HBP with EManage
Originally Posted by VinceBlkCLS
Thats to the wheels very nice numbers if im right, its a manual trans if you didnt knew.
Thread Starter
Blown is Best
Joined: Jun 2002
Posts: 4,437
Likes: 15
From: Fresno, CA
Nope - IMRC still connected. The reason most disconnect the IMRC is because the motor goes lean when it opens. With the E-Manage, we were able to add some fuel to keep it from going lean at IMRC and VTEC engagement eliminating the two trouble spots in the fuel curve.
Originally Posted by Allout
Nope - IMRC still connected. The reason most disconnect the IMRC is because the motor goes lean when it opens. With the E-Manage, we were able to add some fuel to keep it from going lean at IMRC and VTEC engagement eliminating the two trouble spots in the fuel curve.
basically, im curious to see whether or not te low end tuning done NA would seize to matter with forced induction coming into the picture.
Question becomes if ne can get more low/mid range power with no valve at all tuned vs tuned with the valve in place and closed below 3800rpm.
IMO it seems that it anything it would make a small differnce, it seems that the majority of us got rid of it because of the problem it posed.
Also to note Sean (04accordcpe) is running with the IMRC still connected with teh Greddy Emanage blue.
Thread Starter
Blown is Best
Joined: Jun 2002
Posts: 4,437
Likes: 15
From: Fresno, CA
Originally Posted by Accord_V6_400m
Do you suppose theres more power to have at lower rpms (below 3800) by removing the valves since forced inductionpretty much cancels out your helmholtz resonance charging of the cylinders? Just seems that without it there your high end would pretty much be the same, since its almsot identical having no valve and it being open.
basically, im curious to see whether or not te low end tuning done NA would seize to matter with forced induction coming into the picture.
Question becomes if ne can get more low/mid range power with no valve at all tuned vs tuned with the valve in place and closed below 3800rpm.
IMO it seems that it anything it would make a small differnce, it seems that the majority of us got rid of it because of the problem it posed.
Also to note Sean (04accordcpe) is running with the IMRC still connected with teh Greddy Emanage blue.
basically, im curious to see whether or not te low end tuning done NA would seize to matter with forced induction coming into the picture.
Question becomes if ne can get more low/mid range power with no valve at all tuned vs tuned with the valve in place and closed below 3800rpm.
IMO it seems that it anything it would make a small differnce, it seems that the majority of us got rid of it because of the problem it posed.
Also to note Sean (04accordcpe) is running with the IMRC still connected with teh Greddy Emanage blue.
I seem to recall someone that did some dyno's and had a slight HP decrease at lower RPM's with the IMRC disconnected. If I find the thread, I'll post it up later.
Thread Starter
Blown is Best
Joined: Jun 2002
Posts: 4,437
Likes: 15
From: Fresno, CA
Here's a discussion and Dyno on IMRC connected and disconnected.
https://acurazine.com/forums/showthread.php?t=181821
Hemhaw and ThinJim both have dynoed with connected and disconnected. Their opinions are to leave it connected if possible if you can control detonation.
https://acurazine.com/forums/showthread.php?t=181821
Hemhaw and ThinJim both have dynoed with connected and disconnected. Their opinions are to leave it connected if possible if you can control detonation.
Thread Starter
Blown is Best
Joined: Jun 2002
Posts: 4,437
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From: Fresno, CA
Only if you're getting detonation or pinging. If you've got high enough octane fuel, you should be OK. Do you hear any pinging? It almost sounds like shaking nails in a can.
What octane fuel are you running. I had to tune because we've only got 91 octane out here in California.
What octane fuel are you running. I had to tune because we've only got 91 octane out here in California.
Racer
Joined: Jul 2006
Posts: 265
Likes: 0
From: NC, charlotte
OHHHHH I see In NC we have 93 gas here thank the lord. I dont have the charger yet but its coming soon. I am defintely trying to get the HBP and emanage soon are our stock injectors ok to use? Also is the tranny cooler necessary for us autos when s/c??
Thread Starter
Blown is Best
Joined: Jun 2002
Posts: 4,437
Likes: 15
From: Fresno, CA
If you've got 93 octane, you should be fine running the HBP without an E-Manage. Your stock injectors will be fine. The key is to tune it properly with the FPR (fuel pressure regulator) set properly.
If you're running an auto, I would definitely get the tranny cooler. The more HP you push, the hotter your transmission fluid will get. If you've heard of people talk about drivetrain loss, you can think of a portion of those lost HP being converted into heat and transferred into the transmission and fluid. I also like Amsoil Universal ATF which is a synthetic that is Z-1 rated/compatable.
Good luck with the SC. I know you'll love it.
If you're running an auto, I would definitely get the tranny cooler. The more HP you push, the hotter your transmission fluid will get. If you've heard of people talk about drivetrain loss, you can think of a portion of those lost HP being converted into heat and transferred into the transmission and fluid. I also like Amsoil Universal ATF which is a synthetic that is Z-1 rated/compatable.
Good luck with the SC. I know you'll love it.
How much boost are you supposedly running, around 8? To be honest I expected a little better, not too much to say i'm dissapointed, but the torque numbers are great 
ALthough I wish it was a little more flat, even with the short horizontal axis considered.
How should I be expecting with my set up on 6psi max (the stock CLS pulley)? Last time I dynoed my car on a dynapack I had 278hp at the hubs.
Do you have a before dyno while you were NA?
ALthough I wish it was a little more flat, even with the short horizontal axis considered.How should I be expecting with my set up on 6psi max (the stock CLS pulley)? Last time I dynoed my car on a dynapack I had 278hp at the hubs.
Do you have a before dyno while you were NA?
Originally Posted by Accord_V6_400m
How much boost are you supposedly running, around 8? To be honest I expected a little better, not too much to say i'm dissapointed, but the torque numbers are great ALthough I wish it was a little more flat, even with the short horizontal axis considered.
How should I be expecting with my set up on 6psi max (the stock CLS pulley)? Last time I dynoed my car on a dynapack I had 278hp at the hubs.
Do you have a before dyno while you were NA?
ALthough I wish it was a little more flat, even with the short horizontal axis considered.How should I be expecting with my set up on 6psi max (the stock CLS pulley)? Last time I dynoed my car on a dynapack I had 278hp at the hubs.
Do you have a before dyno while you were NA?
Instructor
Joined: May 2004
Posts: 186
Likes: 2
From: Vancouver, BC
Hmm interesting. I wonder if I should reconnect my IMRC. Although I'm running the CL-S HBP + custom SC shaft pulley (3.5 inch) which is slightly larger than the 3.3 pulley that Scalbert had. Now if I reconnect mine, I'll have to always have it on since I'm running the J30 ECU and there's no other way to activate it. Any disadvantages to having it open all the time? I think you lose a bit of low-end power???
Thread Starter
Blown is Best
Joined: Jun 2002
Posts: 4,437
Likes: 15
From: Fresno, CA
Originally Posted by Accord_V6_400m
How much boost are you supposedly running, around 8? To be honest I expected a little better, not too much to say i'm dissapointed, but the torque numbers are great ALthough I wish it was a little more flat, even with the short horizontal axis considered.
How should I be expecting with my set up on 6psi max (the stock CLS pulley)? Last time I dynoed my car on a dynapack I had 278hp at the hubs.
Do you have a before dyno while you were NA?
ALthough I wish it was a little more flat, even with the short horizontal axis considered.How should I be expecting with my set up on 6psi max (the stock CLS pulley)? Last time I dynoed my car on a dynapack I had 278hp at the hubs.
Do you have a before dyno while you were NA?
278whp NA is very impressive. I would be curious to see what you get with the SC. You could potentially be in the 350-370whp range if I were to guess.
I'm just running the E-Manage blue. If the Ultimate can squeeze out another 500rpm on the redline, it would definitely be worth it. Can you lower VTEC with the Ultimate?
Thread Starter
Blown is Best
Joined: Jun 2002
Posts: 4,437
Likes: 15
From: Fresno, CA
Originally Posted by BlackV62K2
Hmm interesting. I wonder if I should reconnect my IMRC. Although I'm running the CL-S HBP + custom SC shaft pulley (3.5 inch) which is slightly larger than the 3.3 pulley that Scalbert had. Now if I reconnect mine, I'll have to always have it on since I'm running the J30 ECU and there's no other way to activate it. Any disadvantages to having it open all the time? I think you lose a bit of low-end power???
Racer
Joined: Jul 2006
Posts: 265
Likes: 0
From: NC, charlotte
With High Boost Pulley you get to push more boost from your charger. Another question i saw hopes system intercooler for sale but just a little too pricey. If i were to get a cooler and make my own piping would this be a good idea why is the hopes so important?? All it does is cool the air but I did see 2 tranny cooler for it.
Originally Posted by Allout
I never did a dyno while I was NA. With the standard Alternator SC pulley, I think I was only getting 3.5 - 4.0 psi (with stock exhaust). With the HBP, I don't think it got over 4.9 psi (with Comptech Catback). I don't run a boost gauge so I can only give you boost measured at time of dyno.
278whp NA is very impressive. I would be curious to see what you get with the SC. You could potentially be in the 350-370whp range if I were to guess.
I'm just running the E-Manage blue. If the Ultimate can squeeze out another 500rpm on the redline, it would definitely be worth it. Can you lower VTEC with the Ultimate?
278whp NA is very impressive. I would be curious to see what you get with the SC. You could potentially be in the 350-370whp range if I were to guess.
I'm just running the E-Manage blue. If the Ultimate can squeeze out another 500rpm on the redline, it would definitely be worth it. Can you lower VTEC with the Ultimate?
For how much your paying for the Ultimate it better be able to mess with VTEC :p SIRSIG had church's adjust the VTEC during his diagnostic process and thats only on the blue if I remember correctly. Did some searching to confirm the rev limit feature and it seems to be correct.
http://greddy.com/products/display/?...SubCategory=47
Originally Posted by Greddy
e-Manage Utimate
The GReddy e-manage Ultimate is as close to a stand-alone management system as you can get while maintaining the best features of a "piggy-back" engine management; an economical price, the usage of existing sensors, the ability to easily alter factory settings and not having to tune from scratch. But unlike the original e-manage, the Ultimate is more refined, requiring specific application usage (which we are constantly adding application updates that you can download FREE via greddy.com, Tech WebPages.) The benefit of this is, the included PC-based USB "Ultimate Support Tool" allows for even finer tuning capabilities, improved flexibility in fuel & ignition control and adds impressive data-logging qualities to make tuning quicker and easier. The increased number of input and output ports of the Ultimate, along with new built-in adapters add many new options to the unit. In addition to standard e-manage airflow-based adjustments, the Ultimate version includes new and upgraded features. The Parameter Set-up, tab menu format of the 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.)
The GReddy e-manage Ultimate is as close to a stand-alone management system as you can get while maintaining the best features of a "piggy-back" engine management; an economical price, the usage of existing sensors, the ability to easily alter factory settings and not having to tune from scratch. But unlike the original e-manage, the Ultimate is more refined, requiring specific application usage (which we are constantly adding application updates that you can download FREE via greddy.com, Tech WebPages.) The benefit of this is, the included PC-based USB "Ultimate Support Tool" allows for even finer tuning capabilities, improved flexibility in fuel & ignition control and adds impressive data-logging qualities to make tuning quicker and easier. The increased number of input and output ports of the Ultimate, along with new built-in adapters add many new options to the unit. In addition to standard e-manage airflow-based adjustments, the Ultimate version includes new and upgraded features. The Parameter Set-up, tab menu format of the 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.)
Thread Starter
Blown is Best
Joined: Jun 2002
Posts: 4,437
Likes: 15
From: Fresno, CA
Originally Posted by VinceBlkCLS
With High Boost Pulley you get to push more boost from your charger. Another question i saw hopes system intercooler for sale but just a little too pricey. If i were to get a cooler and make my own piping would this be a good idea why is the hopes so important?? All it does is cool the air but I did see 2 tranny cooler for it.
Thread Starter
Blown is Best
Joined: Jun 2002
Posts: 4,437
Likes: 15
From: Fresno, CA
Originally Posted by Accord_V6_400m
Hmm... only 4.9? That would explain a lot. Seems by those number that you in fact have the ordinary pulley. Measure the outer diameter and let us know what it is.
For how much your paying for the Ultimate it better be able to mess with VTEC :p SIRSIG had church's adjust the VTEC during his diagnostic process and thats only on the blue if I remember correctly. Did some searching to confirm the rev limit feature and it seems to be correct.
http://greddy.com/products/display/?...SubCategory=47
For how much your paying for the Ultimate it better be able to mess with VTEC :p SIRSIG had church's adjust the VTEC during his diagnostic process and thats only on the blue if I remember correctly. Did some searching to confirm the rev limit feature and it seems to be correct.
http://greddy.com/products/display/?...SubCategory=47
Originally Posted by Allout
The stock pulley was steel and if I recall was 3" in diameter. The HBP was black annodized aluminum and if I recall was around 3.25"
Check to see if your belt is properly tightened and see if there are any leaks in the SC intake system and/or dirty filter. If you rev do you see any problems, like rubber belows collapsing or something along those lines? I just find it hard to believe that a stock exhaust system would hinder boost pressure like this.
What to do, what to think
Joined: Apr 2002
Posts: 1,053
Likes: 0
From: Chicago, IL
I'm about to e-manage mine as soon as I get a hold of the HBP. Here in chicago I got 93 octane fuel.....if I do it without e-manage + discconnect the IMRC where would my fuel pressure should set at during idle? around 42psi?
Racer
Joined: Apr 2005
Posts: 415
Likes: 0
From: Shalimar, FL 32579
From what I've seen and read on here most people are around 40 at idle. Funny thing is that I'm running 11.5-12 Air Fuel Ratio and only have approximately 26-28 at idle. During normal driving I'm around 40ish and when I get on it I'm at 100. Go figure, but hell, it workedd right from day one and almost a year later still not one problem.
How much boost are you running with the HBP? Im going to tune my setup with the GEU, hoping to raise the rev limit to 7500rpm >
Sean with his SCed 7th gen Accord with the J32A3 motor put down 328hp at the hubs and 280q with the standard pulley, all this on the GEU and only touching the AFR tables and no ignition or rev limiter stuff. Pretty much the same amount of torque as you with slightly more peak hp.
Sean with his SCed 7th gen Accord with the J32A3 motor put down 328hp at the hubs and 280q with the standard pulley, all this on the GEU and only touching the AFR tables and no ignition or rev limiter stuff. Pretty much the same amount of torque as you with slightly more peak hp.
Originally Posted by srehmat02
I originally wanted to run GEU, but I asked around here on the azine forums and no one has had much luck with it, so I went with GE Blue.
Thread Starter
Blown is Best
Joined: Jun 2002
Posts: 4,437
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From: Fresno, CA
Originally Posted by CL FWD SPEED
can't get a hold of the HBP.....payne tech. haven't returned my calls or emails.....is comptech reopened yet?
Thread Starter
Blown is Best
Joined: Jun 2002
Posts: 4,437
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From: Fresno, CA
I think I've got to get mine retuned. With the colder weather, I'm starting to get some detonation. I suspect with the colder intake air temps, it's not backing any timing off. I also discovered a stuck open PVC valve. I'm hoping that there's more boost when I retune.
Originally Posted by Allout
If you've got 93 octane, you should be fine running the HBP without an E-Manage. Your stock injectors will be fine. The key is to tune it properly with the FPR (fuel pressure regulator) set properly.
If you're running an auto, I would definitely get the tranny cooler. The more HP you push, the hotter your transmission fluid will get. If you've heard of people talk about drivetrain loss, you can think of a portion of those lost HP being converted into heat and transferred into the transmission and fluid. I also like Amsoil Universal ATF which is a synthetic that is Z-1 rated/compatable.
Good luck with the SC. I know you'll love it.
If you're running an auto, I would definitely get the tranny cooler. The more HP you push, the hotter your transmission fluid will get. If you've heard of people talk about drivetrain loss, you can think of a portion of those lost HP being converted into heat and transferred into the transmission and fluid. I also like Amsoil Universal ATF which is a synthetic that is Z-1 rated/compatable.
Good luck with the SC. I know you'll love it.
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