Just wanted to know if it's compatible with a Maxima..

 

Links and Pics would help

 

http://www.greddy.com

It's called the e-Manage.

 

http://forums.maxima.org/showthread....64#post1682664

SteVTEC's post... "no VQ is currently supported."

 

Hmm, I thought I read somewhere that Greddy was using it on their turbo 350z?

 

Thats possible i 4got about the 350Z...

 

OK then.. Someone buy my S-afc2 and I'll be the first to experiment with Greddy..

 

I'll buy your AFCII for 25% off... Deppreciation

 

Hmm too bad I'm gone for so long! I ordered my emanage a few days ago. It should work with our VQs. I have been doing some research into it even though the manuals don't have it in there doesn't mean it cannot be supported. I think I have figured it out but if anyone is having problems, let me know, I might be able to help or there might be something I overlooked.

So far I can see that they support coil-over plugs, MAF Hotwire-4 and our injectors. Boost is common to all so nothing special there. It can support V6 engines. Those are the only major issues that would not allow us to use them on our VQ30DE or VQ35DE engine management systems. You really do need the software and programming cable to make any use of it though. Has anyone actually tried it yet?

 

The timing signals might be an issue? POS, CAM and REF. Have you looked into that yet?

 

Hmm didn't see this until today. It doesn't receive signals from the crank or cam ref sensors. It probably takes ignition timing off the wiring for the triggers to the coil packs since it hooks into the ignition system. From these it can advance or retard timing. This would be similar to the J&S I assume, only this can advance timing and when I want it. Hmmm, I wonder what would happen if I did both the J&S and this? A big mess?

The only thing I am curious about is the injectors. It splices into those rather than intercepts them. I wonder if it actually modifies the individual injector signals or trick the ECU by altering airflow like the S-AFC. In any case, it should work if it works with the VG30DET.

Well, I guess I will just have to try it ... and maybe sell it if it doesn't work! At least I have access to scopes and stuff so I should be able to say exactly why it doesn't work if it doesn't. I heard some people have tried this and not been successful ... could those people speak up?

 

Only thing that turned me away from this is the fact it sets only 5 points on the RPM range.

 

You will need a timing reference signal to set ignition timing, CAM, REF, or POS, it has to use some combination of them. The ignition coil trigger wires are timed by the factory ECU, it could retard like the J&S if its hooked to the coil pack wires, but it could not properly advance because it will be down 1 motor revolution per timing event.

 

This is where you lost me. So you are saying it cant advance the timing but can retard it?

What about the SAFC II? Can that work for retarding and advancing the timing when it detects knocking?

Excuse my ignorance, I dont understand much of this knock and retard and advancement of timing.

Dixit

 

the AFC2 has a primative monitoring device, and it can not retard timing.

 

So really all these devices do is monitor, and not really retard/advance like the J&S you have i take it.

Now the only thing I dont know is at what psi or point will I be required to run the J&S. I look at Turbo97 who pushed 12.5psi, I dont think he had a J&S. So that seems to boggle me on that.

Dixit

 

I get unaudiable detonation at 10psi acording to the J&S, by the time you hear it damage has usually been done when using boost or juice. I am not intercooled, if I was to run an intercooler or higher octaine gas I could run more psi before any detonation. My bet is that Nigel is getting a bit of unaudible detonation at some where near 12.5psi.

In my next dyno session I will be tuning in alcahol/water injection, its a form of intercooler and octane enrichment. I be able to turn the J&S down a bit and get a power gain from this.

Do you understand how the J&S works? Yes it detects knock and can intervine and protect the motor by retarding ignition timing. But the most usefull feature is the ability to retard ignition timing based off of boost level. By retarding ignition timing the peak cylinder pressure is reduced because combustion is "retarded" till later in the compression stroke of the motor so the combustion gas's are vented sooner in their combustion process and thus does not allow cylinder pressures to peak beyond the point of normal combustion resulting in detonation.

Maximas have conservative ignition timing from the factory. That is why we can run 10psi before any detonation problems. Mustangs and Camaros, for example, have their ignition timing relativly optimized (more advance)and can only run ~8psi before having detonation issues and needing an intercooler or timing retard.

One thing I may try at Swift this Sunday is to use a G-Force ECU modified for NA performane. It has optomized (advanced) ignition timing compared to a factory ECU. With the water/alc injection and J&S I should be able to run this modified ECU while dancing on the edge of optimal ignition timing and distruction, resulting in a substantial increase in torque and some hp also. Or just a blown motor

Read the J&S technical information area on their web site about detonation to get some more info on this too.

 

Very informative there. That is what I like to see, a Senior (technical) teaching a Junior (not as technical) how the stuff works instead of getting brushed off.

I will read more into this. For now the boost will be set around 8psi. I will be pushing it to 12psi as soon as the tranny work gets done. NRH Transmissions will be doing the custom auto tranny work with Posi Traction, cyro treated gears, modified gear ratios, strengthen tranny case, basically the works.

What time will you be there Sunday, I actually pick my car up Saturday afternoon and will be in the DC area by 1am. Mo asked me to bring it by for him to take a look at it see whatelse HE might want to add to it for more performance.

Dixit

 

IIRC session is from 3-5p, please come by I would like to check it out too

 

local dyno meet?

Dixit, if you are going to bring your car up to Swift this Sunday, let me know... I might drop by...

 

I'll bring it by, But Im kinda dont want TOO many people seeing it just yet. More so cause Im still being a bit paranoid about when my stuff got jacked up.

But yes I will come by IF I get back without any issues.

Matt, 3-5? 2hr session?

Dixit

 

yup

 

Hi

There are two or three things in my favour here:

1. I am intercooled, allowing me to run more boost.
2. Our gasoline has about 10% ethanol which raises the flashpoint of fuel helping to prevent detonation ... just a little
3. Altitude - less oxygen per unit volume even though it gets compressed by the hairdryer

It is possible, though I think it is unlikely that I am getting detonation. The A/F ratio seems OK except right at the top. A/F ratio can't give indivdual cylinder information though.

Well if I am getting some detonation, I don't really care since I am building my engine. Rods and pistons should be back by the time I get back home. I need to decide what to do with my block still. Sleeving is gonna be ridiculous!

As far as how the timing advance/retard works, there definitely is no crank POS, REF etc signal, it says so in the manual. I suspect what it does is as follows ...

firing sequence is 1-2-3-4-5-6-1-2-... .
When 1 fires, it knows when 2 is supposed to fire based on rpm, so it probably uses 1 as the trigger to set when 2 is supposed to fire and can advance based on this. For retard, it can take when the ECU fires 2 and retard that based on rpm. Similarly is uses 2 as a trigger for 3 etc ... because it is a cyclic process it just continues to do this for the specified map. In doing things this way, the timing may not be entirely accurate being off by 1-2 degrees. It may also compare the signal when 1 triggers to fire 2 and compare it to when the ECU is actually supposed to fire 2 and adjust for firing 3 if it sees that it is off by more than 1 degree. This is just a theory, but I think it is a possible one since it does not receive a crank signal.

The manual actually says "timing may be off by +/-1 degree since no crank signal is fed to the emanage unit" or something close to what I quoted.

Well have fun tuning, people!

 

Yep, Greddy used emanage in their 350Z

http://www.club350.com/News/GReddy%20News.htm

 

where can i see this j&s piece.

 

Search under Mardigrasmax name

 

www.jandssafeguard.com

 

How is the e-manage going? It is only 5 points IF you don't hook anything up to it. If you have the special cable and software you can tune 16 by 16 grid, fuel and timing. Minor fuel adjustments are built in. If you want larger fuel adjustment and timing adjustments you need to buy special harnesses. The injector harness does intercept the injector wires themselves but allows for larger injector calibration automatially. Timing unit allows advance or retard again across 16 by 16 grid. If Greddy used it on their 350Z than no problem for the 02-03 Max. I just installed an S-AFC II limited edition in my GS400 and am looking at the e-manage for the Max since it can do timing. If anyone needs the instruction to install S-AFC on a max I can make them but I need the wiring diagram for it. It looks to be a great unit especially considering the price. I'm very impressed with the unit so far. I'd like to see how other people like it though.