Oh yeah lol duh. I forgot the conversion factor will change when I change the injector scaling from the 370 scaling to 650 scaling.

 

650cc are hugh, so my guess is that you'll need to add some fuel back in the AirFlow table for the idle RPM range inorder to hold an idle. Otherwise, you'd better get the EU, so you can directly reduce IPW.

 

I need to read over that whole million page EU thread, I haven't since like the first few pages.

I want EU because of the 2step, hands down. But right now without proper VQ30 firmware available, the EU can still do these things, right?

1) Retard timing
2) Add or subtract fuel

 

Your high MAF voltage is because you're using the Airflow Adjustment map to add +50% instead of using the Additional Injection map to add fuel.

This is messing with your timing. What timing adjustment are you making?

Would you mind emailing me your *.GSC file for curiousity sake?

 

I can't answer that, since I haven't verified them. Dandy has tried and says he couldn't retard timing.

I don't see why the EU couldn't based off just RPM input like the blue emanage, but then again, it's untested/unproven.

 

I mistyped that, I don't have the airflow adjustment map maxed out. I only have it at +10% not +50% at WOT.

I hit 4.9x volts at WOT around 5200rpm with my airflow adjustment map at only 10%. I don't know what the MAF voltage does as it gets close to redline because the only time I monitored it while WOT, my laptop powered down about about 5200rpm because the battery sucks so bad it only lasts like 5 minutes. So I never got to see what it did as I closed in on redline, and I haven't tried since.

I don't know if I can get the laptop to work on the internet to send you the file. It doesn't have a floppy drive nor a CD burner so if I can't get it to work on the internet then I have no way of getting the GSC file off of it and emailed to you. I will try in a bit.

Timing I'm pulling 6 degrees across the RPM range at 12psi up til 5000rpm then i pull 5 degrees at 5500 and 6000rpm, pull 10 degrees at 6600.

I was under the impression that adjusting the Airflow Adjustment map did NOT affect timing (unlike with SAFC, if you adjust fuel in SAFC you affect your timing).

 

Ice, how did you educate yourself on the emanage system? I am impressed with your knowledge. Another solution if the MAF is maxed is to run a 90mm Lightning MAF or better yet, SCT's Big Air MAF.

More info on the SCT Big Air MAF:
http://www.suttonhp.com/store/item.a...D=41&ITEM_ID=5

 

Look back to post #2 in this thread >>> where is states this...

You stated it can retard timing as of now..that is crutial to know before I fork out the $740 for the complete package

Now I'm really confused

-matt

 

what I'd really like to know is, what setting would be used to accomodate this MAF?? I mean it can't be as simple as just splicing it in and switching the settings on the parameter screen....or is it??

 

That still increases your MAF voltage, which you don't want to do. Use the Air map to pull fuel and the Add map to add fuel.

I'd really like to know, especially when you ran 14.5psi and blew your head gasket. However, you did have your R500 hookedup, so your AFR wasn't lean, right?

How did you come up with those?

The Airflow adjustment map does EXACTLY what the SAFC does, ie conditions MAF voltage, which indirectly changes timing. The Add injector map doesn't mess with the MAF voltage by directly increasing injector pulse width, however I'm not 100% sure that's true always, ie closed-loop vs. open-loop, per the FSM.

 

JWT would be a good source to call for information:
http://www.jimwolftechnology.com/wol...WIRINGINST.PDF

I am sure it could probably be done, but who wants to be the guinnea pig?

 

Don't be...most of it is from this site, my350Z.com, yahoo emanage groups, and especially reading both manuals provided by Greddy.

There are far more knowledgeable people out there like Sharif on the my350Z.com board.

 

I agree...Dandy hadn't mentioned he had actually tried and wasn't able to retard timing until yesterday/today? I just ASSumed the EU could do what the blue version did and based on what the 350Z guys and others are doing. I'm still not convinced it can't, but Dandy has the only VQ30 experience trying.

Sorry for misleading, you may want to wait after all.

 

Yeah,I wonder myself too,I need to download some of that stuff from his brain,LOL,J/K Icy.So let me get this straigh?If I go with bigger injector like DW555(wouldn't 370cc work better,but can't handle 14 psi without maxing out the duty cycle?)and Z32 maf,at what psi would I max out the Z32 maf?What's the good injector size that work with the Z32 maf and not maxing it out around 14 psi of boost?BTW I got the Emanage blue,not the EU.Can you tell me more on how to use the Emanage blue to datalog the WB02 please?Thanx a zzzziiiiiiiilllllllliiiion Icy.

 

I saw only 44-50% IDC at WOT at 10-12psi with DW590cc injectors and Z32 MAF....at 18psi saw a little over 70%(but I can't remember exactly, but know it wasn't maxed yet). this is on the Blue, but would probably be the same on EU as well

 

Hmm I could have sworn I mentioned testing the timing advance and retard somewhere in the long thread, but if somehow it slipped through the cracks I apologize.

Basically I could never get timing control (either adv or ret) to work using coil inputs. Greddy seemed to think there shouldn't have been a difference b/w coils and tach, but I should have done more using the tach, perhaps Mingo can do that now that he's got his wired in. I'll PM him. Bottom line on timing I guess is that it didn't seem to work with coil inputs, and we're unsure yet about tach. And obviously the crank signal doesn't yet work.

As for Neal's question about fuel control, I was able to successfully add and subtract fuel via the IPW map. No problems there. I verified that independantly via my WBO2 logging.

 

HOLD on a sec... maybe we've been making one bad assumption here: can we actually verify any EU timing changes with a Consult/OBD scanner?

Why would the scanner show any difference? It should simply be displaying the total timing value as obtained from the ECU's memory for the current load cell and calculation cycle etc, shouldn't it? How would the ECU (and therefore the scanner know that the EU had retarded the firing after the fact (ie-after it sent the signal)?

If this is the case then how would one know the true, adjusted timing... timing light?

It was hard to verify on the EU even as the software never seemed to be able to display the total timing value correctly w/o the crank input. At least on the versions I tried. Don't know about the new one.

But perhaps the retard is working? Am I on crack here? lol

 

thats weird how between the Blue and EU this has now changed(although this is Greddy we are talking about). I will say when I pulled 2-5* on the Blue the car(99se) did in fact respond as a "retarded" car would, but are you saying you felt no performance difference at all when you tried to retard on the EU? working the the Blue bugs out last year took long enough, but trying to figure out this EU madness is driving me crazy

and like you said I don't think Consult would work since EU outputs the "modified" signal after the ECU...although don't the Crank and cam pos sensors give some sort of feedback to the ECU as far as timing

 

I could think of two way to verify that it is working, either use a timing light to check it, or pull enough timing that you would know the car is running obviously slower. i would think that the timing light would be the safest thing to do

 

Yah but I probably didn't go as far as I should have with the retard because I wasn't seeing changes on the scanner. So it's possible it might be working. I don't know why this scanner thing didn't occur to me before; it should have. I'm probably guilty of doing too many things at once and not concentrating enough on a single thing at a time. Time is always tight. There's a new year's resolution for me. lol

Of the top of my head, the only way I can think of that the ECU would have timing feedback would be indirectly, like in the case of a misfiring, where it can detect uneven crank rotation speed. But would you necessarily get that if all cylinders are being retarded the same amount?

 

The first time I blew the HG was because I was getting no additional fuel added because the harness for my pressure sensor was messed up and I didn't know it because I didn't have a wideband at the time. The second time I blew it was while brake boosting - I had run 14psi daily, and gotten on the car alot more in the weeks prior to blowing the HG but had never brake boosted it. I assume it had something to do with the load put on the car at low RPMs. I don't know for certain if my AFR was good or not, I know the AFR is good all the times I've checked it, for the entire RPM band, but I wasn't actually looking at the AFR the single time that I brake boosted, I was watching the road.

The timing values are the values Hal had in there with two more degrees pulled in each cell above 10psi.


Right now as the car sits I can't use the Add injector map to add fuel since I am using sub injectors. I don't like relying on the sub injectors because I don't believe each cylinder gets even flow to it, and I also plan on getting a VI again, which I do not feel comfortable using the sub injectors with. I will be retuning on the add injector map once I have the big deatchwerks injectors installed.

 

Haha...you're right. I missed that one. I agree...once the ECU fires the coils, it has no idea what the EU is actually doing.

Until someone gets this bish on a dyno and does some testing and/or Greddy releases the fix, we won't know if directly changing timing works.

However, indirectly changing timing via Airflow table/MAF conditioning would be loggable via Consult port/OBD logger.

 

Why?????????

 

If you were on a dyno, maybe a timing light would work, since you'd need to be in open-loop. Idle values or reving won't be valid.

 

Thanx DA-MAX,this is really helpful for me and hopefully other too.

 

Because the 370cc injectors are maxed out at 5000rpm anyways. Add injector map controls the 6 main injectors, but the 6 main injectors don't have the capacity to provide enough fuel beyond 5000rpm. That's why I have to use the sub injectors...

 

i have no way of seeing if timing will work, unless a timing like works. only one i know with one of those is a friend of mine 5hours from me, back at home.. unless kragens or autozone rents something i can view timing with... i just bought an autoxray 2000 and it seems like i can monitor some live data once i update it... i'll try to see what i can do.