eManage Ultimate

Well, my ultimate finally arrived today and looks very nice....

Just got to find out how to wire it in...

I've just had confirmation from Greddy USA that the manual will be in english by Wednesday next week.

In the mean time I've attached some screenshots of the Support Tool

Further screen shots

Front Panel

Toggle Switch (Dip) - 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.

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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.

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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)

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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 LED. 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).

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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, therefore 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.

Auxiliary 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.

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Other Added Features

RPM Signal Recognition Improved 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.

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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.

By all accounts and looking at the software, I can finally get rid of the MAF sensor..

Just need to work out how to do the mapping to suit it.

Gav

Just when I was happy with my map you bastard

-Ian

By all accounts and looking at the software, I can finally get rid of the MAF sensor..

 

Just need to work out how to do the mapping to suit it.

 

Gav

Plumb your MAP sensor into the EM Ultimate instead of the MAF

-Ian

That is what I intend to do, and then I can use the Airflow output map to send the right settings to the ECU..

Gav

And incidentally, does it use any of the original wiring looms or would it be best to start afresh with a full EM-U set?

-Ian

It comes with a complete harness of which two of the plugs, the airflow, ignition and injector harnesses are the same..

The additional harness controls stuff such as the intake temp and water temp adjustment as well as some other things, which I have no idea what they are yet till I a)learn japanese, b) get the english manual from Greddy USA

I'm practically salivating ffs I'll be getting one of these after 10otb!

-Ian

Should Thor be able to set one of these babys up? I'm looking to buy one soon

Most of the basic maps are identically the same, it just has some additional features....

Gav

Glad to see it arrived Gav

I think you'll find a PM awaiting you from a couple of hours back

Wow! I could seriously get in a mess with this kit and all those buttons..

so this will get rid of the MAF too? let me know how much it cost you please Gav

Just a learner question then: What is the MAF? And why would it be good to get rid of and use the MAP as mentioned earlier?

So it's looking good Gav?

And how much does it run for??? It looks too complicated for me, just put in an AEM and call it a day. The emanage is a nice startup setup but ignition wise you have no control over the stock ecu. Even if you wire the ignition harness and tune it. It's all over the place. I wouldn't install it on a high HP vehicle at all. For me there is only two ways to build a Supra, either go VPC/GCC or AEM, anything else is just not working as it should be.

Cheers

And how much does it run for??? It looks too complicated for me, just put in an AEM and call it a day. The emanage is a nice startup setup but ignition wise you have no control over the stock ecu. Even if you wire the ignition harness and tune it. It's all over the place. I wouldn't install it on a high HP vehicle at all. For me there is only two ways to build a Supra, either go VPC/GCC or AEM, anything else is just not working as it should be.

 

Cheers

i think i'll stay VPC/GCC for a while then. did you ever try the safc with the VPC? thats what im trying next

Just a learner question then: What is the MAF? And why would it be good to get rid of and use the MAP as mentioned earlier?

 

So it's looking good Gav?

MAF's are only installed on uk spec and vvti,s. basically its a air flow sensor that tells the ecu how much air is going in at what temperature so the ecu can add/remove fuel to suit. only really a restriction for higher horse power cars on the uk spec, not sure about the vvti though

just put in an AEM and call it a day

Not as easy as that, I would have if I could, but I'm running the VVTi system, and as has been shown many times, nobody has got the VVTi system perfect on standalone systems, and AEM don't have a plug and play for it yet.

Gav

Not as easy as that, I would have if I could, but I'm running the VVTi system, and as has been shown many times, nobody has got the VVTi system perfect on standalone systems, and AEM don't have a plug and play for it yet.

 

Gav

Agreed, although if i ever buy a newer Supra which will be unreasonable at my upgrade stage i would probably take the whole vvti and drive by wire system out of the car, since it doesn't do anything for power. Either way the intake manifold would be a VS style , and change the head is no big deal, since i would buy new camshafts etc. a core head for a TT is like 700 bucks new, so no biggy. and then just change the crank pulley and done.

Cheers

Agreed, although if i ever buy a newer Supra which will be unreasonable at my upgrade stage i would probably take the whole vvti and drive by wire system out of the car, since it doesn't do anything for power. Either way the intake manifold would be a VS style , and change the head is no big deal, since i would buy new camshafts etc. a core head for a TT is like 700 bucks new, so no biggy. and then just change the crank pulley and done.

This is where I would have to disagree, the FBW adds a lot of protection to the engine for things such as knock control and other bits and pieces... it is the one feature I would REALLY be loathed to remove..

Terry would be able to fill you in that bit..

Gav

Dimitri has been in my car Gav, and he knows how well it goes;)

Dimitri's requirements are a little extreme so he would need a bigger TB, therefore the FBW would need to go, but, think as discussed recently, removing the VVTi system would be a retro step. I dont agree with the statement that the VVTi does nothing for power though

I don't agree with the statements on the E-Manage either sounds like a circa 2003 attitude to it

How anyone can say the EM-U is too complex, put an AEM in instead is beyond me

I wouldn't have an E-Manage for anything requiring bigger than 850cc injectors, and I suspect Dimitri's setup is precisely that but the EM-Ultimate seems like it'll do those no prob by directly controlling the injectors without fiddling the airflow signal - a huge leap forward in piggyback tuning, especially with the myriad of other functions and improvements offered.

-Ian