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Steveman09's E-Manage Project Thread


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Ok I'm gonna start this thread up and keep my progress in this thread for future people who wanna try this System to reference to, so as to save many headaches that I'm going and will be going through.

 

100_0988.jpg

 

 

Ok I got the E-Manage installed pretty much tonight, I ran into a few problems along the way.

 

Ok here's what I found out so far :

 

 

Everything was pretty easy to wire up with the exception of a few wires, I wired the Injector Harness to all the Fuel Injector wires at the ECU, I then CUT the MAF Signal Wire to the ECU and Wired the E-Manage in between. The TPS Signal Wire and RPM Signal Wire were also tapped into the E-Manage, I used T-Taps for the Power and Ground since they must use the ECU's Wires and I didn't want to cut the ECU wires anymore than needed.

 

Rotary Switch Settings = 2,0,0 (this is what I found so far, that enables it to run)

 

JP1-JP4 = 1,2

JP5-JP7 = OFF

 

So far the car runs, but it's running Super Lean right now so I need to work on tuning it. After I get everything figured out and complete I'll post pics and make some ECU Pinout Diagrams with exactly which wires to wire where and such for future people to make it all easy, hell I might even make a DIY :)

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No, don't make this a MegaSquirt thread. Keep up with the updates on the Emanage.

 

I'm not trying to, I just need them to help me out with my question above since no one has put an emanage on an EA82 yet, I need to know which Crank Angle Sensor wire to tap into for Timing.

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No MS here yet....mine is diabled and I am back on the stock ECU.

 

the Emanage is an alternative right now....sub-scruibibe!

 

I'm making lots of progress and I will begin tuning on Monday once I get some time, I think I have the Crank Angle Figured out now, I'll keep everyone posted.

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Tonight I got to really tinker around with my laptop and made lots of pulls datalogging all the engine's vitals with the emanage support tool, I have run into a few problems.

 

1. I'm unable to obtain a stable RPM signal, after checking everything I found out these old Subaru's use a 12v Analog signal vs. a 5v Digital Signal which is needed. I just ordered the Greddy RPM Signal Extractor #2 which will solve this problem.

 

2. I'm unable to control Ignition Timing yet, whenever I wire in the e-manage it wont start, so I need to figure out the Crank Angle Sensor dynamics to get this working.

 

I did manage to make some pulls and even tho my RPM reference was jumping all over the place I could definitly feel a tremendous gain in power with one of my maps!!! The thing pulled so hard it broke the front tires loose in 4WD-HI!!! Then when the RPM signal jumped up to 16000rpm it started knocking/pinging and the fun was over :(

 

Boost/Fuel Cut is offically gone since the E-Manage has a Boost Cut built in, simply input the MAF Clamp Voltage (for 87+ EA82 Hotwire Subarus put 5.00v) Since This is as high as any aftermarket MAF ECU can read and since Fuel Cut is at 5.8-5.9v this works perfectly. Then I went into the Additional Injection MAP and enrichened the Mixture from there since your maxing the stock MAF Signal out.

 

I also ordered the Greddy Pressure Sensor (3bar Map Sensor) To add to the system so I can really dial in fuel trims under BOOST.

 

I should have the rest of the stuff this weekend and I'll begin tuning again.

 

More to come!

Stay Tuned

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It can.. Just not wth a piggyback;)

 

The Emanage Ultimate can delete the MAF and its a piggyback.

 

 

The E-Manage Blue which is what I'm using can let you switch MAF's for bigger ones and whatnot, with the MAP Sensor 3bar from Greddy you basically ignore the MAF and go off of that. The MAF stays in the mix for idle and thats it.

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anything between the outside world and the inside of your combustion chamber is a restriction

 

regardless of how small or big it is

 

if it is in the airstream it distorts it and as a result changes how it flows

 

from a pure airflow standpoint the less distortions/restrictions in the airstream

the more airflow into the motor

same thing with the exhaust

 

wjm your ms experiences are from the standpoint of pretty much everything being handed to you with out having to learn how to make it work <honestly no offense intended> of course i could be wrong

 

maf sytems do have a their benifits over map systems and vice versa

one of the things i never could under stand on maf systems is why measure intake air temps on a turbo motor before the air is compressed and heated up/cooled down if you have a intecooler

 

i mean sure an exact airflow measurment going into the motor would be ideal

but the density of that amount of air changes depending on how hot or cold tha air is right? so if you have cold air going into a turbo and hot air comming out

 

on a maf system would you not in fact be injecting fuel based on the cold air mesurement that gets heated up under boost without a intercooler

and as a results mkes your on boost fuel mix really rich ?

 

maybe i a confused as usuall :)

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wjm your ms experiences are from the standpoint of pretty much everything being handed to you with out having to learn how to make it work <honestly no offense intended> of course i could be wrong

 

I am certinly glad i did not have to buy it....yes it was 'handed' to me...

 

However, with the utter lack of being able to tune and play with the MS on my own (lack of Laptop and Doug here at Top Speed has yet to install the software)...and the severe inconsistancy of the MS...and the difficulty of tuning it and being able to control the knock from one pull to the next...its very disconcerning.

 

While its true I 'didnt have to learn anything,' I dont let things be installed (much less not installed by myself) on my car w/out understanding it. At this point, I just dont have the time to sit down and understand every aspect of it...therefore I will not run the MS until I have the proper methods to tune it on demand (laptop...i lack the $ to even pickup the cheapest one to run the software right now)...I did not spend 100's of hours rebuilding this car from the ground up just to blow it up again and let it sit for months before i can source another engine. Stock ECU is safe and makes power. MS doesnt make the power and is UNsafe. You pick.

 

Right now I am in the process of getting Koni dampers and new springs along with wheels and tires. Anything EMS related is of NON-importance right now...although I still pay attention to whats going on...the stock EMS is just fine for back and forth to work as the car features stock boost and stock suspension again. It's officially offseason right now...no more autox'ing for the RX until the new year rolls around. Even then I doubt I will mess with the EMS until the new suspension is sorted. From there, the MS will be back in action as by then I am sure I will be able to tune it on demand....hopefully the new software will be out with boost control, knock control (MOST IMPORTANT) and launch control. W/out those features, I will go back to the MS-1 box...if the MS1 cannot do what I need it to do...I will hand it back to Jerry and I will go with an AEM or Hydra.

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RE: Odcomp's confusion of MAF measurements.

 

If you measure the air going into the engine at any point in the system, it doesn't matter how much you heat it or cool it, the same amount of air goes into the engine. That is why it is called a MASS air flow sensor. You can heat, cool or compress it all you want, but the MASS ( number of pounds) of the air stays the same.

 

(As long as you don't have a leak in the system along the way, like a BOV that dumps to atmosphere. That would screw up all your measurements.)

 

I think the ideal system for any engine would be a MAP and a very short, large area filter right above the inlet, whether turbo or throttle body (for an NA engine). Get rid of all that inlet tubing, and the tiny hole in the MAF (it is only about 30 mm across!).

 

For an NA engine, the MAP with an old non-FI filter housing, with 2-3 stock filters stacked to provide lots of area, protruding above the hood into a scoop. With a freeflow exhaust, I suspect the SPFI could break 100 HP at the crank with this rig.

 

If I could be assured of fuel economy improvements, it would make MS look pretty attractive.

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