Emanage Ultimate Revlimit Works, but need help
No....just ASSuming since the car falls flat and I know from the logging that fuel is there.
Per the FSM, ignition advance comes from a map which is based on injection pulsewidth and RPM as load values. What happens is when the fuel cut occurs, ie IPW drops from say 12ms down to 1.4ms, the corresponding ignition advance value will be whatever timing was in those load areas...not zero though. IMO from my logging and the ever UNreliable seat of the pants, the timing drops off considerably since the RPM and pull feeling does also. Again, assuming I can actually add timing, the RPM seemed to respond by increasing or at least holding vs. no advance and falling until fuel came back.
An OBD scan log past the rev-limit would be great to see what happens to the stock timing at least. I tried to get the 350Z pu$$ies to log some runs for me, but nobody even NA seems to want to push beyond the stock limiter.
Again, from what I've logged/seen, you can push the EMU to 7500rpm most likely, I've buried the tach well past 7000rpm on a rev-bounce racing a jacked up Chevy in Vegas the other weekend. I've never seen the tach go that far without the EMU.
Per the FSM, ignition advance comes from a map which is based on injection pulsewidth and RPM as load values. What happens is when the fuel cut occurs, ie IPW drops from say 12ms down to 1.4ms, the corresponding ignition advance value will be whatever timing was in those load areas...not zero though. IMO from my logging and the ever UNreliable seat of the pants, the timing drops off considerably since the RPM and pull feeling does also. Again, assuming I can actually add timing, the RPM seemed to respond by increasing or at least holding vs. no advance and falling until fuel came back.
An OBD scan log past the rev-limit would be great to see what happens to the stock timing at least. I tried to get the 350Z pu$$ies to log some runs for me, but nobody even NA seems to want to push beyond the stock limiter.
Again, from what I've logged/seen, you can push the EMU to 7500rpm most likely, I've buried the tach well past 7000rpm on a rev-bounce racing a jacked up Chevy in Vegas the other weekend. I've never seen the tach go that far without the EMU.
Originally Posted by DandyMax
Did you verify what the timing was with an OBD scanner past the rev limit? Do we know for sure if/how much it falls off? If the ignition continues past the stock rev limit with zero fuel then there's got to be at least some base timing still there or perhaps it's programmed in that region independently of IPW. But as long as there's an ignition signal then we'd just have to add more timing if need be with the EU (maximum is +/- 30 deg). Granted, on other piggybacks that can't advance timing well then it could be a bit different problem...
I'm wondering also how far the stock ignition map goes. I had hoped Alex would go higher than 6900 or so when he did it (no offense Alex
). I'd like to extend the limit all the way up to a good 7500 or so to see how far it will work. My gut feeling is that the ignition map will go at least that far but I won't know until I do it. I should be able to do this on Saturday when I get the car back.
I'm wondering also how far the stock ignition map goes. I had hoped Alex would go higher than 6900 or so when he did it (no offense Alex
). I'd like to extend the limit all the way up to a good 7500 or so to see how far it will work. My gut feeling is that the ignition map will go at least that far but I won't know until I do it. I should be able to do this on Saturday when I get the car back.
You guys are brave for bringing the car close/beyond 7k RPM on stock valve springs/retainers and rod bearings. 
valve float = bye bye valves
failed rod bearings = bye bye motor
The Evo guys blow so many motors from overrevving. Stock is 7600 and they decide to go 8000-8500. Sure it works fine at that RPM for a while but then a rod bearing fails and BOOM.
Just be cautious...
valve float = bye bye valves
failed rod bearings = bye bye motor
The Evo guys blow so many motors from overrevving. Stock is 7600 and they decide to go 8000-8500. Sure it works fine at that RPM for a while but then a rod bearing fails and BOOM.
Just be cautious...
I'll take the chance on revving up there. It's not like I'm going to stay there for a long period. Krismax went up to 7500-7700 hundreds of times on stock valvetrain. And I'm only running a 3.0 this season, after that a 3.5 goes in. So I'll accept the risk. I won't continue to rev that high if I'm not making enough power to make it worthwhile.
I am aware of what the FSM says on how timing is determined. I'm just saying that we don't know what the actual timing # is at that point, but even so it shouldn't be of any big consequence if we can advance with the EU. Since the EU can go up to +30 deg it should give enough room to play as the stock value is unlikely to be so low at that rpm that +30 wouldn't be enough. Even if it were similar to idle advance (9-15 deg or so) +30 should give enough adjustability. When I do some testing (should be this weekend) I'll hook up the Consult as well and get some timing numbers past the rev limit.
Now of course I'm thinking only about the EU. If Matt is trying to do something similar on another unit like the EB then it's trickier. But I'll let him worry about that. I've got enough on my plate already.
I am aware of what the FSM says on how timing is determined. I'm just saying that we don't know what the actual timing # is at that point, but even so it shouldn't be of any big consequence if we can advance with the EU. Since the EU can go up to +30 deg it should give enough room to play as the stock value is unlikely to be so low at that rpm that +30 wouldn't be enough. Even if it were similar to idle advance (9-15 deg or so) +30 should give enough adjustability. When I do some testing (should be this weekend) I'll hook up the Consult as well and get some timing numbers past the rev limit.
Now of course I'm thinking only about the EU. If Matt is trying to do something similar on another unit like the EB then it's trickier. But I'll let him worry about that. I've got enough on my plate already.
I'm willing to try this with an OBD-2 scanner and my EB if a gameplan can be formulated within the next few weeks. I'm probably going to be putting a DEK in in a few weeks so I could try some things on my current motor.
I have a question though. Hal installed my emanage when it was his car so I don't know if it has diodes or not - which supposedly prevented the EB from advancing timing on our engines. Where do I look for these diodes, and what firmware do I need. I've got extra coilpacks so melting some wouldn't be an issue.
I have a question though. Hal installed my emanage when it was his car so I don't know if it has diodes or not - which supposedly prevented the EB from advancing timing on our engines. Where do I look for these diodes, and what firmware do I need. I've got extra coilpacks so melting some wouldn't be an issue.
On the EU, you can change the number of ignition inputs to different number of outputs and on the blue you can just reconfigure the wiring...not sure if that helps or not though.
Originally Posted by SR20DEN
Coil 1 on plug 2, etc;
-55º = +5º
-55º = +5º
Or will I 
Well I want it working semi perfectly. I have been waiting for about a year for my JWT ECU to come back to me, so if I can get a refund without bending over backwards EU looks to be in my future.
You say you added fuel, since those first two logs, right?
Can you post those, but zoomed in with RPM or IPW limits set?
The first two are not good/safe, since IPW which is what you want stable appears to be falling with the fuel-cut.
Can you post those, but zoomed in with RPM or IPW limits set?
The first two are not good/safe, since IPW which is what you want stable appears to be falling with the fuel-cut.
See how in yours, the I/J Outputs spike and then fall...the valleys is where the Add Inj map needs to add fuel to keep from going lean. It takes a bit of playing with, but eventually you want a straight line across instead of spikes/valleys. Where that line sits should be determined by the WB02.
I'll PM you my email address...
I'm not sure I can help, since I've never used the Autotune, but if you have a log from the same .em2 file, I might see something.
You aren't running Autotune all the time right? Only when you're trying to figure out what to put in your Add Inj map, correct?
I'm not sure I can help, since I've never used the Autotune, but if you have a log from the same .em2 file, I might see something.
You aren't running Autotune all the time right? Only when you're trying to figure out what to put in your Add Inj map, correct?
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