Okay, so I went out and hooked up a relay to my e-manage that would disengage a oxygen sensor voltage to the ECU once I get into boost. It was a basic relay setup using the vtec output to trigger the relay. When I went out and tested it, it was running rich 10-12's through about 4 pounds, but once it hit bout 6 pounds, the a/f got way lean ~16's into the 17's. Our main problem is that the emanage is seeing 100% duty cycle way too soon. So only a certain amount of fuel can be delivered. I had it set to +50% on the air flow map at 90-100% throttle. I am running 370cc injectors with the auto calibrate on the emanage. any help on how we can get this duty cycle correct would be sweet. hope this helps some people.
That makes some sense , when i had a bad 02 sensor the car was running incredibly rich all the time, so it stands to reason if the computer dont see it, it would richen the af ratio thats a pretty slick idea, stock duty cycle is 65% i think
Your runing on auto calibrate...Is this with a wideband input to it on the v1.4 software? Yea something isnt right there I've heard something about a Map sensor voltage problem causing the car to try to get back to 14.6 and Haas before they went under made a little box to bypass this, nothing more than a resistor or something simple like that
370 should be more than enough to support up to 9-10 psi
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
no, the auto calibrate thing was just the e-manage auto correct where you put in the old and new injector sizes. i am throwing the EVAP canister check engine light because i disconnected the line to my intake manifold so i wouldn't any ringlands. so does anyone know how to fix this without running a line to my intake on the turbo?
you mean you disconnected the IAT?
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
no, the evap canister, the canister that allows fumes from your gas tank into your engine.
so where is it going then? If its not capped its going to leak fuel vapor everywhere--- NOT GOOD, and if it is capped with nowhere to go you're going to start building pressure in the fuel tank.... the purge solenoid for the evap system only activates to allow vapor into the intake stream at idle, so there's no reason for it to be disconnected.
anyway, sounds like you're having the same problem rich was.... he got pissed off, couldn't figure out why the emanage was seeing double the duty cycle it should, tried every setting possible on the dials, ended up taking the emanage back out and ran on just bigger injectors, afpr, and fmu. Still the car would adapt out to 14.7:1 so when he gets back from FL he'll be figuring out some way of feeding the O2 sensor the proper voltage for 14.7:1 whenever the car is in boost so that even if the a/f is 10:1, the stock ecu is still seeing 14.7:1 and won't interfere with tuning changes. As of right now, even on 440cc injectors at 70 psi the stock ecu still adapts down to 14.7:1. Which is why the stock ecu SUCKS...
Arrival Blue 04 LS Sport
Eco
Turbo
Megasquirt
'Nuff said
well when it is disconnected, it isn't going to open, thus not releasing any vapors. but are you sure that it only vents the vapors into the intake at idle?
Not to hijack the thread, but what size are stock injectors? From what I've seen, some people run upwards of 10-12 psi with stock injectors, FMU and high flow fuel pump.
Any help is appreciated because I'm boosting my Eco soon.
Sasuke wrote:Not to hijack the thread, but what size are stock injectors? From what I've seen, some people run upwards of 10-12 psi with stock injectors, FMU and high flow fuel pump.
Any help is appreciated because I'm boosting my Eco soon.
Who in hell is doing this and why do they hate their engine so much?
Don't let this thread die guys. There are a lot of Eco guys following the A/F correction problem. Personally, I'm hoping I get lucky like Deekster Jones and can cure it with bigger injectors. Your efforts are appreciated fellas.......
The problem we are all having is not the map sensor, It is 100% the primary o2 sensor and the ECU itself's fault. I have an autotap scan tool as well as a wideband, EGT Fuel pressure gauge (electronic one inside the cabin) and a few others.
I have had my fuel pressure anywhere from 35psi @ 5lbs boost to 70psi@ 5lbs boost and I watched the ecu pull injector pulse until it was the happy 14.7 AFR. The idea i had is a 2 parter, first use a WOT switch to "alter" the primary o2 sensor output to the ecu at WOT to see if this will actually help. "Which I suspect it will." after this is confirmed I'm going to work on a solution that will (while under boost) used the widebands linear 0-5v output to drive a circuit that will send the nesecarry signls to the ECU to acheve the AFR desired. (any body with novice electronics experiance has an idea of what I'm talking about)
Now the only problem I forsee is that according to some sources the ECU dosn't adjust based on a o2 sensor voltage, rather a sensor voltage range...i.e. a waveform. If this is the case generating the correct waveform needed to either richen, hold or lean the car might be a little trickey. I'm hopeing that if i do need to send the ecu a waveform that i can just bias the one coming out of the sensor instead of generating one from stratch.
Any comments or sugestions for me b4 i start this undertaking next week?
<img src=http://home.comcast.net/~richnj221/smiley.gif>
My post will show my lack of electrical knowledge but bear with me. Is it possible to wire in downstream of the ECU to drive the injectors from a seperate source. I know my SAFC2 is wired in ahead of the ECU so it "tricks" the computer so it wouldn't achieve this idea. Is this even a possibility? Does a signal return from the injectors to the ECU to report status? I might not have made any sense but I don't really understand this electrical stuff and I would like to because it looks like it might be one of the few Eco solutions. If you guys could shed some light I might be able to play with things and see if I can get something to work. Thanks.
reflash would be easyer
because you guys got me lost
see ya!
when my 02 sensor was bad i noticed that the computer didnt try to "correct 14.6 itself" like it does now im going to try unhooking the sensor and seeing if that makes a difference again
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
well thats what I tried, when i hit boost, it shuts off the voltage going to the O2 sensor input and it still gets lean in the upper RPMs. Does anyone know what the rotary switches on the e-manage control, this may help us with our injector problem.
Sell the E-manage and get a FMU, Ford red tops, walbro 255 and a SAFC and call it a day. HEHE, just messin guys, Hope you guys figure it out..I think E-manage is being a SOB tho...its weird.
I thought my 310cc GMSC injectors was holding me back and when i switched to the ford red tops, my a/f held steady. Only downfall is since im running only 5 PSI....i max out boost at around 3500 RPMs and i start leaning out from around 4000+ becuase of no more fuel pressure =( but its only like 12.5 to 12.8 around 6000 RPMs. Thats why i need a SAFC =( hopefully that doesnt give me the back to my problem like you guys are having.
Good luck guys...
Ya know, I don't even use aftermarket stuff... and I still went and read about it to see if I could help.
IIRC, the 1st rotary switch is for ignition type, the second and third are for airflow sensor type. The ny jbody site settings are for 4 cylinder 2 coil ignition and Toyota airflow sensor (possibly MAP, not sure). I was starting to read about the software when I fell asleep the other night.
Is there something in the software which allows you to set the injection type? Sequential injection vs batch type? That may be why the emanage is determining that duty cycle is at 100% at too low an rpm. Or if the Greddy thinks the injectors are too small, there may be a calculation for fuel delivery which is throwing things off. Just throwing out some ideas since I can't spend more time reading for a few nights.
-->Slow
