Greddy Emanage and non-VVTi

[Tannhauser]

Entering the forbidden territory of the technical zone...

 

I just read the thread on VVTi cars with great interest but don't want to divert it with my query.

 

. I've been wondering about the best engine management solution for some planned mods to my j-spec non-VVTi (auto). I'm currently upgrading the fuelling (just 550cc injectors, walbro pump etc) with a view to eventually supporting some uprated hybrids or maybe even a small single (I know I couldn't support anything too major on this fuelling). I just have the standard ECU and FCD at present.

 

Ideally, an AEM or MOTEC EMS would accompany this, but that's a lot of additional outlay. So SimonB's comment about the Emanage caught my eye:

 

 

quote:

--------------------------------------------------------------------------------

 

E-manage + Support Tool + ignition & injector Harness = $452* (Save $28!)

 

--------------------------------------------------------------------------------

 

 

 

Looks like they do bundles with the Profec boost controller too, which you can use to change some of the settings. Don't really know anything about this stuff, but it looks like a decent half way house between the SAFC and proper ECUs.

 

What about the Emanage as a temporary substitute for a full programmable EMS? Decent halfway house or unforgiveable kludge? Costs of dialling it in must be MUCH lower than the full-on EMS, right?

 

Any views welcome.

 

Cliff

[Guest Terry S]

Cliff, I have done a fair bit of research on this and TBH it looks a very good tool. They seem to have it pretty sussed in the US now, but we really need a UK tuner to get hold of it by the scruff of the neck. Pete/Thor are the logical choice at present as they could offer the full package on a drive in-drive out basis, as stated in the other thread. I have spoken to Pete about it and he is researching it himself with a view to offering this service. As most of you know,Pete is a very busy guy, so a time scale would be difficult to put on it.

[Adam W]

I have done a lot of research on it with a view to using it on my Mk3 - it's not the right solution for me but I think it would work very well on a 2JZ. I'm not exactly a 2JZ guru but from what I've read, the ECU problems with the Mk3 that limit the E-manage's potential wouldn't be an issue with the 2JZ.

[Ian C]

A quick note, I was under the impression that it could only control ignition timing one way, i.e. retard it by delaying the pulse. On reading the manual though, you can set +ve as well as -ve values for ignition timing so it seems this isn't a limitation.

 

The E-Manage is what I'd choose now if I didn't want to go for a full EMS.

 

-Ian

[Nic]

As Terry says it needs a tuner who really knows what they are doing to set it up, not the sort that thing that could be done yourself.

 

Mine was installed by the main dealer here and then the fueling/timing were mapped on their dyno.

 

Attached are a couple of dyno graphs that give you some idea of the difference the e-manage install made to my car. The first graph is before the e-manage install, with the turbos running sequentially. The second graph is after the e-manage was fitted/mapped and the turbos set to TTC.

[Guest Terry S]

Ian, I believe there may have been some issue with ignition timing control but the US boys seem to have overcome this. As you know I had my reservations about this before. I think that the setup that was tried couldn't have had all of the relevant tuning tools, hence the problems. I would love to see one in and running in the UK.

[Nic]

Note the values on each graph are not the same but it gives some idea of the power difference.

[Nic]

Forgot to add, when the first graph was done I had a problem with the fuel pressure regulator, so the power figure may be lower than it could have been, which could be exagerating the power difference a little..

[Ian C]

Originally posted by Terry S

Ian, I believe there may have been some issue with ignition timing control but the US boys seem to have overcome this. As you know I had my reservations about this before. I think that the setup that was tried couldn't have had all of the relevant tuning tools, hence the problems. I would love to see one in and running in the UK.

 

It's tempting as it's under half the cost of a decent 2nd hand Motec but at the end of the day it's still just fudging the airflow signal to the stock ECU making it use different parts of the map that hopefully work with whatever honkin great turbo you've bolted on. It's got ignition timing control, which is a fantastic thing to have (especially as moving the airflow signal too far can change the ignition timing!) so if you are putting on hybrids and 550's it would be top banana. But for a big single I'd do a proper job and get an EMS - it's just too different to the stock setup.

 

-Ian

[Dave S]

Will be transferring the E-manage/E01 to the Mkiv in the new year Terry...it ran well on the 1jz.....

[Guest Terry S]

Cheers Dave, who did the install/tuning?

 

Also, excuse my ignorance, does the 1JZ use an AFM and are the coils Coil on Plug type?

[Dave S]

1jz is same setup as 2jz, MAP, identical coil/plug etc....i did the install of the e-manage myself....looking forward to extending the install to include wideband o2 and egt as the e01 has datalogging capabilities...

[Guest Terry S]

Cheers, I would like to see how it works with an AFM.

[SimonB]

Originally posted by Ian C

It's tempting as it's under half the cost of a decent 2nd hand Motec but at the end of the day it's still just fudging the airflow signal to the stock ECU making it use different parts of the map that hopefully work with whatever honkin great turbo you've bolted on. It's got ignition timing control, which is a fantastic thing to have (especially as moving the airflow signal too far can change the ignition timing!) so if you are putting on hybrids and 550's it would be top banana. But for a big single I'd do a proper job and get an EMS - it's just too different to the stock setup.

 

-Ian

 

Well, as I understand it from reading the stuff on that website it can also be wired in to the injector control lines as well using one of the additional harnesses, so it would control them directly as well as/ instead of fudging the airflow signal. Could be wrong though

[Guest Terry S]

This was forwarded to me by a friend,and has obviously been taken from an FAQ section on a e-manage site somewhere on the web. Makes pretty good reading:

 

Greddy E-manage FAQ

Version 1.6

May 29, 2003

 

 

 

Table of Contents

1. Introduction and Disclaimer

2. Revision History

3. E-manage – what it is and what it isn't

4. Purchasing an E-manage and E-manage options

5. Does it work on my car?

6. Installation problems and pitfalls

7. Tuning and Using the E-manage

8. Other Internet resources for the E-manage

9. The Profec E-01 boost controller and the E-manage

10. The Support Tool cable

 

 

 

1. Introduction and Disclaimer

 

Hello, and welcome to the Greddy E-manage FAQ. This document has been

created to assist new E-manage users in understanding this rather

powerful and complex fuel computer. This FAQ is a dynamic document and

should hopefully be undergoing many future revisions.

 

This FAQ is written and maintained by Dale Clark ([email protected]).

If you have any comments, suggestions, or material to add to the FAQ,

please e-mail it to the above address and I'll be glad to add or revise

anything in the FAQ.

 

This document has no relationship or impact to Greddy Performance

Products USA or Trust Japan.

 

The E-manage, being a fuel computer, can give the user the power to

cause serious engine damage if used improperly. The author of this FAQ

and the various contributors assume no responsibility for your actions.

This is simply a resource to aid in the use of the E-manage – take it

as such.

 

 

2. Revision History

 

Version 1.0, January 9, 2003 – First draft.

Version 1.1, January 9, 2003 –

- Added info on rotary switch settings

- Added breakdown of jumper settings

- Added trick to use spare harness wires

- Added trick to use pressure sensor for TPS

- Changed text format to add line breaks

Version 1.2, January 9, 2003 -

- Added breakdown of all the rotary switch settings

- Added more web resources

Version 1.3, January 13, 2003 -

- Created new section, Tuning and Using the E-manage

- Added information on the Profec Remote Switch to E-01 section

- Cleaned up some wording in the Buying section (Mario)

- Added a lot more info in the E-01 section

Version 1.4, January 16, 2003

- Added Robyn's breakdown of the ignition switch settings

- Clarified the MAP sensor trick section

- Added contact info for clone cable

Version 1.5, February 14, 2003

- Added Robyn's detailed info on the internal jumpers

- Added workaround for the Confirm bug (Vinnie)

- Added info on Robyn's 7MGTE ignitor workaround

Version 1.6, May 29, 2003

- Added info on serial-USB adaptors

- Added warning about plastic caps on E-01 solenoid

 

3. E-manage – what it is and what it isn't

 

The Greddy E-manage is a simple fuel computer designed for Japanese

automobiles. The intended purpose is to allow the user to fine-tune

the fuel curve of the vehicle to take advantage of various

modifications to the car.

 

There are many additional options for the E-manage, allowing the user

to put together a system that suits their needs.

 

In its most basic form, the E-manage alters the primary airflow input

to the car's ECU. By increasing or decreasing this signal, the ECU

will alter the amount of fuel going into the engine.

 

While the E-manage is very powerful and flexible, a full stand-alone

ECU is even more powerful. A stand-alone ECU replaces the entire fuel

injection system with one that's designed to be easily programmable by

a laptop computer. This gives the ultimate in flexibilty, but with a

steep learning curve and a LOT of work required to tune in the fuel map

properly. It's hard to say at what point it's wiser to go with a

stand-alone than a piggyback computer (ie the E-manage) – it really

depends on how good the car's ECU is to begin with, the amount of

modifications, etc. If nothing else, the E-manage makes for a great

stepping stone before going to a full stand-alone – you can learn to

tune the car while having the factory fuel map to fall back on.

 

 

Part 2 to follow.....

[Guest Terry S]

4. Purchasing an E-manage and E-manage options

 

There are a number of components to the E-manage system. Let's break

each one down.

 

E-manage main unit – the main brain of the whole deal. List price is

$379, street price is closer to $300. The unit by itself is VERY basic

– there are 5 knobs you can adjust on the front of the unit to do a

VERY rough fuel map with. IMHO, the computer by itself isn't much, the

Support Tool is what makes it shine.

 

E-manage Support Tool – Now we're getting somewhere. Included in the

kit is a serial to USB cable and a CD with the Support Tool software.

The cable is proprietary, and not a standard cable. The software

unlocks the full potential of the E-manage – 16x16 fuel maps, changing

airflow meters, using the other optional harnesses, etc. You really

need to have the Support Tool for the E-manage to be of any value. The

tool retails for $129, with a street price of around $110.

 

Optional Injection Harness – This splices into the stock fuel injectors

for control and logging. With this harness, you can directly add

pulsewidth to the stock injectors and datalog their activity. You can

also directly control 2 additional injectors as well. This retails for

$38.50.

 

NOTE: You can buy JUST the ignition harness and use the extra wires

for the injector harness. The ignition harness comes with 12 wires and

an extra connector to plug into the E-manage. Most cars don't use all

the wires – 4 cylinder and rotary cars especially. Look at the E-

manage manual, find your car, and find out how many wires you need for

igntion control and for injector control. Make sure to add 2 wires to

the total if you plan to use additional injectors. If the total is

less than 12, buy just the ignition harness and add the extra wires to

the main E-manage plug for your injector harness. The injector harness

is just some wires with ends crimped on them that you add to the main

E-manage plug.

 

Optional Ignition Harness – This splices into the car's timing input,

from a crank angle sensor, cam angle sensor, or the like. With this

you can alter the car's ignition timing. Retails for $41.80.

 

Greddy Pressure Sensor – This is a 3-bar air pressure sensor add-on.

With it, you can tune your fuel maps with this sensor's output as the

basis for tuning instead of the car's airflow signal input. This is

primarily used when you've overrun the capacity of the stock airflow

meter. Whether or not you need this is a tough question – it's really

best to run the car without it first and see if you're maxing out the

stock airflow meter signal before investing in the pressure sensor.

Retail price of the sensor is $120, with a street price closer to $100.

NOTE – the peak/hold/warning Greddy boost gauge uses the SAME sensor,

so you can share that sensor's output with the E-manage.

 

Pressure Sensor Harness – it's simply the wiring harness to plug the

sensor into the E-manage. If you're using the boost gauge's sensor,

you can buy just this harness and tap it into the boost gauge's

harness. Retail is $35.

 

The best setup to start with is the main E-manage computer and the

Support Tool. Next would be the injector harness, then the ignition

harness, then the pressure sensor. If you need control over ignition

timing as a priority, you might want to look into the ignition harness

first over the injection harness, or do the trick below to use parts of

the ignition harness as the injection harness. Regardless, the

pressure sensor is probably lowest on the priority chart - it's moreso

something you get when you know you're overrunning the stock airflow

measuring device. It might be more of a priority if you have a non-

turbo car with a turbo kit and the stock pressure sensor for the car

doesn't read boost pressure. Again, it really comes down to what

you've done to the car, what you're planning to do, and what you want

from the E-manage.

 

The E-manage really works well with larger injectors, and larger

injectors are highly recommended. Greddy advertises that you can

increase injector size 150% - this is not really a limitation of the E-

manage, but of the engine itself. Larger injectors will squirt more

fuel at their smallest pulsewidth, and too large injectors will cause

idling and running problems. But, additional injectors can be added as

well to supplement the stock injectors.

 

The closest competition to the E-manage is the Apexi Super-AFC. The

Super-AFC is a very nice and powerful unit, and they both have their

advantages and disadvantages. The E-manage is far more capable, but

does require a laptop (or the E-01 boost controller) to program. The

Super-AFC is simpler, but is self-contained – you program it right on

the unit's display. The Super-AFC doesn't handle larger injectors as

easily as the E-manage, doesn't control additional injectors, doesn't

do ignition timing, and doesn't have datalogging (though it does do

some MAP tracing on the screen, but they can't be saved and are tricky

to interpret). It's still a great computer, though. The E-manage is

really the next step up.

 

When the E-manage came out, there was a big confusion about the Support

Tool – supposedly you could only get it from an authorized Greddy

dealer when they install and tune the E-manage for you. This has

proven not to be the case. You still can't easily get the E-manage

from many on-line vendors, but it is available.

 

I recommend purchasing the E-manage and various accessories from Mohd –

he's a frequent contributor to the list and manages the Supra E-manage

list. The web page is http://mkiv.com/tmp/emanage, and he really has

the best prices anywhere. You might also want to talk to your local

import performance shop – most times they can get the Support Tool and

everything and charge a fair price.

 

 

5. Does it work on my car?

 

Probably. The E-manage is universal enough that it works on darn near

everything, even cars that aren't listed as officially being supported.

If it's a Japanese car, it will most likely work. A domestic or

European car is another story – most likely the airflow signal altering

will work just fine, but ignition might be tricky. If you want to use

it on an un-listed car, be prepared to do some head scratching and

careful studying of the shop manual to be sure.

 

If your car is listed in the Super-AFC manual, it will probably work on

the E-manage. You can use the Super-AFC manual as kind of a "cheat

sheet" to find other applications.

 

Check http://mkiv.com/tmp/emanage for Greddy's application list. Go to

http://www.apexi-usa.com and download the Super-AFC manual to see all

the applications and settings for the Super-AFC to see if there's a

crossover to the E-manage.

 

Here's a list of all the rotary switch settings compiled from the

Japanese and US manuals. There are 3 rotary switches hidden under the

faceplate of the unit that you dial to set up the type of car. It uses

this information to figure out how to interpret the airflow meter

signal and the ignition signal for that car.

 

First digit - Ignition signal type

Sets the expected input for the RPM signal. Also sets up how the

ignition signal setting will work.

 

1 - 1 coil (distributor) 3 cyl

2 - 1 coil (distributor) 4 cyl

3 - 2 coil (wasted spark) 4 cyl

4 - 4 coil (coil on plug) 4 cyl

5 - 1 coil (distributor) 6 cyl

(only seems to be on the Toyota 1G-GTE inline 6)

6 - 3 coil (wasted spark) 6 cyl

7 - 6 coil (coil on plug) 6 cyl

8 - 8 coil (coil on plug) 8 cyl

A - RX-7 13B-REW

B - RX-7 13B or 13BT

C - RX-7 20B-REW

 

 

Part 3 to follow....

[Guest Terry S]

Examples:

 

1. If you set 2 on a engine with 2 coils, only one

ignition will get spark because #2 thinks you have

only one coil.

 

2. Say you have the listed engine 4AGE/MAP/Disty which

uses settings 2-4-0 and you have a 4AGZE/MAP/Disty,

you can try settings 3-4-0. If the setup doesn't

recognize an engine designation that means it won't

work. If it detects the same 4AGE but stumbles, it

means that it is calculating the spark timing wrongly

based on one coil and is out of phase. This will cause

extra retarded timing and possibly backfire. You got

to find an alternative rotary switch setting from

another engine - in this case the Daihatsu L502 which

will work, RSS 3-C-2. It runs 2 coil and MAP sensor.

 

3. The E-manage is not universal. You cannot create

your own rotary switch combination. It is factory

preset with a range of cars.

 

Second and Third digit - airflow meter type. Notice there are a LOT of

potential settings that aren't listed - hmm.... The first 2 numbers

are the rotary switch settings, and the second is the airflow type

designation. For example, NS_HW-1 is Nissan Hotwire Type 1. These

codes are pulled straight from the E-manage manual.

 

Nissan Hotwire

00 NS_HW-1

01 NS_HW-2

02 NS_HW-3

03 NS_HW-4

04 NS_HW-5

05 NS_HW-6

06 NS_HW-7

07 NS_HW-8

08 NS_HW-9

09 NS_HW-10

0A NS_HW-11

 

Toyota Hotwire

21 TY_HW-2

22 TY_HW-3

23 TY_HW-4

24 TY_HW-5

25 TY_HW-6

 

Toyota Pressure

40 TY_PR-1

41 TY_PR-2

42 TY_PR-3

 

Toyota Flap

47 TY_FL-1

48 TY_FL-2

49 TY_FL-3

4A TY_FL-4

 

Subaru Hotwire

60 SB_HW-1

61 SB-HW-2

62 SB-HW-3

63 SB-HW-4

 

Mitsubishi Karmann

83 MT_KR-1

84 MT_KR-2

 

Honda Pressure

8A HN_PR-1

8B HN_PR-2

 

Mazda Hotwire

A0 MZ_HW-1

A1 MZ_HW-2

 

Mazda Pressure

A6 MZ_PR-1

 

Mazda Flap

AA MZ_FL-2

AB MZ_FL-3

AC MZ_FL-4

AD MZ_FL-5

 

Suzuki/Daihatsu Pressure

C0 SD_PR-1

C1 SD_PR-2

C2 SD_PR-3

 

There are a number of jumpers inside the E-manage, most of which are

obvious to set if you have an application listed in the manual. Here's

a breakdown of the jumpers and what their purpose is.

 

Jumper settings inside the E-manage:

 

JP1 Ignition input pullup/pulldown select

1-2 A resistor is pulled up the +ve rail

2-3 A resistor is pulled down to ground

* 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)

 

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)

 

There have been a number of concerns with using the ignition harness on

7MGTE powered Toyota Supras (MkIII, late '80s/early 90s). The Supra

uses a "weird" ignition coil that's negatively switched that the E-

manage doesn't like, and the car won't run or will run poorly with the

ignition harness hooked up. Robyn figured out a workaround circuit to

invert the signal so the E-manage can correctly deal with it. Download

schematics/info here:

http://autos.groups.yahoo.com/group/emanage/files/Install%20docs/7mgteI

gnitor.zip

 

6. Installation problems and pitfalls

 

The biggest trick to installing any type of electronic device in your

car is make SURE you have good quality electrical connections.

Wrapping two wires together and putting some electrical tape around it

won't cut it. You need to crimp, solder, or crimp and solder ALL

connections.

 

Take your time with the installation – if you rush or hurry, you will

run into problems. Double-check all the connections in the manual.

 

The grey wire is usually a source of mystery – it's purpose is buried

in the Support Tool manual. That's the wire for the TPS – hook it up

to your car's TPS and you're golden.

 

Make sure, especially if you have an older car, that you have good

grounds and connections throughout your car's electrical system. Flaky

grounds and poor voltage can cause all kinds of weird problems that can

be compounded by aftermarket electronics like the E-manage.

 

The E-manage is NOT a sealed ECU, so it really does need to be mounted

inside the car. Trunk or the like would probably be OK, just make sure

it has some measure of air space around it for ventilation. Don't

mount it outside the car or in the engine bay!

 

If you are experiencing a no-start problem or have problems with the

ignition not working right, change jumper JP2 to position 2-3. This

helps in many circumstances. There is also updated firmware for the E-

manage available at http://groups.yahoo.com/group/emanage in the Files

section - this is also supposed to help with some ignition problems.

 

If you have an older car with a narrow range throttle position sensor

(old RX-7's, some Toyotas, etc.), there are a few tricks. Easiest is

to get a boost sensor of some kind and tap into that signal – most

boost sensors are 0-5v outputs, just like a TPS. With the boost

sensor, you dial in your airflow map with boost on the vertical axis

instead of throttle position. Works quite well!

 

There is a small bug in the Support Tool software. Here's info and a

workaround:

 

This procedure is for those who have problems using the Support Tool on

the laptop. There are scenarios where

if you use the PARAMETER SETTINGS and "Confirm" your changes, it will

cause your car to not run/idle properly

and not all parameters are saved to the E-Manage unit. This seems to

exist for Support Tool 1.11 and previous.

 

Questions, feel free to email [email protected]

 

 

1) Turn your car to ON

2) Go to the FILES section of the yahoo group and download the latest

US

language and the latest Main unit operating system.

3) Bring up your support tool to ONLINE

4) Go to COMMUNICATION and click on MAIN UNIT UPDATE

5) When it prompts you to TURN OFF MAIN UNIT, turn your key to OFF

position.

6) Click OK

7) Turn ignition to ON

8) Bring up your support tool to ONLINE.

9) Go to SETTINGS and click on PARAMETER SETTINGS

10) Make all your changes and select relevant maps. If you do not have

the additional harnesses, check the "Air Flow Adjustment Map". Also set

your Throttle Setting.

11) Click on CONFIRM. It will pop up asking you to turn off ignition

once. Go ahead and turn ignition to OFF. Click OK.

12) Turn ignition to ON. Reconnect support tool so it is ONLINE.

13) Go to COMMUNICATION and then click on EXPORT DATA.

14) Once that is done, click on CONFIRM for any pop ups you get. Then

turn the ignition to OFF.

15) Turn the ignition to ON and proceed to turn the car ON.

 

 

From this point on, NEVER reconfigure the PARAMETER SETTINGS or export

to main unit!!! This is what screws things up.

 

Any change you make on your air-flow map are automatically updated with

the main unit thus there is no need to "export".

 

Every time you start up your support tool and want to modify the maps

on the main unit, just IMPORT from the main unit and proceed to modify

it.

But again, never mess around with the PARAMETER SETTINGS or EXPORT to

main unit unless you go through the steps above again.

 

There have been some questions about using a USB-serial adapter on a

laptop that doesn't have serial ports to hook up the Greddy support

tool cable. The Belkin FSU-109 adapter has worked for some people, but

it didn't for one person - for them, the IOGear GUC232A worked

perfectly. Just make sure whatever adapter you get can be returned to

the store in case it doesn't work.

 

Part 4 to follow.....

[Guest Terry S]

7. Tuning and Using the E-manage

 

One big source of confusion on the E-manage is its ability to let you

use different airflow meters. While this can be done, there are some

limitations and rules to play by.

 

First off, you can only change an airflow meter for another meter of

similar type. For example, if you have a hotwire airflow meter, you

can use ANY hotwire airflow meter, even if it's from another

manufacturer. The software/firmware only has Japanese airflow meters

listed - US AFM's could be used in theory, but you'd have to find its

Japanese equivalent. Anyhow, if you have a flap-type airflow meter,

you can only use another flap-type; if you have a Karmann, you can only

use another Karmann.

 

This option might be helpful for Subaru owners who have had problems

with less-than-durable airflow meters - might be able to swap to a

Nissan unit, or even another Subaru unit that's hardier.

 

Second, you can't get rid of the airflow meter and use a MAP sensor.

Even if you add the optional Greddy pressure sensor, you must still

have an airflow meter in the system. The Greddy pressure sensor simply

adds another basis for your fuel maps in the E-manage - you can use it

to tune your fuel maps instead of the input from the airflow meter

(very useful if your airflow meter has run out of range), but that's

all internal to the E-manage.

 

 

8. Other Internet resources for the E-manage

 

The Yahoo! Groups mailing lists are the best places to start –

 

The big universal E-manage list

http://groups.yahoo.com/group/emanage

This page also has numerous files in the Files section, an install

database, and more.

 

The Supra MKIV specific E-manage list

http://groups.yahoo.com/group/e-manage

 

Subaru E-manage list

http://autos.groups.yahoo.com/group/subaru_e-manage

 

Mohd's E-manage site with sales, copies of the manuals, etc.

http://mkiv.com/tmp/emanage

 

Greddy USA's page

http://www.greddy.com

 

Greddy (Trust) Japan's page

http://www.trust-power.com

 

Japanese E-manage FAQ

http://kkano.hp.infoseek.co.jp/e-manage/

 

Another Japanese E-manage site

http://www.site-free.com/e-manage/

 

Translate Japanese pages to English

http://world.altavista.com

 

Toyota engine codes explained

http://www.toymods.org.au/engine_codes.html

 

List of Nissan engine and chassis codes

http://www.freshalloy.com/cars/nissan/super_matrix.html

 

E-manage install on a Ford

http://home.earthlink.net/~twilson1726/greddy.htm

 

E-manage install on a MKIV Supra

http://mkiv.com/tmp/emanage/2gz-gte_install/index.html

 

E-manage install on an SW20 MR2

http://www.wraithmr2.com/einstall.htm

 

 

9. The Profec E-01 boost controller and the E-manage

 

Greddy JUST released the new Profec E-01 boost controller to the US

market. Information is still light on the unit, but it does allow you

to hook the E-manage directly to it and fully tune and control the E-

manage. You don't have to have the Support Tool to use the E-01 to

tune it – just buy a regular A-B USB cable from a computer store and

you're good to go.

 

Not only is the E-01 a boost controller, it's also a central data and

information system. The E-01 will record data, monitor information on

the screen, give you peak/hold/warning features for any data streams

it's monitoring...it really complements the E-manage well. Even if you

don't intend to program the E-manage with it, it's really a handy

tuning aid as a laptop is rather cumbersome to keep in the car and

watching at all times!

 

The E-01 comes with the 1.29 firmware and updates the E-manage the

first time it's plugged in. This updates the E-manage to work with the

E-01, and should also include the ignition fixes in the 1.29 update.

 

The E-01 can fully control and program the E-manage. With the E-01,

you can record and monitor the E-manage's inputs/outputs, tune the

various maps, set up the unit, etc. You can save up to 3 maps in the

E-01's memory card and rather easily switch between them. In theory,

you can have multiple memory cards and swap in different maps.

 

The E-01 seems like a pretty good way to tune the E-manage, but initial

tuning should probably be done with a laptop. The E-01 is really

better suited for doing "tweaking" to your fuel maps instead of heavy

number-crunching tuning. Part of this is just the limitation of the

display, lack of an Undo function, etc.

 

The E-01 is also supposed to share its boost sensor with the E-manage -

there is an optional cable that goes from the E-01's COM port to the

Boost Sensor port on the E-manage. The E-01 can also datalog input

from Greddy peak/hold/warning gauges, albeit only one can be connected

at a time.

 

There is an option for the E-01 and the original Profec A and B boost

controllers call the Remote Switching Option. This is a small wireless

steering wheel remote with a button, a small receiver, and a cord to

plug it into the boost controller. The cord that plugs into the boost

controller looks EXACTLY like a stereo mini-plug. In theory, a remote

switch could be made - I have a feeling the circuit is relatively

simple. The function of the switch is to change from high to low boost

setting and back. It's a little pricey at $100 or so, making a DIY

unit very interesting indeed.

 

I will begin work on a separate E-01 FAQ - it's a complicated enough

unit in and of itself to warrant it's own document.

 

One word of caution - the E-01's boost solenoid ships with small

plastic caps over all the holes in the solenoid. These must ALL be

removed before use - leaving the unused port capped will result in

overboosting! Remove them all, install the appropriate hose nipples,

and you're good to go.

 

 

10. The Support Tool cable

 

This cable is a special cable of some kind – it doesn't seem to have

any advanced logic, but it is weird and special enough that you can't

just get one at a computer store. It plugs into your computer via the

serial port and into the E-manage with a USB plug.

 

Clone cables are currently available from Robyn in Malaysia. Here is

contact and pricing information:

 

People interested can send me US$40 either cash

(prefered) or bankdraft/money order made payable to

ROBYNTAN LEE YU CHEONG. Price includes worldwide

airmail delivery.

Send to:

ROBYN LEE

A46 MENARA MUTIARA

TAMAN TAR

68000 AMPANG

SELANGOR

MALAYSIA.

email: [email protected]

 

I have purchased a cable from him, and had quick response and delivery,

not to mention it works perfectly and is of high quality.

 

Information on making your own cable isn't known at this time.

 

 

END OF FAQ

[Guest Terry S]

For anyone wanting an e-manage, you could do a lot worse worse than http://www.mohdparts.com I have always received excellent service from him.

[Adam W]

Excellent info Terry. The key thing is the ability to extend the injectors pulsewidth directly, no other piggyback can do this AFAIK and it would be very useful.

[Ian C]

Originally posted by SimonB

Well, as I understand it from reading the stuff on that website it can also be wired in to the injector control lines as well using one of the additional harnesses, so it would control them directly as well as/ instead of fudging the airflow signal. Could be wrong though

 

Yeah, I thought that too Alas, it's not quite that simple. I was expecting you to be able to program in a fuel map, end of story. It actually seems a lot more complex than that, deep breath, here goes:

 

The E Manage intercepts the airflow and sets a %age adjustment to the airflow, we know that. With the injector harness you can specify an additional *percentage* of *the current injector duty*. Now this is important because it is definitely not a percentage of the maximum flow of the injector!

 

The injector duty cycle is already at a percentage of it's maximum flow according to what the ECU tells it to do. So if it's at 60% of maximum, with the injector harness you would think you could plug in a 20% additional fuel factor and get 80% of the injector's maximum flow. But what you in fact get is 20% of 60%, which is 12%, so you end up with 72% of the injectors' maximum flow. Confusing, no?

 

So I think it would be a bastard to get your head around and would cause a lot of headaches tuning it. This would have a knock-on effect to the cost to map it I'm sure

 

But as far as airflow-fudging goes, it's the best tool I've seen for the job (ignition timing too, hurrah). I'd love to use one to run a big single as it's cheap and it's relatively competent and has a decent interface for tuning. But, I just can't feel comfortable using an AFM fudge for such a change to the engine setup. Maybe I'm being too cautious?

 

-Ian

[Tannhauser]

Terry and everyone else - fantastic info, thanks! This thread has even answered questions I didn't know I had!

 

Provided I can get someone to tune the emanage for me, I think I might go for this in a few months.

 

Regards,

 

Cliff

[Guest Terry S]

Ian, what is your take on this from the FAQ's

 

"Second, you can't get rid of the airflow meter and use a MAP sensor.

Even if you add the optional Greddy pressure sensor, you must still

have an airflow meter in the system. The Greddy pressure sensor simply

adds another basis for your fuel maps in the E-manage - you can use it

to tune your fuel maps instead of the input from the airflow meter

(very useful if your airflow meter has run out of range), but that's

all internal to the E-manage.

"

[Guest Terry S]

Originally posted by Tannhauser

Terry and everyone else - fantastic info, thanks! This thread has even answered questions I didn't know I had!

 

Provided I can get someone to tune the emanage for me, I think I might go for this in a few months.

 

Regards,

 

Cliff

 

Cliff I would give Pete a shout. He wants to do it, and having a willing punter may be just the kick up the backside the whole thing needs.

[Tannhauser]

Cliff I would give Pete a shout.

 

Done.