I can tell you that an OBDII scanner will not be aware of any of the timing changes from the GEMU. It will still report what the OEM ECU is setting the timing to, and GEMU will modify the timing from that. So if you're interested in the true timing, you'll have to rely on the GEMU log.

 

My point was that even with zero maps, so no changes from GEMU, the logs were still different to the OBD scanner. Obviously they should differ if any changes are applied but my observation has been that they are skew and the difference increases with the revs if that makes sense.

I agree with Brian that the dyno data is the way to go, if you are lucky enough to have one. Its not the absolute values that matter but the result. In that mindset I do not read the Gemu logs as absolute values but as a guide to evaluate my changes compared to previous logs.

Regarding ignition and the Gemu, I have observed that it is possible to try to advance it, but the stock ecu applies knock retard, even when there is no sign of the engine pinging, and the net result is you end up with less timing. This is tricky to spot on the AP1 because I have not been able to find a way to monitor knock retard with the obd scanner. It is more prominent at the 2500-3000 rpm range where the ap1 ecu seems to me very sensitive to ignition timings. Too sensitive I would say. I can not see a way around this, unless the knock sensor is moved off the engine(a very stupid thing to do), or using flashpro that lets you modify the knock sensitivity...

 

has anyone done the TPS tap on the greddy harness?

 

It was built into my Greddy Harness as an optional connection you can make with bullet nose connectors. My Greddy EMU and harness were from an AP2 turbo kit. Not sure if a kit designated for an AP1 features a different harness.

 

thanks I saw those on the harness, will spend some time trying to figure it out

With a basic tune on the emanage the car made 217HP, thats with a stock airbox with a K&N filter, 70m exhaust, berk 70mm hi-flow cat.
Before I had 100octane racegas, full AEM Ecu, AEM V2 intake, 70mm testpipe and the same exhaust
So to lose only 5HP is not bad

 

hey for the emanage greddy ap1 harness is there an unused pin/wire I can use for the TPS intercept?
or anyone know how do I find a pin for the wiring to fit in the connector?

 

anyone got launch control working?

 

yes. whats the question? btw its not launch control, just a two (or three) step rev limiter.

 

can you tell me how its done realy quick or point me to somewhere I couldn't find anything

 

Yes,

In this thread we are discussing, about 12 pages back, you will find this post:

https://www.s2ki.com/s2000/topic/904...t__p__21509551

and here is a pic of my current setting for launching on a very slippery road. Note that my vtec is at 3600rpm so I'm probably stronger than a untuned s2000 at the launching revs. If you go that low on gripy tarmac you will probably bog down.





The start revs is your launch control (rev limiter with 0 speed).
the start->normal setting at the bottom is for how long this limiter should be active for. (even 40 is not long enough for me)

the throttle setting says how easy is to activate the launch control. Basically with mine set at 35%, its almost impossible to rev over 5000rpm standing still. You might want to go higher on this, as even if you overshoot the revs and then reach the throttle condition, the limiter will activate and the revs will drop back down to your set point.

The ignition adjustment is quite interesting. It only takes effect if you have the adj. tick box selected. This is ignition retard. On a turbo retard builds boost. On our cars, it just reduces torque, on top of the rev limiter working. Might be beneficial if you are getting too much wheel spin at launch. I believe that the suggestion is not to use it on NA cars, as the exhaust valves get extra hot if you keep on it for more than a few seconds. Also it has the side effect of huge flames coming out of your exhaust if you have no cat and a straight through exhaust and extra loud bangs!!!