My New EMS! *Pics*

[tekkie]

yeah i dont think there is anyone here that has even attempted it other than these guys

 

[ChopstickHero]

there is a member on the forums that is using the emanage ultimate and is running it sucesfully, i cant remember his user name. sorry couldnt be more helpfull.

yeah, i don't think there is anybody else. they would've posted it. that or they are keeping it a secret.

 

[anarchistchiken]

Me thinks he's thinking of Tekkie.

 

[tekkie]

Me thinks he's thinking of Tekkie.

yeah I think maybe my post of the emanage gold is what he is thinking of

well I guess I will be holding off on the ultimate for now

 

[lcruz64]

So what EMS is going in?

 

[daedalus]

Microtech

 

[Mr. Win]

much better choice! good luck, i know you wont be dissapointed.

3 ems's already... hah

 

[daedalus]

4 actually... i was one of the first people to but the DSM AFC tuner on the 2nd GB.

Then I sold that for the MPI, sold that for the Ultimate, and sold that for the Microtech.

 

[Spooled]

4 actually... i was one of the first people to but the DSM AFC tuner on the 2nd GB.

Then I sold that for the MPI, sold that for the Ultimate, and sold that for the Microtech.

So when are you getting the AEM?

 

[anarchistchiken]

So when are you getting the AEM?

And Haltech?

 

[peepsalot]

Wow that's a whole lot of engine management going on. Your harness must be torn to s***. How was your experience with the MPI? I was thinking about going to that.

 

[daedalus]

lol... the funny thing (or depressing thing, depending on how you look at it) is that the DSM AFC, and MPI were never installed.

And yea, I will get the Haltech next and then the AEM, then i'm going to go to Hondata and MOTEC.

 

[lcruz64]

I say AEM I had the AFC installed and I know what it feels like... AEM should be the by far the best at the war just imo.

 

[TurfBurn]

AEM should be the by far the best at the war just imo.

With what basis? You won't make a drop more power and you aren't likely to gain any additional driveability either.

I'm not being antagonistic... I'm just trying to point out that people love to say that this EMS or that is the better way to go with no reasons... the AEM has many more features, but if you are requirements are focused on power and drivability then there isn't a benefit... if you are after certain features then the aEM is better... if you are looking for cost and simplicity the Microtech is better... Just pointing that out..

Later!

 

[daedalus]

i've heard from a lot of people that the aem has too many features for its own good. Last week i got to check out my buddys 2g gst that was running the aem system. Holy ******* crap there is a lot of bulls*** in there.

 

[lcruz64]

hey guys did I say imo or what, anyway I'm just saying that's I would like in my car so much bulls*** to teak sounds like what I need lots of stuff so that nothing goes wrong and one more time imho

 

[Mental Addiction]

With what basis? You won't make a drop more power and you aren't likely to gain any additional driveability either.

I'm not being antagonistic... I'm just trying to point out that people love to say that this EMS or that is the better way to go with no reasons... the AEM has many more features, but if you are requirements are focused on power and drivability then there isn't a benefit...Later!

I don't want to turn this into a Microtech Vs AEM war, but the last time I checked the AEM is the only EMS for the Protege that is running full sequential fuel control. It's a known fact that batch fire and Multi port are not optimal for fuel economy or performance. Not saying it doesn't work, but it's not the better of the choices.
The benefits of sequential are more accurate fuel metering, individual cylinder tuning, better throttle response and an increase or midrange TQ. Inorder to run a true seq. setup you need a cam and crank sensor input. Once you have this you have a Sync signal. Once the ECU is synched, injection timing can be optimized to provide the most efficient mixing of fuel and air into each the cylinder. If you have 100% control of injection/fuel timing will increase midrange torque and fuel economy.With a synced/seq. the injector is spraying during the intake stroke. This allows you to spray fuel at precisely the right time when the airflow into the cylinder is the greatest providing the best possible atomization and the highest efficiency.

Sequential Fuel Injection - Sequential means that each injector for each cylinder is triggered only one time during the engine's cycle. Typically the injector is triggered only during the intake stroke. True sequential injection requires the ECU to know not only where top dead center is, but also which half of the cycle the engine is on. TDC on a 4 stroke occurs 2 times during the cycle, once on compression and once on exhaust. This generally requires an input on the engine's camshaft to provide the ECU with a SYNC signal. Once the ECU is synched, injection timing can be optimized to provide the most efficient mixing of fuel and air into the cylinder. Control of injection timing can lead to increases in midrange torque while decreasing emissions and fuel consumption.

Multi fire - means that 2 injectors are triggered at the same time, but only 1 time during the engine's cycle. This requires the ECU to be synched with the engine's cycle(cam sensor). The Mazda FS would fire cylinders 1 and 4 together and 2 and 3 together.

Batch Fire - Batch fire means that 2 or more injectors are triggered at the same time once every crankshaft revolution. If the ECU is synched with the engine's cycle, the injection timing can only be half optimized as fuel is injected both on the intake stroke and on the power stroke. Companion cylinders are paired in batch fire mode similar to wasted spark ignition modes. The advantage of batch firing is that the ECU needs only to know where TDC is. This means that a sync on the cam is not required. The disadvantage to batch firing is that the Injector Dead Time is doubled for the engine's cycle. This leads to a decrease in fuel flow and typically requires a larger, less efficient injector to be used to make up for the loss of flow. On High Horsepower applications this means the idle quality will suffer tremendously.

Injector Dead Time - Injector dead time refers to the latency of the injector in producing maximum flow rate. All injectors require a certain amount of time to open completely and produce maximum flow. The amount of time is dependant on several variables including; fuel pressure, battery voltage and physical characteristics of the injectors themselves. Typically higher fuel pressure or lower battery voltage tends to increase the dead time. This leads to a reduction in fuel flow in to the engine and as a result influences the engine's state of tune.

 

[tekkie]

damn I think I finally understand now thats good info Beau

 

[TurfBurn]

Microtech is full sequential now... I had Microtech Global write new software for me. So our future units will be full sequential. I have to confirm with them this week that the software has been completed, but they have it all done for TwilightProtege and his Microtech unit (using the 4 point CAS sensor) and then they were just touching up the software for the 36 tooth (the USDM CAS). so that one has been taken care of already.

Excellent info though on the different forms of injection control.

 

[duMb KeoLa]

we will see how much power the microtech can push in a couple weeks... as if the numbers we have already isnt enough...

soon