vac, than when it sees 1 psi of boost it sends a simulated O2 signal to the ECU, allowing you to add or subtract fuel as necessary.....
I don't know how it will work yet, because I *STILL* don't have all of my turbo parts yet...
I installed a split second ESC1 to my primary O2 sensor to prevent this. Essentially it is supposed to pass the O2 signal to the ECU in vac, than when it sees 1 psi of boost it sends a simulated O2 signal to the ECU, allowing you to add or subtract fuel as necessary.....
I don't know how it will work yet, because I *STILL* don't have all of my turbo parts yet...
Thread
Thread Starter
Honda Civic Forum
Replies
Last Post
Touge
Canada East
0
Sep 23, 2015 10:51 PM
Touge
Ottawa
0
Sep 22, 2015 11:58 PM
rayaan_wasty
Mechanical Problems/Vehicle Issues and Fix-it Forum
5
Sep 14, 2015 02:00 PM
Touge
Canada East
0
Sep 1, 2015 11:25 PM
Touge
Canada East
0
Aug 13, 2015 04:32 AM
