I installed a Greddy Emanage with the support tool, and ignition harness this past weekend. I bought it from http://www.mohdparts.com/emanage/index.html really good price and super fast shipping. I followed an install write up on the emanage yahoo group, http://autos.groups.yahoo.com/group/emanage/ . Very easy to install and setup.

My setup prior to install:
K&N
3" GM MAF and MAFT
ported 16g@20psi
EVO III exhaust manifold
2.5/3" downpipe
3" cat
3" catback
2.5" upper intercooler pipe
rewired 255 fuel pump
B&M fpr@50psi
PTE 680cc injectors
BPR7ES plugs

With this setup I had to retard the base timing to prevent knock under boost. This caused some drivability and idle problems. I had to run pig rich just to get the car to idle. If I ran stock base timing the car idle and cruised great but knocked severly under boost. I needed to retard timing while only under boost. The emanage has aloud me to do this.

With the support tool you get access a basic fuel injector correction, corrections for different maf sensor's, although for us this doesn't give a whole lot of options becuase you have to stick with the same type of sensor, I'm still using my MAFT for the GM MAF sensor. You also get access to an anti stall map for all you vent to atmospher guys, I have no desire to vent so I didn't play with this. You also get a 16X16 air flow map, throttle postion Vs. RPM. And also a map trace feature, real time display, and datalogging.

With the ignition harness you get a 16X16 map, airflow Vs. RPM.

The install was very easy, the basic install is just like an SAFC, the ignition harness is four additional wires.

Setup was also extreamly easy, setup the injector correction, and throttle position and the car is ready to run. I've got it running pretty good, still trying to get every thing perfect. My low trim is at 118, mid 101, and high 103. Idle and driveability are exceptional. I'm currently playing around with the timing, I'm getting real close to where I need to be.

I highly recommend this setup, especially if your having timing issues do to large injectors. There are some other options I didn't get, check out the links above to find out more about those.

I personally tried to use the e-manage but was very disappointed in the performace of the e-manage. I declared it a peice of crap. A better option is to use a KEYDIVER CHIP he has the abbility to re address the injector size into the factory ecu map hence the timing problem with larger injectors is gone. I have a good deal of experince with tuning my car and was not satisified with the e-manage. I found it to be a rather fustrating peice of hardware that needs to be devolped more.

e-manage is an excellent piece of equipment. i have used it on several cars and am probably getting rid of my SAFC in favor of one. the only issue i know of is a friend's EVO 8 the ignition did not work correctly on.

One question after reading your post.

Why do you have your fuel pressure set to 50psi?

Originally posted by RipperXX
One question after reading your post.

Why do you have your fuel pressure set to 50psi?

Click to expand...

i believe it's because hte b&m FPR can't lower FP if i'm not mistaken

Originally posted by RipperXX
One question after reading your post.

Why do you have your fuel pressure set to 50psi?

Click to expand...

Like HighPSI TSi Guy said, you cant lower fuel pressure with the B&M, so I set it to a level where my walbro 255 no longer overruns it.

Originally posted by HighPSI TSi Guy
e-manage is an excellent piece of equipment. i have used it on several cars and am probably getting rid of my SAFC in favor of one. the only issue i know of is a friend's EVO 8 the ignition did not work correctly on.

Click to expand...

What wasn't working right with the ignition?

Wouldn't it be much easier to tune if you had the fuel pressure at the stock rateing?

Originally posted by RipperXX
Wouldn't it be much easier to tune if you had the fuel pressure at the stock rateing?

Click to expand...

No, you just use the formula squareroot( new fuel pressure/old fuel pressure ) * injector's rated size = new injector size. Basically you treat it the same as adding bigger injectors.

Originally posted by 90AWDTalon
What wasn't working right with the ignition?

Click to expand...

The E-manage ignition control seems to have a problem where it burns out coils on the evo 8s. however it works fine on DSMs.

Doesn't the fact that the E-Manage can do many of the things DSMLink does (like the ability to adjust timing) at the price of an SAFC make it pretty attractive to the DSM croud? I'm interested in it. How can we compare the EManage to DSMLink?

I've looked at the maps EManage has and the website's explanation of themand I dont quite understand what each does and if a DSM would use them... I understand we would use Ignition Adjustment map and Airflow Adjustment map and obviously not VTEC map. But what's the difference between the Sub Injector map and the Add Injector map? Would the Boost Limiter Cut map get rid of DSM "fuel cut?" Ultimately, which maps are you (the owners and users of EManage) using and to do what?

Thanks,
Jake

Another thing...

I don't understand how these maps are showing the same thing. The DSMLink map (the first one) is rather easily understood; simply move the slider up and down to add or subtract fuel. The E-Manage Fuel table is complex-looking and I don't understand how these two maps are showing the same information.

Please explain how the E-Manage map shows the information that the DSMLink map does.

Thanks,
Jake

The sub injector map is for use with additional injectors. Additional injection map controls engine injectors. I ran an e-manage on my turbo IS300 and was able to tune the car using extra injectors and leaving the stock injectors in the motor. The e-manage is nice because it allows you to clamp the MAF voltage at a user specified point and use its pressure sensor to continue where the factory MAF ran out of range. This eliminates fuel cut and allows you to tune by boost pressure rather than airflow. I have no experience with e-manage on DSM's but it was a very nice tool on my Lexus.

As for the e-manage maps, they can be thought of as expanded AFC maps. With the settings at zero, things remain stock. You select which parameters you want to tune by and make those your x and y axis values. Ex. Rpm over boost pressure sensor voltage or RPM over throttle position. Then the numbers that you plug into the cells are a percentage over or below the stock settings. The e-manage also has a real time map trace feature that then allows you to trace what values on each given map the car used during a run. This is helpful during tuning as you can see which individual cells you need to change for fine tuning curves. Hope this helps a little.

Originally posted by jake98gst
Another thing...

I don't understand how these maps are showing the same thing. The DSMLink map (the first one) is rather easily understood; simply move the slider up and down to add or subtract fuel. The E-Manage Fuel table is complex-looking and I don't understand how these two maps are showing the same information.


Please explain how the E-Manage map shows the information that the DSMLink map does.

Thanks,
Jake

Click to expand...

I have used neither, but according to the text on the emanage it is mapping fuel against rpm AND throttle position. The DSMLink in only mapping against RPM in this page.. but it has a "Load" button, so it looks like you can map it against engine load too, just not on this particular page. That's my guess anyway.

IIRC, load can be determined by looking at actual airflow and RPM.. you may have to consider throttle position too, but I don't think so.

-Adrian

Originally posted by ahains
I have used neither, but according to the text on the emanage it is mapping fuel against rpm AND throttle position. The DSMLink in only mapping against RPM in this page.. but it has a "Load" button, so it looks like you can map it against engine load too, just not on this particular page. That's my guess anyway.

IIRC, load can be determined by looking at actual airflow and RPM.. you may have to consider throttle position too, but I don't think so.

-Adrian

Click to expand...

The "Load" button is for loading a saved settings file. The "clamp" features to eliminate fuel cut aren't needed in dsmlink since it eliminates fuel cut the more sensible way, by just removing the part of the code that does the fuel cut, and letting the ECU do its job like normal. DSMLink also has provisions for the MAF overrun now (in v2) like the emanage.

Brad

I dont know how much more sensible the dsmlink fuel cut elimination is as it is just different.

Originally posted by Pointer
I dont know how much more sensible the dsmlink fuel cut elimination is as it is just different.

Click to expand...

It is more sensible in that it truly removes the section of code that causes fuel cut. A piggyback like the emanage will limit the airflow the ECU sees in order to remove fuelcut, but then you have to try to add fuel back in the right proportion. Removing the fuelcut code is MUCH simpler than trying to fool the ECU into not fuelcutting by adjusting the inputs.

Brad

I see your point. However, if you are using the greddy map sensor to tune by in the first place, the factory MAF is only being used when the emanage isnt seeing boost anyway. As soon as the map sensor starts seeing boost, it uses said map sensor exclusively to figure fuel curves and completely ignores the MAF signal anyway. So by clamping the signal it really isn't making anything anymore difficult, its just using a sensor that has the ability to track the air intake better than the MAF that is probably running out of range pretty quickly anyway. This is why I said that neither way is really any better than the other rather than just being different from each other.

Originally posted by Pointer
I see your point. However, if you are using the greddy map sensor to tune by in the first place, the factory MAF is only being used when the emanage isnt seeing boost anyway. As soon as the map sensor starts seeing boost, it uses said map sensor exclusively to figure fuel curves and completely ignores the MAF signal anyway. So by clamping the signal it really isn't making anything anymore difficult, its just using a sensor that has the ability to track the air intake better than the MAF that is probably running out of range pretty quickly anyway. This is why I said that neither way is really any better than the other rather than just being different from each other.

Click to expand...

We were talking about fuel cut, not MAF overrun. The MAF sensor range isnt the issue at fuel cut. The issue is that at a certain airflow level, the ECU decides to cut off fuel entirely. If you use a piggyback, you can limit the airflow signal to try to stay out of the fuel cut area. But then by limiting the airflow signal, you have to add fuel to compensate some other way. Then there is the whole issue of limiting the airflow affecting your timing as well. It is a juggling act. With some time, you can get it all dialed in, but it will never be as easy to do as the dsmlink fuel cut removal, which is transparent to the user and automatic.

What you just described is the MAF overrun issue, which would happen well after fuel cut(unless you put in really big injectors to compensate). DSMLink also has a method of dealing with MAF overrun that is similar to that.

I've posted several other posts on here comparing dsmlink vs. emanage, if you want to compare other features.

Brad

The comment I made about MAF overrun was not meant to be lumped in with fuel cut. Sorry if I did. What I was stating was that the emanage allows you to tune via density as soon as it senses boost and that the MAF is no longer being used except for a baseline for the emanage so to clamp it's voltage doesnt really affect anything. With anything, be it emanage, link or even an AFC you are adjusting fuel going into the engine so what is the difference if you have to continue adding after the MAF clamp or not? The timing issue would also not be a problem because the emanage allows timing map augmentation.

Another interesting note

Taken from the DSMLink website:

V2 Feature Description
MAF comp- Allows the user to "dial in" changes made to the air metering system (hacked MAF, bypass tube, or GM MAFT type unit).
Speed density- Allows one to switch over to basic speed density operation when the existing MAF system is about to over run. A functional MAF is still required and the user needs to provide a manifold pressure signal to the ECU.
MAF clamp- Defines a switch off point for the MAF, above which the ECU will extrapolate airflow data rather than read it from the MAF.

I dont have any experience with DSMLink so I went to their website and it appears that the newest version of the software is pretty similar to that of the emanage. It seems that the only difference now is that when clamping on the emanage it reads off of the pressure sensor while the DSMLink calculates airflow. I'm not trying to make a statement of which is better, simply trying to explain how the emanage works from my experience with it.

Originally posted by Pointer
With anything, be it emanage, link or even an AFC you are adjusting fuel going into the engine so what is the difference if you have to continue adding after the MAF clamp or not? The timing issue would also not be a problem because the emanage allows timing map augmentation.

Click to expand...

With the emanage and AFC, you are adjusting airflow readings into the ECU, not just fuel into the engine. So with the emanage you clamp the airflow values to keep fuel cut from occuring. Now what? Now you have to go back and add fuel with your fuel map. So you have to get that map dialed in so that it adds enough fuel to compensate for the amount of airflow you are subtracting with the clamp. Then what? You have to go back, and adjust your timing back to where you wanted it because the clamping the airflow would move you to different points in the timing map. Compare that to DSMLink. Fuel cut? Gone. No having to go back and readjust the fuel map to add additional fuel to make up for the clamp. The ECU continues to read the correct signal from the airflow, and continues calculating the correct fuel delivery. No having to go back and adjust the timing table because of the MAF clamp either. The fuel and timing adjustments on DSMlink are completely independent, something the AFC can't say, and the emanage can only say to a limited extent. And when you modify the engine so that its sucking in more air? The ECU still reads it, no hassle, no need to go back and do your mapping all over again. Yes you can do it with the emanage, but the point is that its simpler if you remove fuel cut at the source, instead of trying to work around it. Even if I were tuning a 1G with the emanage, I would chip it and remove the fuel cut that way.

Originally posted by Pointer
It seems that the only difference now is that when clamping on the emanage it reads off of the pressure sensor while the DSMLink calculates airflow. I'm not trying to make a statement of which is better, simply trying to explain how the emanage works from my experience with it.

Click to expand...

DSMLink can do the pressure sensor reading as well, its the users choice how they do it. The real difference is that when DSMLink does the MAF clamp, the ECU code is changed so that it extrapolates what the airflow should be, and goes to the appropriate points in the fuel and timing tables. When you externally clamp the airflow reading(like the emanage does), the ECU doesn't know to extrapolate anything, and goes to the fuel and timing table locations for that clamped airflow reading. Which is the wrong location, so then you have to go back and fine tune it using the process I listed above.

Don't get me wrong, the DSMLink still does require tuning, its just a much simpler level of tuning than is required with a piggyback to get the same level of result.

Brad

I run a emanage on my 2g gsx without a problem. I would take a emanage any day over a AFC, Never used a DSMlink, that is a rom tunner correct?

Rom tunner? What do you mean?

Rom tuner, Meaning it tweaks the ECU itself and uses the ECU's memmory to store the data instead of storing it on itself =o)

Originally posted by jake98gst
Another thing...

I don't understand how these maps are showing the same thing. The DSMLink map (the first one) is rather easily understood; simply move the slider up and down to add or subtract fuel. The E-Manage Fuel table is complex-looking and I don't understand how these two maps are showing the same information.

You must be logged in to view this image or video.

You must be logged in to view this image or video.

Please explain how the E-Manage map shows the information that the DSMLink map does.

Thanks,
Jake

Click to expand...

The numbers you see to the left is Throttle Postion, the numbers ontop are RPMs, The boxes are where you put your numbers in to add or subtract air accourding to throtle position and RPM.