I wanted to understand more about e-Mange and how other have tuned with it. There seams to a few mixed messages I have read and I wanted to naildown a few of them.

1. Air Flow Adjutcment Maps
This map (from what I understand) is to be used to fool to the ECU to add/remove fuel.
2. Additional Injection Maps
This map adds/removes fuel only. It does not fool the ECU, it just overides the injector pulse width signal.
3. Boost Limit Cut Settings
This is simply a clamp on the voltage seen by the ECU from the MAP sensor. Enabling you to hide positive manifold pressure.
4. Aux Output Settings (Vtec)
This allows you to adjust the Vtec crossover point. In the newest version of the software/firmware, you can adjust based on RPM and Manifold pressure in a 3x4 map.
5. Ignition Timing Adjustment Maps
This maps allows you to advance or retard the timing.

So my question is (#1 and #2), why adjust the Air Flow Adjustment Maps and the Additional injector Maps? Since they do basicly the same thing in differant way. It makes more sense to only adjust the Additional Injection Maps. My quest is that you don't need the injector harness to use this method, but you do for the other. Since it is an optional part (reads as costs more).

Add in the boost cut settings, now you have fooling the ECU all over the place. From what I can figure out, all this does is clamp the voltage to hide the positive manifold pressure. So if you clamp it at 2.90 (0 PSI) and you use the Air Flow Adjustment Maps, you could end up showing more MAP signal to the ECU and it would have tyo adjust.

The simplest way to add/remove fuel would be to use the Additional Injection Maps. Am I missing something?

My primary goal of this thread is to start to understand the ins and outs of tuning, not so I can do it my self, but to help me spot someone who does not. If in the end, I learn enough to tune it my self, then great. All in all I find the number of tuner in my area (Houston, TX Pop 4,000,000) to be telling. There is may 1 or two known tuners. Each has their own issues that would stop me from using them. It is not price, but their business practices that keeps me from using them.

 

On my turbo MAP the Air Flow Adjustment map is left alone. Fuel tuning is done only by the Additional Injection map. I'm currently clamped at 3.05 per UR's suggestion, but I also hear 2.9 works great. I haven't had any problems and no CEL's.

 

With my SC maps and 440cc injectors, both fuel adjustment maps where used.

Airflow adjustment for low RPM/idle to remove fuel

Additional injection was used in boost to directly add fuel.

In my experience the timing contol function isn't the best. I had to remove a large amount of timing to prevent audible detonation before VTEC.

It was so bad I never developed a full timing map, I allready had a funtional non-detonating split Second timing controller, so I used it instead.

It was either pull 10+ deg with the e-manage to keep it from detonating below 4K, or pull 6 total at 9K with the SS unit.

 

It seems that a couple posts I have read said they pulled quite a bit of timing with the emanage. Do you think this is due to the nature of the tune or do you think it is caused by the emanage being inaccurate?

 

The E-manage timing control wires into the Coil output signals from the PCM. I believe the added circuitry of the e-manage leads to the detonation issues, even with the maps zeroed. This is considered an output shift, as the emanage is manipulating the PCM output for timing control.

The Split second unit wires into the crank position sensor, and is a input shift.

I just had better luck using it.

 

Slow, Assuming stock injectors, what about my other questions?

 

The Air flow adjustment map is an indirect modifier of the fuel maps, all via changing the MAP sensor input. Changing MAP input also moves the timing maps as well, not just the fuel maps. (That's why leaning out a NA car with a VAFC makes a little extra power, the spark timing is changed as well as the fuel)

The Additional injection map "adds" fuel directly without the PCM seeing a input change. You aren't faking a signal to get an output, you're adding fuel directly via the E-manage adding a extra injector signal.

You won't be able to fudge the MAP input over the Boost cut setting to far. If the PCM does see a "boost" MAP reading, it's going into limp mode. A few tenths of a volt over 2.9, but much over 3V will caise some problems.

Zero you boost cut settings and see what it does will be the quickest way to find the threshold, Just be aware that the "boost" voltage threshold will vary on based on the baro sensor. (altitude, etc)

 

Can you expand on tuning theory a bit. It sounds like the more boost you add, the more fuel you need. Also you need to pull some timing to delay the spark.

I am trying to get a firm understanding so the tunner can't BS me.

 

2.9v wasnt right for my car, I had to set it at 2.86 for it not to go into limp mode.

Both my air flow and inj maps are adjusted in mine, how well its done is questionable though.

 

You've pretty much got it, the more Air the Turbo or SC is putting in the engine, the more fuel that needs to be added. to keep the AF#'s in a healthy range.

Best peak power is found by playing with the ignition timing, I just wouldn't reccomend exploring advancing the timing with the e-manage. If anything you'll be retarding it most of the time to keep it from audibly detonating.

The PCM is always actively pulling timing at all times based on knock sensor input. It's going to run as much timing advance as it can. Sometimes it's not quick enough to keep the audible detonation away. It's also of note the engine will make more "noise" (to the knock sensor)with an added FI system than a NA one.