they go quite rich over 8500. so yes.

its not your fuel trims, as they appear perfectly ok in your screen shots.

I do not suppose you have messed up your injector setting in the vehicle settings tab. Its supposed to be all 0, like the screenshot here.

 

they go quite rich over 8500. so yes.

its not your fuel trims, as they appear perfectly ok in your screen shots.

I do not suppose you have messed up your injector setting in the vehicle settings tab. Its supposed to be all 0, like the screenshot here.


[/quote]

I meant as rich as my dyno chart showed as early as it showed. I guess I could google some stock S2000 dyno charts with AFRs on them.

I can certainly double check that tonight. I'm planning on logging what AFR my stock oxygen sensor is reading tonight with some 3rd gear freeway pulls.

I'm facing two problems here.

Problem 1) I have a huge power dip with the stock ECU right as power is really supposed to start ramping up (I really wished he would have finished that pull)

Problem 2) An untuned, brand new GEMU seems to have made it worse (the only thing I had set was the motor type and the throttle voltages)

 

they go quite rich over 8500. so yes.

its not your fuel trims, as they appear perfectly ok in your screen shots.

I do not suppose you have messed up your injector setting in the vehicle settings tab. Its supposed to be all 0, like the screenshot here.


[/quote]

I meant as rich as my dyno chart showed as early as it showed. I guess I could google some stock S2000 dyno charts with AFRs on them.

I can certainly double check that tonight. I'm planning on logging what AFR my stock oxygen sensor is reading tonight with some 3rd gear freeway pulls.

I'm facing two problems here.

Problem 1) I have a huge power dip with the stock ECU right as power is really supposed to start ramping up (I really wished he would have finished that pull)

Problem 2) An untuned, brand new GEMU seems to have made it worse (the only thing I had set was the motor type and the throttle voltages)
[/quote]

Ok, let me take another guess. As I said stock s2000 go quite rich up top, so a 11 afr is possible after 8500. BUT:

1) on your stock power graph, it appears as if the exhaust or the cat is restricting the flow as soon as you hit vtec. Not sure if your header plays a part too. Can you also elaborate on what is the exhaust you have after the resonator? Is your air filter clean and not over oiled?

2) on your GEMU graph I can not see vtec kicking in. Double check your wiring for the AUX output to be wired as needed for the vtec and all the other suggestions in this thread here regarding wiring. Do you want to send me your GEMU map so as I can check for anything obvious?

Why did you do a valve adjustment? was there anything wrong with the car before?

Is your vtec solenoid operating properly? Can you check if it is activating and staying on above 6000rpm? if oil pressure is low, it lets go of the high cam.

 

It would take a lot of dirt on an air filter to make it run that rich, would it not? It's not over oiled. The 2.5" section after the resonator just keeps going at 2.5" to a Burns Stainless stage 2. It's a v-band, so I could take it off, but seriously doubt it's the problem.

You can see it kick in on the graph. It's kicking in, you can hear it. While he was tuning it he was able to move Vtec up and down no problem. You could hear it kick in at the different RPMs he was setting it at. Even 4k at one point. I can pull the GEMU map, sure. I'm trying to get the stock ECU working right before I add further complication in the form of the GEMU.

Eeking out every last ounce of power, plus it was at 80k miles, so I figured I should anyway. Nothing was wrong with the car.

Sure sounds like it's operating correctly.


I downloaded Torque on and used my standby Android phone to log some data. Unfortunately it wouldn't allow me to log two data points at the same time. So I did 3 runs, the STFT produced a flat graph, so it seem pointless to post it.

Here's the O2 Voltage graph, 3rd gear pull, up a hit. The jerky part at the beginning was because I had to tip in the throttle because of the on ramp I was on. After that it's full throttle.


High voltage means rich on the stock sensor right? So that would mean I don't have a bad sensor. Maybe I have a bad fuel pressure regulator?

Here's the estimated HP graph, also up a hill.

 

thanks again

 

So, I gave up on my car and put my GEMU in someone else's AP1 STR car for the SD NT and El Toro Pro and got it tuned (FYI, we made great power on 92). I tried to turn on the launch control today at the practice starts. It seemed to work great until we hit the RPM again after the launch just before the 60' mark, then it would hit a limiter again at 5500 or so.

I had 5500 RPM start set
75% throttle trigger
4 Pulse Delay
0 Ignition Retarding

Does anyone know what would cause this or has anyone had this problem too? Maybe his clutch switch is messed up? Vehicle speed sensor?

I tried some different settings, like 0 pulse and it seemed to do a different style limiter but did the same thing. I ended up just disabling it, since it's not worth ruining our pro over launch control.

 

Where can I get the 2.23 version of the Greddy EMU software? I've found 1.05 & 2.30 full versions, as well as 2.20 and 2.23 software updates. I get various failures when trying to update the 1.xx versions to 2.23.

Or can I use the 2.30 version of the software now? Any help is much appreciated! My email is co7rey_dyck@yahoo.c7om (remove all the #s) if its needed.

 

Just use v2.30. There is just an annoying language translation error when you go into the parameters settings; but besides that, it's fine. v2.30 updated the 2 step to engage as low as 5% tps vs. the prior version minimum of 50% tps. Personally, I am never over 50% throttle on the 2 step, so I appreciate the update of this feature.

 

What difference does how much TP is required to engage the 2 step make, since don't you go full throttle as soon as it's launched anyway?

 

That's kinda the whole point of tuning the launch control correctly. By allowing you to maintain a full-throttle launch, you eliminate the variable of trying to judge how much throttle you should apply. If you set the TP value to something relatively high, say 75%, you have to jab & hold the throttle to engage the limiter. If while on the limiter you drop the throttle below 75%, you lose the 2-step limiter and the system reverts back to the stock limiter. It's frustrating to be sitting on the line, waiting for the lights to start flashing and have the limiter disengage right before you're suppose to launch. Been there, done that. Setting the TP value to a lower throttle percentage reduces the chance of this happening.