UTEC or eManage
The UTEC is a User Tunable Engine Computer. This doesn't mean you have to tune this unit yourself. We supply the tools you will need to tune your car or just to keep an eye on your vehicle. This is where the Tuner comes into play. It allows you to append AFR into your data logs and also input additional logging of sensor like Exhaust Gas Temp and Intake Temp.
When running the E-manage on a Forced Induction application you typically over run your Mass Air Flow sensor at about 7-9 Psi. The work around for this is to clamp your Mass Air Flow sensor at a certain voltage (usually 4.9v). If you clamp your Mass Air Flow sensor, you are also clamping the ability to recognize the amount of Mass that your car is ingesting. This voltage is usually expressed as gm/sec (gram of air per sec). So you tune your vehicle to reach your target of 11.3 to 1 Air to Fuel Ratio on the 85 Degree day with an arbitrary number of 4.5ms for injector on time at peak torque. Everything is consistent when the temperature is rather close. What happens when the weather is colder?
Let's talk about the Hot-wire style Mass Air Flow sensor. The is a sensor that can make a density calculation of it's own by heating the hot wire element to pre defined temperature then as the air passes the element it can calculate the amount of air flow by the required current draw to keep the element at the set temperature. With the voltage clamped or pegged you have no means of calculating the air density. As soon as you encounter a cooler day than the 85 degrees, you will see an immediate change in your air to fuel ratio. Why? Cold air is denser than warmer air, fact! If your mass is colder, that means your motor is ingesting more air. Within the factory ECU's limits of the Mass Air Flow Sensor you would be able to calculate longer ms on times for a certain AFR target.
Unfortunately, you have over run your Mass Air Flow Sensor and to keep you from activating limp mode you clamped your Mass Air Flow voltage. The outcome of this work around is that your Mass Air Flow Sensor is no longer being used to accurately calculate load and you are ingesting more air un-metered. Do you remember on that 85 Degree day that you tuned 11.3 to 1 Air to fuel ratio? Now it is 60 degrees and yes you are adding more air but you locked into your E-manage ms on time of 4.5. The function alone of temperature can lean your car out immensely. A Lean Air to fuel ratio can be the cause of high exhaust gas temperatures, increased cylinder pressures and usually lead to Detonation. When using the E-manage you do not know how or when you are knocking.
The UTEC will employ a hybrid fuel control system Mass Air Flow and Speed Density. This allows you to use your Mass Air Flow Sensor for the simple drive-ability portion and when you are pushing the limit's it will become speed density. The use of speed density as fuel control gives the UTEC an ability that the E-manage does not have, which are temperature compensations. Speed Density systems take many variables into account like engine rpm, intake temperature, map sensors, throttle position and volumetric efficiency. If your temperature changes you have a temperature compensation. This combination of sensors can be found in the GM Ecotec Supercharged Engines.
Ignition Timing- The UTEC gives you complete control of timing. This is not done on the basis of offsets or altering the crank signal as some engine management systems use. The load reference we use is RPM vs. Manifold Absolute Pressure. This allows the Ignition Timing table to be adjusted at each of the 250 rpm resolution with over 10 different load sites from zero to rev limit. When you enter a value into the Ignition Map you are actually typing in Degrees Before Top Dead Center. The UTEC fires the coils based on these values. No more wondering if the stock ecu is going to advance or retard timing.
Active Knock Control- This feature allows you to help keep your motor in one piece. The UTEC contains default knock thresholds but can be adjusted at 1000 rpm increments up to 9000 rpm. It also contains a Knock Count threshold that allows you to define how many counts of knock before the UTEC will respond with a Knock Retard Step. The Knock Retard Step is the amount of ignition timing that will be pulled per knock count to a defined Knock Maximum Retard. Knock Maximum Retard relates to the maximum degrees of timing the UTEC will retard per knock event. When a knock count is registered the UTEC will hold the retard for a set number of crank cycles this is called Knock Retard Duration. The UTEC also has the ability to apply a global Knock Correction to the entire map once a knock event is evident. This will help ensure that you keep your high compression monster together. All of these features are the UTEC’s safety net. They should be used pro-active not as a reactive measure.
Datalogging- The UTEC’s Datalogging function helps you to keep an eye on your engines vitals. Using the logger gives you all the information you want to know about your vehicle. You can take multiple logs of your vehicle whether it’s simple drive-ability or all out racing. You can be sure the UTEC is keeping an eye out when you can’t. The main logger (Number1) contains rpm, map, maf voltage, tps, load site, afr, ignition timing, injector duty cycle, modified fuel (fuel control) and more. Logs can be output into text files or csv files for easy comparison. When the UTEC is used with a TXS Tuner model it can also supply you with w/b afr readings in your logs as well. The combination of our tuning tools gives you the ultimate tuning solution.
Remote Map Selector- The remote selector gives you the capability to switch between your UTEC maps. It also allows you to revert back to full stock ecu control on map 0 (when stock sized injectors are used). Maps 1 through 5 are your UTEC tunable map locations. Map 7 is your security mode, the car will not start. The car cannot be bump started or jumped when security mode is enabled.
Auxiliary Outputs- The UTEC can control several accessories like a Boost Control Solenoid, Fuel Pump, Water Injection System and more. You will have the ability tune them with high resolution, up to 36 rpm points with over 10 different load sites.
The first two features are what makes the UTEC a new breed of Engine Management. I wanted to highlight some major points before going further. The UTEC also has an on-board canbus, which is just a few things that this new breed of Engine Management bring to the table.
Jermaine@turboxs.com
When running the E-manage on a Forced Induction application you typically over run your Mass Air Flow sensor at about 7-9 Psi. The work around for this is to clamp your Mass Air Flow sensor at a certain voltage (usually 4.9v). If you clamp your Mass Air Flow sensor, you are also clamping the ability to recognize the amount of Mass that your car is ingesting. This voltage is usually expressed as gm/sec (gram of air per sec). So you tune your vehicle to reach your target of 11.3 to 1 Air to Fuel Ratio on the 85 Degree day with an arbitrary number of 4.5ms for injector on time at peak torque. Everything is consistent when the temperature is rather close. What happens when the weather is colder?
Let's talk about the Hot-wire style Mass Air Flow sensor. The is a sensor that can make a density calculation of it's own by heating the hot wire element to pre defined temperature then as the air passes the element it can calculate the amount of air flow by the required current draw to keep the element at the set temperature. With the voltage clamped or pegged you have no means of calculating the air density. As soon as you encounter a cooler day than the 85 degrees, you will see an immediate change in your air to fuel ratio. Why? Cold air is denser than warmer air, fact! If your mass is colder, that means your motor is ingesting more air. Within the factory ECU's limits of the Mass Air Flow Sensor you would be able to calculate longer ms on times for a certain AFR target.
Unfortunately, you have over run your Mass Air Flow Sensor and to keep you from activating limp mode you clamped your Mass Air Flow voltage. The outcome of this work around is that your Mass Air Flow Sensor is no longer being used to accurately calculate load and you are ingesting more air un-metered. Do you remember on that 85 Degree day that you tuned 11.3 to 1 Air to fuel ratio? Now it is 60 degrees and yes you are adding more air but you locked into your E-manage ms on time of 4.5. The function alone of temperature can lean your car out immensely. A Lean Air to fuel ratio can be the cause of high exhaust gas temperatures, increased cylinder pressures and usually lead to Detonation. When using the E-manage you do not know how or when you are knocking.
The UTEC will employ a hybrid fuel control system Mass Air Flow and Speed Density. This allows you to use your Mass Air Flow Sensor for the simple drive-ability portion and when you are pushing the limit's it will become speed density. The use of speed density as fuel control gives the UTEC an ability that the E-manage does not have, which are temperature compensations. Speed Density systems take many variables into account like engine rpm, intake temperature, map sensors, throttle position and volumetric efficiency. If your temperature changes you have a temperature compensation. This combination of sensors can be found in the GM Ecotec Supercharged Engines.
Ignition Timing- The UTEC gives you complete control of timing. This is not done on the basis of offsets or altering the crank signal as some engine management systems use. The load reference we use is RPM vs. Manifold Absolute Pressure. This allows the Ignition Timing table to be adjusted at each of the 250 rpm resolution with over 10 different load sites from zero to rev limit. When you enter a value into the Ignition Map you are actually typing in Degrees Before Top Dead Center. The UTEC fires the coils based on these values. No more wondering if the stock ecu is going to advance or retard timing.
Active Knock Control- This feature allows you to help keep your motor in one piece. The UTEC contains default knock thresholds but can be adjusted at 1000 rpm increments up to 9000 rpm. It also contains a Knock Count threshold that allows you to define how many counts of knock before the UTEC will respond with a Knock Retard Step. The Knock Retard Step is the amount of ignition timing that will be pulled per knock count to a defined Knock Maximum Retard. Knock Maximum Retard relates to the maximum degrees of timing the UTEC will retard per knock event. When a knock count is registered the UTEC will hold the retard for a set number of crank cycles this is called Knock Retard Duration. The UTEC also has the ability to apply a global Knock Correction to the entire map once a knock event is evident. This will help ensure that you keep your high compression monster together. All of these features are the UTEC’s safety net. They should be used pro-active not as a reactive measure.
Datalogging- The UTEC’s Datalogging function helps you to keep an eye on your engines vitals. Using the logger gives you all the information you want to know about your vehicle. You can take multiple logs of your vehicle whether it’s simple drive-ability or all out racing. You can be sure the UTEC is keeping an eye out when you can’t. The main logger (Number1) contains rpm, map, maf voltage, tps, load site, afr, ignition timing, injector duty cycle, modified fuel (fuel control) and more. Logs can be output into text files or csv files for easy comparison. When the UTEC is used with a TXS Tuner model it can also supply you with w/b afr readings in your logs as well. The combination of our tuning tools gives you the ultimate tuning solution.
Remote Map Selector- The remote selector gives you the capability to switch between your UTEC maps. It also allows you to revert back to full stock ecu control on map 0 (when stock sized injectors are used). Maps 1 through 5 are your UTEC tunable map locations. Map 7 is your security mode, the car will not start. The car cannot be bump started or jumped when security mode is enabled.
Auxiliary Outputs- The UTEC can control several accessories like a Boost Control Solenoid, Fuel Pump, Water Injection System and more. You will have the ability tune them with high resolution, up to 36 rpm points with over 10 different load sites.
The first two features are what makes the UTEC a new breed of Engine Management. I wanted to highlight some major points before going further. The UTEC also has an on-board canbus, which is just a few things that this new breed of Engine Management bring to the table.
Jermaine@turboxs.com
BlackTuner:
do the Subaru UTECs have the same features & work the same way?
Why do I hear that the UTEC is not as smooth as the eManage? I am told that when it cuts over from ECU to UTEC is can be noticeable (not a smooth as the EU). The tuner in question has a fair amount of experience with the UTEC (from the Subaru world) and tons of tuning experience and a greta rep. It has to be more than just his ability. Does the Z version of the UTEC address the issue in a way that the Subaru UTEC did not?
do the Subaru UTECs have the same features & work the same way?
Why do I hear that the UTEC is not as smooth as the eManage? I am told that when it cuts over from ECU to UTEC is can be noticeable (not a smooth as the EU). The tuner in question has a fair amount of experience with the UTEC (from the Subaru world) and tons of tuning experience and a greta rep. It has to be more than just his ability. Does the Z version of the UTEC address the issue in a way that the Subaru UTEC did not?
I honestly think, as user, you would be very happy with either unit. The UTEC has some key advantages over the current EU...primarily the ability to set timing, knock feedback control, and a few other things.
One of the most important things, is to find a local tuner that is experienced and comfortable with whatever EMS you decide to go with.
We are dealers for both Greddy and UTEC, so I want to make sure customers get the best product for their particular needs. With the expanded feature set the guys at Turbo XS are working on...the UTEC is looking stronger every day.
One of the most important things, is to find a local tuner that is experienced and comfortable with whatever EMS you decide to go with.
We are dealers for both Greddy and UTEC, so I want to make sure customers get the best product for their particular needs. With the expanded feature set the guys at Turbo XS are working on...the UTEC is looking stronger every day.
Originally Posted by 35ounces
BlackTuner:
do the Subaru UTECs have the same features & work the same way?
Why do I hear that the UTEC is not as smooth as the eManage? I am told that when it cuts over from ECU to UTEC is can be noticeable (not a smooth as the EU). The tuner in question has a fair amount of experience with the UTEC (from the Subaru world) and tons of tuning experience and a greta rep. It has to be more than just his ability. Does the Z version of the UTEC address the issue in a way that the Subaru UTEC did not?
do the Subaru UTECs have the same features & work the same way?
Why do I hear that the UTEC is not as smooth as the eManage? I am told that when it cuts over from ECU to UTEC is can be noticeable (not a smooth as the EU). The tuner in question has a fair amount of experience with the UTEC (from the Subaru world) and tons of tuning experience and a greta rep. It has to be more than just his ability. Does the Z version of the UTEC address the issue in a way that the Subaru UTEC did not?
Originally Posted by 35ounces
BlackTuner:
do the Subaru UTECs have the same features & work the same way?
Why do I hear that the UTEC is not as smooth as the eManage? I am told that when it cuts over from ECU to UTEC is can be noticeable (not a smooth as the EU). The tuner in question has a fair amount of experience with the UTEC (from the Subaru world) and tons of tuning experience and a greta rep. It has to be more than just his ability. Does the Z version of the UTEC address the issue in a way that the Subaru UTEC did not?
do the Subaru UTECs have the same features & work the same way?
Why do I hear that the UTEC is not as smooth as the eManage? I am told that when it cuts over from ECU to UTEC is can be noticeable (not a smooth as the EU). The tuner in question has a fair amount of experience with the UTEC (from the Subaru world) and tons of tuning experience and a greta rep. It has to be more than just his ability. Does the Z version of the UTEC address the issue in a way that the Subaru UTEC did not?
I have answered you twice now the Z UTEC and Subaru UTEC are not the same both here and http://www.350zmotoring.com/forums/s...468#post447468
FWIW, the Z UTEC and Previous UTEC's are not even close to the same product. Even with that said, the Subaru UTEC is far superior than the E-manage. NO one who has a clue about Subaru's would recommend an E-manage. Look for yourself, on the Subaru forums UTEC, Access Port and ECUTEK.
Your answers are in the text. Honestly, I am glad you are questioning me and the product I am representing. At a minimal we all will learn something even if you are never decide to be a TXS customer.
Good Day!
Jermaine@turboxs.com
Last edited by BlackTuner; Oct 18, 2005 at 05:18 PM.
Yeah thanks, but what about the notion of harsh switchover from ECU control to UTEC control. Since I have no experience with it I have no idea if it is common, was on older Subaru models only, or is nonexistant or what.
Also, is it possible to send the tuning map to someone (like you) to have it smoothed out if I need to? LOL
By the way, I appreciate the info. I am NOT trying to bash your product in any way whatsoever just trying to make an informed decision on a new product.
Also, is it possible to send the tuning map to someone (like you) to have it smoothed out if I need to? LOL
By the way, I appreciate the info. I am NOT trying to bash your product in any way whatsoever just trying to make an informed decision on a new product.
Originally Posted by Sharif@Forged
...One of the most important things, is to find a local tuner that is experienced and comfortable with whatever EMS you decide to go with...
Thats one of the best points in this thread so far. It doesn't matter if you get the best EMS money can buy, but if you don't have anybody that knows how to tune it, then its worthless.!
Originally Posted by ThetunerFestNJ
I agree, since the tuner working on the UTEC at Turbo XS personally owns a sick 350Z.I see him paying alot of attention to detail on this project and have rarely seen such eagerness to work with a product as Jermaine has displayed!
I can answer this because I have seen it many times before. When people pick a switchover point too late or early it often results in a "perceived" harsh switchover. What is actually happening is a drastic change in timing, fuel, boost solenoid control, etc. 9 times out of 10 this happened when people would get so far away from the base map and basically get lost trying to get it right. I have never seen this harsh switchover point off of any of the base maps for the WRX. Heck a WRX I helped tune with a VF22 and basic boltons only needed to be changed in a couple cells off the base map that came with the Utec. Moral of the story: This is a great unit and switchover is transparent.
Originally Posted by 35ounces
Yeah thanks, but what about the notion of harsh switchover from ECU control to UTEC control. Since I have no experience with it I have no idea if it is common, was on older Subaru models only, or is nonexistant or what.
Thanks King thats very helpful.
Does that mean that there will need to be base maps for different Injector sizes etc.???
Also wondering if any testing has been done with an 2003 model?
Does that mean that there will need to be base maps for different Injector sizes etc.???
Also wondering if any testing has been done with an 2003 model?
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Originally Posted by 35ounces
Thanks King thats very helpful.
Does that mean that there will need to be base maps for different Injector sizes etc.???
Also wondering if any testing has been done with an 2003 model?
Does that mean that there will need to be base maps for different Injector sizes etc.???
Also wondering if any testing has been done with an 2003 model?
Because with different size injectors you do a "global" change their will be no need for base maps for all possible injector sizes. Rather just a scale up or down. Trust me it is very easy. What will be needed are maps for each turbo setup because of characteristics of the turbos. This is where a forum like this comes into play. Sharing maps is one of the best things about the Subaru online forums. Just use some common sense when you put them in. Be sure to compare them to what you know works in your car so you don't start out with a map that is way too aggressive.
Originally Posted by 35ounces
Thanks King thats very helpful.
Does that mean that there will need to be base maps for different Injector sizes etc.???
Also wondering if any testing has been done with an 2003 model?
Does that mean that there will need to be base maps for different Injector sizes etc.???
Also wondering if any testing has been done with an 2003 model?
Originally Posted by theking
Because with different size injectors you do a "global" change their will be no need for base maps for all possible injector sizes. Rather just a scale up or down. Trust me it is very easy. What will be needed are maps for each turbo setup because of characteristics of the turbos. This is where a forum like this comes into play. Sharing maps is one of the best things about the Subaru online forums. Just use some common sense when you put them in. Be sure to compare them to what you know works in your car so you don't start out with a map that is way too aggressive.
I will repeat that the WRX UTEC and the Z UTEC are not the same. The Z UTEC hardware and software will offer the most advanced UTEC version to date.
Originally Posted by Gman2004
BTW, don't let anyone valet your car unless you want it to get flogged!
can't do this with an EU
