Will work just fine. We are actually about to tune an NA 350Z with the EU setup on Friday. I am excited to see how much NA power we can extract just with optimizing the fuel and timing curve.

 

Sharif are you going to try the extended rev limit on the VQ at some point?

 

Just checked on this again... apparently the setup was the problem, not the EU, which is good news.

 

Simple question (that might have already been answered). What kind of Laptop is required to work with the UE? Mine is much slower than my computer... it's a 700mhz Compact (64mo).

 

The software calls for a Pentium III, 500 Mhz or higher, 128 MB RAM (256 recommended), 20 MB available hard drive space, 1024 x 768 resolution, 16 bit, CD-Rom, and USB 1.1 or higher.

 

Add an 128mb stick to it and you're good to go.

www.pricewatch.com has some decent prices.

 

keep us posted man,

really curious



also tell us all info about the car you can - what mods, what power it was making before the EU etc



I think one of the primary benefits of it isn't going to be so much getting more power, but to keep the timing and fuel more consistent so the ECU isn't always trying to change it and then get away with doing it.

It's probably more noticable on a NA car than a FI car when you lose 10-15 whp because timing was pulled

 

excited to see what numbers are good or bad !!!!

 

Well, I was running erands today and I happen to be near my distributor's warehouse so I poked my head in really quick and decided to give the EU a try. Per Sharif's suggestion, I picked up a EU, harness, presure sensor, and pressure sensor harness.

I know I'm not right on this, but it looks more complicated than an AEM, GEMS, MOTEC.... I'm sure that isn't the case and it all just seems foreign at first glance. I bought my 350Z as a project car for my company and also so I wouldn't have to drive my EVO everyday (too much attention). For now its bone stock, so I'm going to start tuning from here and eventually work my way up to custom twins. I just want to see what gains are available at different mod stages as well how they translate to gains on the road course and perhaps the drag strip (I'm not much for drag racing, but I do it for development purposes).

Anyways, I'll try to get some results as soon as I get this thing wired. I'm going to order an extention harness from Sharif and get started ASAP. I'm a bit spoiled by plug in stand alones and pre-wired harnesses, but I'll get this thing wired up as soon as I figure it out. I'll hopefully get to test on several octane levels, 91, 100, and maybe some leaded fuel when the cats come out.

BTW, I know this is a 350 board, but you guys should check out D-Sport magazine this month. The EVO on the cover is a client of mine who had all the mechanical work done in San Diego at RnR Racing. It's pretty impressive, although I see VQ's making way more pump power at way less boost. Ahhhh.... Displacement. Now if we had AWD....

 

any updates on that NA car sharif?

 

Not sure if this has been discussed yet, but I just got off the phone with GReddy and, according to them, you cannot raise the rev limit on auto trans with eManage Ultimate. Looks like it will still require a flash from Technosquare.

 

It should be tuned this week. Trying to squeeze it in between other projects. I'll post the results in a dedicated thread once that occurs.

 

So does this mean it DOES raise the rev limiter on a Manual Trans? *crosses fingers*

 

On all cars, or just on the Z? Has this been determined (ie-100% proven) based on experience with an actual installation (and again, what vehicle)?

If the rev-limit on a VQ is fuel-cut based only, why would it make a difference which tranny? The EU should be feeding the computer a fake rpm signal, and any real signal it's getting is coming from the crank signal, which will be the same no matter which tranny. Unless there's some other mechanism besides fuel cut or I'm missing something obvious.

JClaw, as far as I can determine from searching around the web no one has tried the rev limit increase on a VQ. There's a guy with an IS300 who got it to work but that's a different car obviously. Give me a week to two and I'll let you know conclusively.

 

This is what I was told by one of GReddy's techs as it relates to the Z. Not sure about any other cars since my questions was strictly regarding my auto Z. I should be receiving the eManage Ultimate soon from Sharif and will attempt it in the coming weeks. Will def keep all posted.

 

Yes please keep us posted. I'm curious as to why it wouldn't work on an auto...

Also, just to correct a mistatement in my last post: I don't think the EU fakes an rpm signal. It only taps the crank line, not intercepts it. It intercepts airflow (maf)...

 

ok, stupid question time... How does the EU deal with larger injectors? I looked at the EU software and I didn't see where it would take any kind global injector parameter... obviously, if you put in injectors that are 30% larger, you can go into the fuel map and take out 30% to get back to where you started for the normal driving conditions... but what about things like cranking and accel enrichment? I don't see a way to set those things in the software... is there something that i'm missing or do you have to just live with not being able to adjust these areas?

 

Injector scaling is now done via Injector Pulse Width Correction instead of MAF adjustment. This a great improvment over eManage Blue. You can perform injector scaling via "before" "after" settings in the parameters settings.

THe EU only taps the crank wire, and doesnt alter it. You have all kinds of correction maps for decel, accel, etc, that you can program yourself. All of this is done via time reference, and IPW changes, but no need to alter the crank signal, per se.

 

Have you logged this?

 

Sharif,

Could explain how the timing advance works, since you said you would/could PLEASE?