e-MANAGE ULTIMATE
(Advance Engine Control Unit Manager)
The GReddy e-manage Ultimate was engineered to preserve the best features of the original e-manage (an economical price, the use of existing sensors, the ability to easily alter stock settings, & the vast compatibility for most Japanese performance vehicles), while advancing new innovations in piggyback engine control management. Although the external physical dimensions are the same, the Black-Chrome Ultimate has an increased number of input and output ports along with new built-in adapters, to add a number of new options.

In addition to standard e-manage airflow-based adjustments, the Ultimate version includes new and upgraded features. Included is a PC-based Ultimate Support Tool software CD, with an easy-to-use Parameter Set-up, tab menu format and speedy USB communication. Ultimate has improved direct Map control for adding and subtracting Fuel and Ignition. The ability to switch between 2 preset tuning Maps (i.e. Street or Race program) via externally mounted toggle switches. There are Maps for Individual cylinder adjustment for both Fuel and Ignition. There are also options to convert injection and ignition systems (i.e. group or sequential injection and group or individual fire ignition.) An Airflow Output Map option even allows for airflow meter elimination. And when used with a wideband A/F Meter, the Air Fuel Target Map can self-tune an Injector base tuning Map, to speed up initial tuning. There are also built-in Boost, Rev and Speed Limiter-Cut features. To create super smooth operation, there are various fine tuning Correction Maps to adjust for Throttle Acceleration, Vehicle Speed, Water Temp, Intake Temp, Auto Trans Shift, Anti Engine Stall, and Idle. To further aid in tuning, e-manage Ultimate's improved integrated Monitoring, Map Tracing and Datalogging features far exceed any other piggyback controller on the market. Even when not connected to the software, 8 channels of datalogging (at 20msec intervals) can be recorded and stored to be reviewed later. With the Support Tool connected, over 30 channels can be covered. Other new features include: Improved RPM recognition, Warning Settings, Password Protection for individual tuning Maps, NVCS (Nissan), VTEC (Honda), O2 Feed-back, Clean Fouled Plugs, and numerous others in future updates.

Ideal for optimizing and fine-tuning for performance products like Exhaust, Air Intake, Intercoolers, Boost Controllers, and Turbochargers, the e-manage Ultimate fills the gaps between conventional piggyback and expensive stand-alone engine managements.

All installation and tuning should only be made by a trained technician with proper air/fuel monitoring tools. (Some or all functions may not be compatible with some applications.)

 

How much....

EDIT: Looks like at least $500 for the new unit. The original E-Manage was roughly $300 plus the harness. I wonder if Scalbert's PnP harness would work with the new one? An additional harness would most likely be needed.

 

under $600.....

http://www.horsepowerfreaks.com/sale...anage_Ultimate

 

The Greddy e-Manage Ultimate does what no other piggyback ECU can. Engineered to preserve the best features of the original e-Manage (economical price, no need for tuning from scratch, & compatible for most Japanese performance vehicles). Physical dimensions of the case are the same as the previous e-manage model, however the “e-manage Ultimate” has a black-chrome finish.

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.

 

Calling Scalbert... make this work for us pulease

 

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.

HOLY SHIT!! You can basically wire-up your wideband and datalog with this new emanage, then look at the maps and tell this feature your 'target' afr and it will achieve it for you!! It basically does all the work for you. I hope it works well.

 

Sounds good. We need Scalbert back

 

Also, I'm sure allmotor_2000 can help us out with his Electric Engineering degree Ram, not sure if you have tools to make/modify harness?

Ability to raise rev limiter and multiple adjustmets in all areas are always on my mind without adding standalone which is not available anyway for auto guys.

 

allmotor is an electrical engineer? I thought he was a mechanical... especially after making several custom turbo kits... weird.

 

Keep in mind that even though the E-Manage Ultimate may have the capability to do these things, it may not be applicable to our cars. For instance, the original E-Manage has the capability to advance ignition timing, however on our cars only ignition retard could be accomplished.

 

Good point. But with this thing there are LOTS of new features, and some of them should work no matter what. Very useful, but not necessary: Emanage Ultimate!

 

I've emailed scalbert regarding this thread. Hopefully he'll shed a little light in here

 

I had recently read about this and found it very intriguing. Could it be adapted, yes. I'll look into the diagram tomorrow and report back. But IMO, it should not be too hard.

That WB02 input and tuning ability is awesome!!!

 

Thanks Steve

 

... oh no, more money to spend.

 

 

 

^ damn dude...got your hands on one already...i wonder if my uni chip harness would plug right in...looks like it would

 

daaaaaamn... had no idea those things were so small.

 

Here is what I found in the quick review of the documents. One good part is that the B and C connectors appear to be the same as the blue unit's connectors so that would be PnP. All pins match up correctly.

The A connector is where the great new features are located and here are the immediate benefits I can see:

WBO2 Input - The ease of open throttle tuning would be vastly increased but you would still need to manually tune some. It doesn't eliminate tuning.

Add/Trim Injection - In the old unit you could only add pulse width. The Ultimate system allows you to be able to pull back injection allowing easier integration with larger injectors. It does this by intercepting the injector signal versus just tapping them like with the blue unit.

Cam/Crank Position Inputs - This would probably allow for complete ignition control since the E-Manage will now know the exact position of the engine. So advancing the timing shouldn't be a problem now.

Temperature Inputs - Which can be used to control relay outputs such as H2O injection if the intake air gets too hot, etc.

Speed Input - Correlate or adjust parameters to speed or even clamp the speed input to the ECU thus eliminating the speed limiter (as if that is a real concern).

Idle Adjustment - It has the ability to supplement the ECU's control of the IAC. This could help with bigger injectors and coast down conditions.

Knock Sensor Input - You could pull timing when knock is detected; a life saver for some.

That is about it for the major benefits. Now, would I run out and get it if I had my CL-S still; not immediately. The blue unit can do almost everything needed when applied to a vehicle with forced induction to a limit. But I would certainly be investigating it though and would depend on power plans. The one area which would possibly cause me to pull the trigger is the Injector control and the easier ability to run larger squinters. This could eliminate the rising rate FPR and just go back to the stock regulator. Plus, that temperature input/relay output could be put to good use.

The jumper settings would need to be determined which shouldn't be too hard.

Who is going to be the first??

 

Scabert- thanks for the write up and it's good to see a post from you, it's been a while. How's the V Dub world?
*
In regards to eliminating the speed limiter, correct, not much of a concern, but what is your opinion on this unit controlling the rev limiter on the cls? When I am ready to go with my motor, (soon) if I could stretch out the rpm's by a 1000 or more at red line, I could play with the power curve and not have so much power coming on at the lower rpm's. Is the cls rev limiter only fuel cutoff or is it a combination of fuel and ignition?
*
I probabley won't be the first, but I'm going to give it a try. Anyone interested in a brand new BLUE emanage with support tool?

 

It is going well, I have my first problem to try and track down and it appears to be an allusive one. With the recent rains it sure has been fun taking advantage of AWD and the incredible mid range torque the 2.7T makes.

The concerns with the rev limiter are in the E-Manage's ability to control ignition and fuel. With the Ultimate unit reading the crank and cam positions it derives RPM off of that and no longer needs the ECUs tach output. And now with the Injectors being in direct control it should be able to take the revs higher regardless of what the ECU wants. But the unknown question is if the Ultimate can handle the fueling and ignition needs when the ECU calls it quits. That will take some work.

IMO, have you looked at stand alone? Granted it is more costly but there are no tricks needed.

 

With the A/F target tuning thing, couldn't this basically take place of the Unichip? Then we wouldn't have to trial and error it on a dyno to get better figures. Or am I completely off base trying to compare the two?

 

You are correct but we don't know how "good" it is at tuning its self. There is also another reason why this would be useful to NA guys, it should be able to advance timing just fine.

 

Thought about stand alone's but have nixxed that idea. To many creature comforts would be lost. The stock ecu controls just about everything from telling the engine to increase rpm when ac is on to probabley having some control over even the windows. We'll just have to wait and see how this new unit performs. take care.

 

I don't have a unit yet. I found that on a 350Z site where one guy is about to install it (the thread was created back in June).

I'll be picking one up this winter when I start my project.

 

I know about timing, however my stock AV6 ECU is crap even vs. CL-S due to lower compression (on original motor), "economy" timing, cams, 87 octane tuning, etc. I figured this Ultimate kit might help to wake my car to see higher gains. And since I can't run without it (controls Dr. Evil) and EMS not available for 4AT, controlling timing and rev limiter just excites me besides other feautures especially now coming with 3.5 swap and larger injectors.

 

Look who's back

I can try it Steve, to see if these new features will kick my crappy AV6 ECU to observe higher gains. If this does more for me, I'm sure others here we'll see better gains as well. My upcoming 3.5, large injectors (360cc), Vortech SFMU (FPR) combined with Ultimate might bring me benefits as well to others. How much, who knows and time will tell. Oh, and A/T Shift Compensation along with Rev Limiter Cut is what I'm very interested too.

Another feature I like is B & C connectors remain unchanged and looks like existing users should get just 14-pin Supplement Harness.

BTW, here is the chart showing FP with Vortech unit (better adjust FP with large injectors than CT) I'm going to use at around 7psi with new 'RL pistons.



Let me know if you going to help

 

I'll provide whatever input I can. However, without a vehcile I can't testing anything so it will just be theory based on the documentation.

 

Can I send to you my harness to double check and this Ultimate unit to play with?
I think Benson and I can tune it afterwards . But yes, I wish you were closer.

 

I'll PM you details

 

Steve, clear your PM

 

Update



Just purchased this kit for $520. Going to send to Scalbert once received along with my existing PnP harness to make it work. Once get it back, will install and tune it.

Stay tune...

 

 

 

Sorry, they are cleared.

I understandily lost my Mod Status so my PM box was cut down and imediately went over limit.

 

nice to see your back mr. calbert!

 

i am too very interested in this cause the blue e-manage has been giving me trouble whenever the weather changes.

 

I guess I should have held off from buying the Unichip. This is cheaper and has more abilities. I hope the Unichip PnP harness fits this.

 

Screen Shots of what the software can do...

http://www.mohdparts.com/emanage/ult...ots/index.html