ok, i went and got the greddy emange, plus the timing adapter, and the ignition harness and injector harness with an e-01 controller. i have found all the instructions and diagrams of hooking everything else up minus the ignition harness. any one know how this wires in? my instructions came in japanese so i can't even figure out which wires go where to even wire the harness into the emanage let alone hooking it up to the car. does anyone know where i could find this or have a diagram they could email me. thanks

 

overZealous, the instructions for the harness are always in Japanese...unfortunately. Its really easy to hook-up though. Look at the diagram, and you will be able to determine which pins are the inputs and outputs. Wire accordingly.


Solder diodes to the output wires of the harness. The harness should be tapped AFTER the Greddy RPM adaptor. You tap the same wires for the ignition harness, as the RPM adaptor.

Call me if you need help.
Sharif

 

thanks sharif, i understand what you are saying. i will just write down on tape and wrap the wire with it as to where they are supposed to go.
i'm sure i will need to call you sometime through this though, lol.

 

Not to sound negative, but if this is the type of stuff Greddy sells I would be very heistant to buy anything from them... how hard would it be for them to make an English install manual? Also, not to get off of topic, but what is the RPM adapter for? The ECU has a six pulse per revolution signal (crank) and two different one pulse per revolution signals (fuel injectors and ignition coils). Also, there are the cam signals, which I would assume are three pulses per revolution, but I haven't scoped them yet....

 

Maybe this will help. http://www.datavibe.net/~etx/z33_ignition%20install.pdf



I believe the white wire is the input and the black is the output but the diagram says the opposite (I am not sure on this)

 

great find. i printed that off and between greddy's drawing and that one i should be easy. thanks

 

If you don't have the diodes already, I would recommend before you go driving all around town for them that you get the phone numbers for all the local radio shacks and call around. I had to go to several radio shacks to get mine.

 

i only had to hit 2 of them, lol. but in rush hour it did take me 2 hours.

 

Hey Kevin, its unfortunately no surprise that Greddy customer service is pretty spotty. I lot of us just had to figure out this crap on our own. A lot of JDM type products do not include english instructions, so this really doesnt surprise me. In addition, Greddy doesnt acknowledge that the timing harness works on our car...even though it does with dioides.

The RPM adaptor takes the 6 ignition pulses and converts them into one signal, that the eManage uses for programming. Other piggybacks will use the crank angle sensor, which is a better choice IMHO. I am assuming that the eMange doesnt have the capability to convert a crank angle pulse into an RPM equivalent.

 

The crank angle sensor is by far a more accurate signal in regards to timing. Ignition pulses will vary based on timing, and therfore aren't a true representation of exact engine speed.

I don't see why the crank angle wouldn't work. I beleive the signal is 6 pulses per revolution (I'll have to scope it again to make sure).

Do you know if the Greddy RPM adapter unit just output one pulse per revolution? How much are they? It seems like it would be pretty easy to make an adapter that would work with the crank angle sensor, if I only knew what we were trying to make.

 

interesting you would want to try and make this on your own. they are about $20 a piece. but now you got me thinking about it too. they have many different types of rpm adapters, each one is set up different to be able to read the firing pulse dependant on what motor it is driven on. the adapter for the Z is different than other 6 cylinders but sounds like mostly due to having the cas decide the firing and not a distributor. there must be different ways it figures out the signal, because it is a signal based on an elapsed time or number of signals it reads during an elapsed time. how else would it know if you had gone through a revolution or not unless it was counting and resetting to get the rpm figure. i'm sure if i knew more about electronics it would be fairily simple. but i do agree that the cas would be a little better way to track the signal, and a little easier to install and trouble shoot if a problem came about.

 

it should only be 3 fires per revolution. unless 4 stroke motors have suddenly changed on me, lol.

 

I just think things should work right, and sometimes you have to take matters in to your own hands for that to happen.

Something has always puzzled me with cas though. With a distributor there is a mechanical connection between crank position and ignition timing. With a distributorless system the ECU relies on x amount of crank angle pulses to know when to fire. But, how does the ECU know exactly which cylinder to fire when?

 

all it needs is one way to figure out the crank position in relationship to one piston and it would know which one to fire when. the vq35 has a weird firing order too though, if i am remembering right it just goes 1-2-3-4-5-6.

 

I understand that, but the cas consists of multiple pulses. And, from what I have seen they are all evenly spaced. How does the ECU know which pulse corresponds to what cylinder?

 

Here's an example of cam and crank signals:

http://www.alldatadiy.com/alldata/AF...57170/34857172

 

Looking at the trigger wheel I don't believe its 6 even 'pulses'. Does the signal pull up or pull down on a pulse? I'm just curious. I can post a picture of the trigger wheel if you like.