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07-01-2008, 05:54 PM
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#1 (permalink) |
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Senior Member
  
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ECU Upgrades & Tuning Information.
UPDATE:
Because of the soon to be released products of Hondata and Cobb, I have made adjustment to this thread accordingly. Enjoy. Hondata FlashPro  FlashPro features Programmable ECU interface. Connects via OBDII diagnostic port. USB 2.0 connection Works with Laptop or Desktop No ECU modification necessary. 90 second ECU programming time. 20 hours on board datalogging memory. FlashProManager Windows software. Check and clear diagnostic codes. Custom laptop gauges. Theft mitigation 2006+ Civic Si / Civic Type R tuning features Choice of AFM or MAP based tuning. Support for MAP based forced induction. Support for larger injectors. Ignition, fuel, cam angle table editing. VTEC window. Rev, launch and speed limiters. Race vehicle sensor disabling. Plus other compensation and trim tables. Map tracing Retail Cost: $795 in June 2009 MORE INFO SOON! ---------------------------------------------------------------- COBB TUNING ACCESS PORT  STAY TUNED FOR FULL UPDATES ON THIS DEVICE! ---------------------------------------------------------------- e-Manage Ultimate  Front Panel (Dip) Toggle Switch - 2 independent setting can now be stored and accessed via the �Toggle Switch.� 2 separate maps for the �Injection Adjustment Map� and the �Ignition Map.� (For Rotary engines, 2 separate �Primary and Secondary Injector Maps� and �Leading & Trailing Ignition Maps.�) i.e. one program for �street� and one for �race track�. Serial port - External data (like �GReddy Warning Meters�, and other future optional products) can be monitored and recorded in real time through a data link cable. Switch Port - �Data logging� and �Ignition Cut� features can be activated with the use of an optional �Remote Switching System� and �Switching Harness� Option 1 & Option 2 - An additional �Option Connector� is added to the previous �Pressure Connector.� Now any two Options (like �GReddy Pressure Sensor�, �GReddy Temp Sensor,� �Multi-Switching System,� A/F Meter, Auxiliary Switch, Factory Pressure Sensor, or Other Analog Input signal) can be selected using the �Option 1� and/or �Option 2 � ports. USB Port - e-Manage is industry first to adapt the USB communication technology. We have improved communication with ability to use standard USB cables. This improvement also enhances the communication speed for more detailed real time monitoring and data recording. Real Panel Because of new Features, there are now 3 �Harness Connectors� (sold separately). The 18-pin and 12-pin connectors and the signal pins are identical to the previous e-manage system, while a new 14-pin connector was added for new features. Additional �Vehicle Specific Plug-in Harness� may also be available for certain applications. Circuit Board Many Optional Adapters, which previously need to be purchased separately, are now built-in. The internal circuit board contains 20 �Jumper Switches� to accommodate (previously separate) features, including: Mazda Hotwire Airflow Meter Adapter Ignition Signal Adapter Socket (Ignition Signal Adapter 1 & 2) Parameter Setting - The biggest change to this system is in the �Parameter Setting� window. With all the added features, the window is now in a tab menu format. Speed Limiter Cut Feature - This feature will eliminate the factory speed limiter. (May not work on some vehicles) Throttle Setting - Any voltage can be inputted directly to set the throttle position. Warning Setting - �e-manage Ultimate� can illuminate the Active L.E.D. as a warning light for RPM and/or one additional parameter from the menu, by selecting and setting a warning point value (or an unused �I/J CH� can be used to activate a relay to illuminate an external warning light). Ignition Cut Feature - With the installation of a switch (in the �ON� position), ignition can be cut at a set RPM point Map Trace Protect Feature - Each Map has the option to be password protected A/T Shift Compensation Feature - On vehicles with Automatic Transmissions, ignition timing can be compensated at set shift-up and shift-down points Channel Change Feature - Vehicles with a distributor type ignition system may able to use group fire or individual ignition systems (Replacement parts and modifications to the wire harness is required)Also, Group injection systems may be changed to sequential injection (Modifications to the wire harness is required). Map(s) Airflow Output Map - Previously labeled �Airflow Adjustment Map� is now �Airflow Output Map�. (#)This can now used to eliminate the factory airflow meter. This is done by directly inputting voltage or frequency in to this map. Anti Engine Stall Feature - The 8 adjustment cells are now upgraded to 16 cells, for even finer adjustment. Injection Adjustment Map - Fuel trimming in the previous system was achieved by adjusting the �Airflow Adjustment Map� which could also affect the ignition timing. The improved �Injection Adjustment Map� is used to trim and add fuel directly by controlling the injector signal, therefor it will not affect the ignition timing at all. (However with an internal jumper setting change, the system is still able to trim the fuel by adjusting the airflow signal like the previous unit) Acceleration Injection Map - Like the �Injection Adjustment Map�, the �Acceleration Injection Map� can trim fuel by controlling the injector signal. This is used if it is necessary to smooth rapid transitions to wide open throttle. Individual Cylinder Injection Adj. & Individual Cylinder Ignition Adj. Maps - It is possible to correct uneven combustion between cylinders, by fine tuning each individual cylinder for more advanced tuning. Vehicle Speed Correction Map - Inconsistencies due to differences in vehicle speed (difference in load) can be corrected with this map. Coolant Temp Correction Map (Must be Selected with Knock Signal 1) - When the ECU Coolant Temp Calibration does not match the e-manage�s tuning, this map is used to tune the system at various temperature ranges. Intake Air Temp Correction Map (Must be Selected with Knock Signal 2) - When the ECU Intake Air Temp Calibration does not match the e-manage�s tuning, this map is used to tune the system at various temperature ranges. (#)This map is also be used when eliminating the airflow meter on a vehicle equipped with a hotwire type airflow meter. Rev Limiter Cut - For vehicles with a fuel cutting controlled rev limiter, this feature will drive the injectors past the factory rev limiter. *This feature will not work on vehicles with rev limiter controlled by ignition cut. A/F Target Value Map (feedback tuning function) - By inputting target Air Fuel values in this map, �e-mange Ultimate� will automatically make corrections to the �Injection Map,� if an A/F meter (*high quality) is connected to the Auxiliary Output signal. This feature can shorten the tuning time. Ignition Adjustment Map - The �Ignition Adjustment Map� can accurately advance ignition timing by controlling the crank angle / cam angle signal. Acceleration Ignition Map - Ignition timing can also be corrected for a rapid change in the throttle opening rate for a smoother transition into wide open throttle. NVCS Control Map - NVCS (Nissan Valve Control System) can be controlled with out the need for NVCS Adapter 1. Analog Output Map - This feature can be used to eliminate the factory boost cut function on vehicles that are equipped with both an airflow meter and a pressure sensor (i.e.: FC3S, Subaru). Also, on some vehicles, the factory feedback range can be adjusted by outputting a corrected throttle position signal. Auxilary Output Map - The fixed 4x4 map on the previous unit is now a fully adjustable 16x16 map. Set your own "ON" and "OFF" conditions. Idle Stabilization Map - If the factory idle control valve is a solenoid type valve, this map can vary the valve�s duration to adjust the injection rate. (#)This is used when eliminating the airflow meter. Other Added Features RPM Signal RecognitionImproved RPM signal. If the standard RPM signal wire cannot be used, an RPM signal can be recognized though a crank angle / cam angle signal. With an internal jumper setting, the system can even recognize RPM from the negative signal of the ignition coil. Fouled Plug Feature - When initiated this feature can help clean fouled spark plugs by cutting the injector�s firing at start up. To fix the fouled plug start the engine with wide-open throttle. Data Log Features Data Logging - Samplings can be recorded at 20msec on up to different 8 channels on the unit itself and over 30 when using the included software. The data can be recorded even when the PC is not connected. TEXT File Feature - The data recorded in the Real Time Display mode can now be save as TEXT file. Organizing the data can simplified by opening the data in Excel and creating a graph. Knock Monitor (Future update) - Knock can be monitored and reviewed. Ignition Timing Display (Future update) - Ignition Timing can be monitored in the Real Time Display mode. Retail Price: $680.00 Additional products: Plug and Play Harness - TBA ---------------------------------------------------------------- V-Manage  The V-Manage, Variable Valve Timing Controller was designed by GReddy engineers to take advantage of some of the modern technology OE Manufactures* are now commonly incorporating into their latest engines. Based on the intuitive controls, data logging and Maps of the e-manage Ultimate software, a tuner with a laptop computer, can now alter the factory’s ECU control of valve-timing at any RPM and load to optimize power output and fuel economy. However by purchasing GReddy's application specific V-manage Kits, you can simply "plug & play." V-manage Kits, include the V-manage, CD software, Plug-in Harness with adapter, and Pre-programmed MAP to optimize cam timing for increase horsepower, toque, and boost response. (* Mitsubishi MIVEC, Honda iVTEC, Nissan CVTC, Subaru AVCS, Toyota VVTi,VVTL-I, Dual VVTi) Retail cost: $ TBA ---------------------------------------------------------------- AEM F/IC  The AEM F/IC is an economical solution for controlling fuel and ignition on vehicles that do not require stand-alone engine management, including variable cam timing engines like VTEC, VVTi and MiVEC. OVERVIEW The F/IC gives users with OBD-II vehicles and non-factory forced induction systems the ability to retard ignition and deliver accurate amounts of fuel without the need for outdated FMUs or “boost hiding” controllers. This system works parallel to the factory ECU preventing tuning limitations due to complex factory timing patterns and will not cause a check engine light (CEL). PRECISE FUEL DELIVERY The F/IC intercepts the signal to the stock injectors, allowing the user to modify pulse-width by +/-100%. The F/IC is the only piggy-back system that can decrease injector pulse-width, allowing the user to drive larger aftermarket injectors* while still maintaining proper air / fuel ratios. This powerful system can also tap into the factory injector signal and work independently to drive up to six (6) additional injectors. TIMING RETARD CONTROL The F/IC has the ability to retard timing by intercepting and delaying the outputs from the cam and crank position sensors to the engine- with no adverse affect on applications equipped with variable cam timing. The F/IC can retard timing from the factory system based on engine RPM and load inputs. SENSOR CALIBRATION & CONTROL The F/IC can also be used to recalibrate / clamp the MAF sensor, eliminating common problems with non-boosted factory MAFs. The on-board MAP sensor allows for proper fueling in boosted applications. CAN-BUS SYSTEMS NOT AFFECTED Since the F/IC works in conjunction with the factory ECU, late model-vehicles equipped with a CAN-BUS system retain functionality of climate controls, dash and other components on the network. KIT CONTENTS F/IC Module F/IC Tuner Software CD F/IC Bypass Harness 24" Flying Lead Harness 36" Vacuum Hose 3/16" T-Fitting 10' USB COM Cable 4 - 4" Zip Ties Instruction Manual RECOMMENDED PARTS 30-4100 AEM Wideband UEGO Gauge-Type Controller 30-4350 TRU-BOOST Gauge-Type Boost Controller KEY FEATURES Works with latest OBD-II vehicles including variable valve control VTEC controller based on Engine RPM and Load Six (6) injector inputs with simulated injector load used when remapping OEM injectors Six (6) fuel injector controllers for either remapping of ECU output (+/- 100% trim) or as a stand-alone extra injector driver 21x17 maps with configurable load and RPM breakpoints Analog in / out for remapping / clamping MAF F/IC draws power from PC USB interface for quick and easy calibration changes 64kb on-board data logger Drives high impedence injectors or low impedence injectors with use of Peak & Hold Injector Driver Box Three (3) channels of timing retard Supports MAG or HALL sensor types On board 41PSIA (approx. 25PSI boost) manifold pressure sensor Windows-based Tuning Software Retail Cost: $395.00 Additional Products: p&p harness through boomslang: $ 400.00 ( Due to gold coated tips / connectors ) ---------------------------------------------------------------- Hondata " Reflash "  The K20Z3-06Si reflash lowers the VTEC point to 4500 rpm, advances the cam angle and raises the rev limit to 8600 rpm. We have implemented a VTEC window from 4500rpm to 5800 rpm. Below 4500 rpm the K20Z3 is always on the low cam Above 5800 rpm the K20Z3 is always on the high cam Between 4500 rpm and 5800 rpm the K20Z3 is on the low cam at part throttle switching to the high cam at full throttle. This one reflash will work well with a variety of aftermarket performance parts. It will work well with: An intake Cat-backs (as long as they are less restrictive than stock) A race header * A combination of intake and race header (*Note that current race headers eliminate the catalytic converter and will generate a check engine light. This engine check light is for emissions and will not affect the car's performance. Race headers are for offroad use only) You must have a minimum of an intake or header. It is not designed to work with a stock 06/07 Civic Si and will lose power between 4500rpm and 5600 rpm if installed. The 06 Civic employs a mass air flow sensor that automatically adjusts the air-fuel ratio for increases in air flow from correctly designed intakes and race headers. Intakes for this car are critical. The intake - in particular the size and shape of the piping around the mass air flow sensor is the primary determinant of fueling for this car. If you have any problems in running rich or lean, then you must retest with the stock intake. Race headers will not cause this engine to run lean. The VTEC switch point on this reflash is very smooth - much smoother than previous reflashes. With a stock air box and race header the switch point is virtually undetectable. For the reduction in VTEC "kick" and aural stimulation, we apologize, but this is the path to maximum power. Power is gained in the midrange from 4700rpm to 6300 rpm. Power gains above 6500 rpm are negligible, although the higher rev limit will raise average power a little. Retail price: $595 Last edited by Whocares05050; 05-10-2009 at 12:43 PM. |
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07-01-2008, 09:01 PM
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#6 (permalink) |
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Senior Member
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Great info. I'm just still trying to decide which one to go w/ cuz i dont think hondata is coming out w/ anything soon. Out of AEM and GReddy, which one can do the most for our cars? please no flaming, just trying to get some incite from people that know.
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07-01-2008, 09:05 PM
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#7 (permalink) | |
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Senior Member
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07-03-2008, 11:10 AM
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#15 (permalink) | |
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Senior Member
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07-03-2008, 07:07 PM
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#16 (permalink) |
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Senior Member
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I would think that the piggy backs like the AEM and the GReddy Emanage wouldn't really help much in an NA bolt on situation. You would need cam control to really get any power out of I/H/E setup. These sytems are geared more towards Forced induction where fuel and timing control is necessary.
I think I'm definately switching over to the AEM F/IC when I go get tuned. My tuner is willing to swap the Emanage ultimate for the F/IC even swap. Plus he's going to repin my Emanage PnP harness to hook up the F/IC without any serious wiring. I would be crazy not to take that offer. Right? Last edited by soxfan143; 07-03-2008 at 07:08 PM. |
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07-03-2008, 07:12 PM
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#17 (permalink) | |
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Senior Member
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A tuner could easily, and safely lean out that setup to about 12.5-13.0 on all motor, and actually gain more power. Your probably looking at a 10-15 more hp increase. |
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07-05-2008, 06:09 PM
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#20 (permalink) |
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Senior Member
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None of these piggybacks have any control of any systems besides fuel and timing. The iVtec on our cars is more complex than any other vtec system honda makes. You would need a stand alone management or Vmanage to control Vtec and cams. But if you have the money and patients and the knowledge you can control vtec and stuff with the Vmanage. You just need to hardwire it in.
The F/IC is a better unit than the Emanage Ultimate for our cars. It works better for some reason. There is a minor flaw in the Emanage firmware in sudden WOT changes. When you go to WOT quickly it dumps too much fuel when you jump to to large of an injector over stock. If you go from the stock injectors to say something like a 550 or higher it will be hard to tune that problem out. Unless you disconnect your primary O2 sensor and tune straight from the Emanage pressure sensor. The F/IC has a built in pressure sensor in the unit itself and it uses a better method for controlling timing than the Emanage. From what I've been told. But I could be wrong about this part. Hey Mike, chime in here and let me know if this is correct. Last edited by soxfan143; 07-05-2008 at 06:17 PM. |
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