The manifold pressure or speed density tuning is where it’s at! Nothing compares to tuning off of boost, to allow for serious correction based upon manifold pressure. This now allows us to add duty cycle or pulse width to the injectors, but we are still working off of throttle position, which we all know on a turbo car makes for a sloppy tune. We need the GReddy Injector harness, which street values at around $40. Let’s say we want to directly add injector duty cycle to these larger injectors instead of skewing the MAP or MAF sensor in the car.
Support Tool $100 (allows for programming of the E-manage) So let’s recap what we just spent to get to where we are now:Į-manage unit $300 (includes main harness) That is also available in the ‘main harness,’ which is included with the E-manage unit, which you could buy at an average street price of $300. It allows for injector correction factor with ease (input the old and new size and your done!), has a general ‘Air Flow’ map, which is a decent way to add or subtract fuel based upon throttle position, and the other map that may help in some situations, is a MAP clamp option. The average street price of the Support Tool is around $100. It is an “optional” unit, but is essential to programming the unit. The Support Tool is really what makes the E-manage shine in my honest opinion. Once, you are all set, it is rather easy to control and manipulate. This can pose some issues for the end user or tuner who did not have prior knowledge into the problematic software.
#GREDDY EMANAGE BLUE VS ULTIMATE SERIAL#
The Support Tool software for the E-manage is ‘ok’ at best and has some issues if not updated, using a serial to USB connector, using Vista and it happens to rain (joke). It knows if it is wasted spark, how many cylinders, VTEC etc. Through the use of these 3 things, the unit now knows what it is running on (vehicle wise). The unit is still loved by many, but with all of the sophisticated OBD2 inter-workings, this unit lacks quite a bit! The unit is controlled and programmed through jumper settings, rotary settings and the software package called the ‘Support Tool’. It was proven to work pretty well on OBD1 cars, and mediocre success on OBD2. The E-manage is pretty simple and has been around for quite some time.
Seems to me that tuning the fuel flow rate to the engine tune in 2 ways for emanage the first being adjusting the MAF reading the second one is modifying Injector flow rate directly.Let’s start with the old reliable, GReddy E-manage. So I can start advancing the time from there avoiding knocks. Since I do not have the stock ECU ignition angle map how do I know how retard of timing should I start for each cell for the tune? If not, how do I tune with emange blue to avoid knocks? I have read that some guy in this forum with his Yaris tune without modifying the stock ignition timing, would this work well?
#GREDDY EMANAGE BLUE VS ULTIMATE HOW TO#
Here are few question I would like to ask:ġ) Is there any thorough guide on how to tune with the Emanage Blue? After learning a little about EFI tuning & how emanage blue works, feel like tuning this piggy back is like a guess work. I am boosting with turbo (Kinugawa Turbocharger TD04L-15T) at max 0.6 bar (8.70 psi) Hello guys, I am from Hong Kong tuning a JDM Toyota bB NCP31 (Scion xB 1st Gen) with 1NZ-FE for ignition timing and fuel ratio using the Emanage Blue.
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