Difficultly of Emanage installation
Difficultly of Emanage installation
I am thinking about getting emanage; I was just wounder how hard is it to install and to tune it?
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IvanAtSPRacing
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Re: Difficultly of Emanage installation (CCXLsx)
I have personally done 4 cars now with emanage.
Installation instructions are vague and even wrong in one place on the aux injection harness. Support from Greddy is next to impossible to get as there is only one person (Kenji) that has a clue.
The unit is a glorified SAFC. With the aux ignition harness you have the ability to retard timing. You can also run additional injectors. Your fueling corrections add or subtract up to 50% of the maf or map signal and with the aux injection harness you have a second map that you can add PW only with. the aux pressure sensor allows you to get past maf / map over run. There is also the ability to change MAFs and set the unit up for the one your using.
Trying to program the Emanage with the EO1 is like trying to drive your car with toggle switches. Its a PITA. Using the support tool and a lap top is easier but the fuel and timing maps are referenced RPM v TPS and RPM v MAFv. This makes tuning very difficult. using the aux pressure sensor allows you to reference RPM to MAP which makes things a little nicer.
Datalogging is basically non existant and not very helpfull. Its quite difficult to dial a car in when you have no reference as to what AF you had at what RPM all on one page. The best you can do is do a map trace and try to figure out what cell you were in based on RPM from your dyno sheet. Changing the tuning of the car from NA to forced induction is quite time consuming by itself but doing it with Emanage is more difficult then you might think. I have spent up to 4 hours on the dyno with the wideband O2 trying to get a car close to safe. Also, the anti stall feature on this unit is worthless. You can keep your car from stalling with open air BOV but then cold start is affected. So you you have a choice. Starting the car and stalling or not starting the car and not stalling.
Overall, I believe that the Emanage would work well and be a viable option for cars that are NA and staying NA or cars that are turbo and staying turbo. I would not however recomend using it on a car your switching from NA to turbo.
This is my experince with the unit and my opinion. Take it for what its worth.
Installation instructions are vague and even wrong in one place on the aux injection harness. Support from Greddy is next to impossible to get as there is only one person (Kenji) that has a clue.
The unit is a glorified SAFC. With the aux ignition harness you have the ability to retard timing. You can also run additional injectors. Your fueling corrections add or subtract up to 50% of the maf or map signal and with the aux injection harness you have a second map that you can add PW only with. the aux pressure sensor allows you to get past maf / map over run. There is also the ability to change MAFs and set the unit up for the one your using.
Trying to program the Emanage with the EO1 is like trying to drive your car with toggle switches. Its a PITA. Using the support tool and a lap top is easier but the fuel and timing maps are referenced RPM v TPS and RPM v MAFv. This makes tuning very difficult. using the aux pressure sensor allows you to reference RPM to MAP which makes things a little nicer.
Datalogging is basically non existant and not very helpfull. Its quite difficult to dial a car in when you have no reference as to what AF you had at what RPM all on one page. The best you can do is do a map trace and try to figure out what cell you were in based on RPM from your dyno sheet. Changing the tuning of the car from NA to forced induction is quite time consuming by itself but doing it with Emanage is more difficult then you might think. I have spent up to 4 hours on the dyno with the wideband O2 trying to get a car close to safe. Also, the anti stall feature on this unit is worthless. You can keep your car from stalling with open air BOV but then cold start is affected. So you you have a choice. Starting the car and stalling or not starting the car and not stalling.
Overall, I believe that the Emanage would work well and be a viable option for cars that are NA and staying NA or cars that are turbo and staying turbo. I would not however recomend using it on a car your switching from NA to turbo.
This is my experince with the unit and my opinion. Take it for what its worth.
Re: Difficultly of Emanage installation (IvanAtSPRacing)
Install took me 6 hrs
Once I got my E-Manage running on my E-01 MAP. tuning was easy...
I ran my wideband output into the E-01 and just use the E-01 to record...
I can see at any rpm what my AFR is/was and can change it within seconds to fix or tweek any issues........
Its not the end all but I think its a better option then many.
Once I got my E-Manage running on my E-01 MAP. tuning was easy...
I ran my wideband output into the E-01 and just use the E-01 to record...
I can see at any rpm what my AFR is/was and can change it within seconds to fix or tweek any issues........
Its not the end all but I think its a better option then many.
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C-Kwik
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When I had the S14, I installed mine in a matter of a couple of hours.
A couple of suggestions. Don't install it with anything else. Do not upgrade the MAF or injectors upon the initial installation. Make sure it works correctly with the E-Manage essentially only passing through the signals so you can be sure it's installed correctly. Then you can upgrade other things, but I would suggest only making one change at a time so that if something isn't running right it will make it easier to troubleshoot as the problems should ony be a result of the whatever it is you are changing.
As far as ease of tuning, for low boost you can nearly get away with simply using the injector correction tool that is part of the support tool package. For the 6.5 psi I was running, I only used the correction tool when I installed the 370cc injectors. It ran fine that way until the climate got warmer and then I ended up backing off timing at higher air flow rates as I would hear a light pinging.
The biggest downside to the E-Manage(and AFC for that matter) is that as you dial in higer boost levels, the closed loop operation of the O2 signal may cause a leaner than optimal condition under part-throttle boost conditions. Th E-Manage is supposed to be able to add injector pulswidth directly to the injectors but that is an extra map you have to tune with on top of the MAF signal map. While it can be effective, it is indeed more complicated. But the E-Manage is quite affordably and is fairly flexible.
As Ivan mentioned the Datalogging is not much of a tuning tool. I've found it to be erratic sometimes, but it can help to get an idea of what might be wrong. I woudn't rely on it as a tuning tool though.
If you need support, join the e-manage yahoogroup. I have unsubscribed from that list since I no longer have the S14, but there were some very helpful and informative people on that list. Some have been pretty creative as well. There are a few informative documents in the files section of the yahoogroup's site as well.
A couple of suggestions. Don't install it with anything else. Do not upgrade the MAF or injectors upon the initial installation. Make sure it works correctly with the E-Manage essentially only passing through the signals so you can be sure it's installed correctly. Then you can upgrade other things, but I would suggest only making one change at a time so that if something isn't running right it will make it easier to troubleshoot as the problems should ony be a result of the whatever it is you are changing.
As far as ease of tuning, for low boost you can nearly get away with simply using the injector correction tool that is part of the support tool package. For the 6.5 psi I was running, I only used the correction tool when I installed the 370cc injectors. It ran fine that way until the climate got warmer and then I ended up backing off timing at higher air flow rates as I would hear a light pinging.
The biggest downside to the E-Manage(and AFC for that matter) is that as you dial in higer boost levels, the closed loop operation of the O2 signal may cause a leaner than optimal condition under part-throttle boost conditions. Th E-Manage is supposed to be able to add injector pulswidth directly to the injectors but that is an extra map you have to tune with on top of the MAF signal map. While it can be effective, it is indeed more complicated. But the E-Manage is quite affordably and is fairly flexible.
As Ivan mentioned the Datalogging is not much of a tuning tool. I've found it to be erratic sometimes, but it can help to get an idea of what might be wrong. I woudn't rely on it as a tuning tool though.
If you need support, join the e-manage yahoogroup. I have unsubscribed from that list since I no longer have the S14, but there were some very helpful and informative people on that list. Some have been pretty creative as well. There are a few informative documents in the files section of the yahoogroup's site as well.
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IvanAtSPRacing
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- Joined: Tue Apr 20, 2004 3:56 pm
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Re: (C-Kwik)
Split Second has an ESC1 that will help with this condition ( http://www.splitsec.com/ )C-Kwik wrote:When I had the S14, I installed mine in a matter of a couple of hours.
The biggest downside to the E-Manage(and AFC for that matter) is that as you dial in higer boost levels, the closed loop operation of the O2 signal may cause a leaner than optimal condition under part-throttle boost conditions.
The ESC1 (EGO Sensor Conditioner) alters the signal from the EGO sensors under boost conditions. It may be used in either single or dual EGO sensor applications. Under vacuum conditions it outputs a signal which is identical to the EGO signals that appear at the input. Under boost, it outputs an internally generated signal to allow open loop operation.