I got an email from someone named glenn at an email address glennjo@free.net.co.nz and composed him a return letter detailing what I was doing with my Emanage. It got bounced as undeliverable, and then I started thinking that I hadn't shared this yet with the forum. So here are some excerpts from my reply:


I'm running with the AFPR and have not yet finished mapping. I finished my timing map, but did that sort of backwards from the way everybody else does it, so it would probably be of no use to you. I left my timing retarded at 5 BTDC and then added in all the areas that it didn't need to be retarded.

I've been overly cautious, even to the point of making a set of jumper plugs that can pull the emanage completely out of the loop if I screw it up(which is why I left my timing where it was).

For the O2 clamp, I first used a simple circuit without a relay, but with a pressure switch, that worked very nicely at about .32 volts. It fed a lean signal to the ECU as I went into boost and went smoothly to a richer AFR.

The I got the bug up my a** that the Emanage should be able to do more than map fuel in or out. I threw a DPDT relay in with the pressure switch and a separate circuit that would generate the same voltage (1.75) that my wideband puts out at an AFR of 12.5:1. (I have a Zeitronix WBO2). I feed the 1.75 volts into the TPS input in the Emanage.

So now, the Emanage is seeing 1.75 volts into the TPS at all times that I am not boosting(so that it doesn't try adjusting anything) and switches to the output of my WBO2 when I go into boost. The OEM O2 sensor feeds the ECU normally until I hit boost, then clamps at .32 volts.

I have the Air Flow Adjustment Map set up so that there is zero adjustment at 1.75 volts(50%TPS) and it adds when leaner and pulls fuel when richer. This maintains me pretty well at an AFR of 12:5 to 1 at lower boost levels(to about 8psi) and I am now starting to add fuel with the "additional injection setting" based on the airflow input at the higher levels. I don't know how well I will do with this map, so I just wired in my pressure sensor last night in case I hit a brick wall.

The O2 clamp as I am using it is to trick the ECU into thinking the engine is running lean as it transitions into boost. All it does is substitute a known lean voltage for the regular O2 signal as you make that transition.

I found that without it, since I was staying in closed loop too long(as Jac has mentioned in his note), the ECU kept trying to lean out the extra fuel I was throwing in with the AFPR.

I will clean up my scribblings and post the circuit shortly. It is an adaption of some that were on Mnet a few month ago. As I said in my above posting, I don't think the maps would do anybody any good at this point, but I will post how far I've gone. Caveat Emptor.

You gotta have an Emanage. It's a combination O2 clamp and Emanage clamp.

Your Emanage is set to monitor a voltage that would correlate to the AFR you want to achieve, and until you go into boost it is fed that same voltage so that it does nothing except adjust your timing.

Your ECU gets the OEM O2 signal at all times except when you enter boost.

At the time you hit boost, the Emanage is fed the signal you want it to see that it will adjust against. At the same time, the ECU is fed a signal(O2 clamp) so that it will not try to pull fuel.

In that circuit the LED is on any time that you have power, it shouldn't go on and off. I'm not an electronics guy, but I think the LED allows us to get to the low voltages we need.

The 5K, 10 turn Pot is a variable potentiometer. It's a resistor that has a tap on it to make it adjustable. It is a 5000 ohm rating, and doesn't need to be 10 turns. It might be listed as "multiple turns". Basically, you want an adjustability of much more than a flat potentiometer that goes full scale in one turn because you need to be able to make a very fine adjustment. These can be very small pieces. Smaller than 1/4" x 1/4" x 1/2".

I'm using the 1.8 injectors. The way it works is I keep the signal to the Emanage at 12.5 AFR until I go under boost(12.5 is 50% on my map) so that the Emanage doesn't try to change anything. Then, when the boost switch is hit, it allows the WBO2 signal to go to the TPS input which I use to adjust the AFM signal. If it stays at 12.5 AFR, there is no adjustment(50%), if it falls below 12.5 it removes fuel through that map, if it goes above 12.5 it adds through that map. This keeps it from running too rich under boost conditions, or too lean. When not under boost, the Emanage does nothing but adjust timing.

Then, with the additional injection map, based on the pressure sensor input, I add fuel as the boost goes up. The two maps work with each other to modulate the fuel at 12.5 AFR.

Again, I would not use these maps unless your timing is retarded fully and you want to add back in, and, you must have some way, such as the circuit I'm using, to keep the AFR signal from affecting change when you are not under boost.

The circuit and the maps might be able to be modified to use the OEM O2 sensor, but since I had the wideband output, I felt it would be more accurate.

If someone wants to do it with the OEM O2, I'd be happy to work it through with them.

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