Nissan Silvia S15

E-Manage Ultimate Installation

Greddy's new piggy back fuel computer offers a lot more features than the previous model's (blue and gold E-manage).  It theoretically allows for greater control over injection and allows you to use much bigger injectors than before.  There is also the possibility to play with other features and upgrade from my distributor based system to direct fire ignition.  More on this to come when I receive the parts.

According to the manufacturer, it can do the following: 

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.

There have been a lot of nightmare stories about using this product, and being the masochist that I am I decided to ignore advice to the contrary and attempt to install and tune with my e-manage.  ***UPDATE - in the end I gave up with this and have switched to AEM's plug and play ECU***

In no way is this an endorsement of any product mentioned on this site, this is just documentation of my process.  All repairs should be carried out by someone who has the expertise to do so.  These should not be considered a complete set of instructions; the author bears no responsibility for any damage, personal injury, death, flood, fire or pestilence that may occur as a result.

Requirements

if you click on most pictures they will get bigger!

1. The first thing you will notice about this installation is that the English versions of the instruction manuals are confusing, badly written and totally useless.  If you've lost the instructions already you can download pdf versions here:
2 I started with the wiring harness as it was the most complex part.  In order to make life a bit more easy, and to allow me to return to the stock configuration if I need to or if it doesn't work properly!!  The extension is made by a company called Field, information here.  The only criticism is that the wires are all the same colour which meant being extra careful.

If you don't mind hacking up your wiring harness, then go right ahead :)

 

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3. Below is a list of the pinouts from the ECU/ECM.  This view is as if you are looking into the back of the ECU connector or, in effect, directly at the pins on the ECU.  This can be a little confusing - to make it clearer, the group of pins from 101-116 are wider than the other pins.   In the picture to the right you can see that I've already started the connections.

 

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4. There are two types of connections you will need to make, either splicing into a current connection without breaking it (such as used for power and sensors that are only to be read from) or connections where you divert the signal via the EMU.  The manual is fairly explicit on how to do this - the following connections are key:

Spliced connections:

ECU Pin Emanage
Connector and Pin
Emanage
Wire Colour
Purpose
47 B 25 Red Power 12V
48 B 24 Black Ground
20 B 16 Grey Throttle Position
2 B 23 Brown RPM signal
113 B 13 Light Blue Idle Control Valve
18 C 32 Blue/yellow Water Temperature
27 C 38 Purple/yellow Knock Sensor
116 B 30 Black/red Sensor/injector ground
31 C 33 Grey/white Crank Angle (Reference)
30 C 39 Grey/black Cam Angle (Position)

Note that this is for the JDM (Japanese Domestic Model). If you have an ADM ECU then you need to switch pins 30 and 31. Also, for some reason if I connect 30 and 31 the car will not start at all - which is something I am currently looking into.

Diversion connections:

ECU Pin
E=ECU side
S=Engine side
Emanage
Connector and Pin
Emanage
Wire Colour
Purpose
E 16 B 22 Green Airflow (EMU to ECU)
S 16 B 15 White Airflow (Sensor to EMU)
E 101 B 17 Blue/red Injector 1 (ECU to EMU)
S 101 C 34 Blue/grey Injector 1 (EMU to injector)
E 110 B 18 Orange/red Injector 2 (ECU to EMU)
S 110 C 35 Orange/grey Injector 2 (EMU to injector)
E 103 B 19 Yellow/red Injector 3 (ECU to EMU)
S 103 C 36 Yellow/grey Injector 3 (EMU to injector)
E 112 B 20 Purple/red Injector 4 (ECU to EMU)
S 112 C 42 Purple/grey Injector 4 (EMU to injector)
E 1 A 5 Blue/white Ignition 1 (ECU to EMU)
S 1 A 12 Blue/black Ignition 1 (EMU to coil/distrib.)
E 3 A 4 Orange/white Ignition 2 (ECU to EMU)
S 3 A 11 Orange/black Ignition 2 (EMU to coil/distrib.)
E 5 A 10 Yellow/white Ignition 3 (ECU to EMU)
S 5 A 9 Yellow/black Ignition 3 (EMU to coil/distrib.)
E 25 A 3 Purple/white Ignition 4 (ECU to EMU)
S 25 A 8 Purple/black Ignition 4 (EMU to coil/distrib.)
E 32 C 40 Brown/yellow Speed (EMU to ECU)
S 32 C 41 Light Blue/yellow Speed (Sensor to EMU)
S 105 B 26 White/red NVCS (OPTIONAL)

note: items shaded yellow only for SR20DET, not SR20DE

After making connections, double check everything using a multimeter.  I have used the colours for the E-manage wiring based on using the standard harness supplied by Greddy.  Insulate all the other connectors that are not going to be used.

 

ECU Harness connectors

SR20DE

SR20DET

 

E-manage Harness connectors

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6. After all the wires are connected to the harness it is time to change the jumper settings on the mainboard inside the ECU.  To do this remove the 4 Allen headed screws on the harness side of the E-manage unit and undo the 2 Phillips headed screws on the bottom of the unit.  The mainboard will then slide out of the box.  Look for the jumpers and then connect them as described below.  After setting the jumpers, go reinstall the mainboard following the reverse procedures.
Jumper Setting
1 Open
2 Open
3 Open
4 Open
5 Open
6 Open
7 1-2
8 1-2
9 Open
10 1-2
11 Open
12 Open
13 1-2
14 Open
15 1-2
16 Open
17 Open
18 Open
19 1-2
20 1-2
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7. Remove the side kick panel on the passenger side footwell.  This is connected with a number clips and a nut on the firewall.  Undo the plastic nut (in the center of the picture to the right) and gently remove the panel to reveal the ECU.  Not on my ECU there is a smaller computer - this is for the auto transmission and will be relocated to allow everything to fit back in. PA301269.JPG (5279487 bytes)
8 Undo the bolt holding the ECU wiring harness to the ECU (golden coloured bolt in the white harness protector shown to the right) and connect up your makeshift harness for the E-manage.  PA301270.JPG (4707448 bytes)
9 Turn on your laptop and connect it to the E-manage using a USB (A->B) cable.  Your laptop will then detect the new hardware and look for drivers.  You can help the process by pointing to the drivers directory where you installed emanage (in my case this was c:\Program Files\trust\GReddy e-manage Ultimate\drivers).

At this point turn the car to the on position but do not start and then start the e-manage software.  If necessary you will need allow it to install updates to the e-manage (particularly if you followed the instructions above and downloaded the latest versions of software and firmware).  After the update you need to restart the unit, turn the ignition key to off, wait 30 seconds and turn to on again without starting. 

On the software, click the button that looks like a blue car with the bonnet (hood) up and it will bring up the parameter setting.  You should double check the 'vehicle' tab items.  If you need to change something that it won't let you change like the Airflow Meter Spec see step 10 below, else proceed to step 11)

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10. You may need to modify the engine default settings - this is particularly true for the SR20DE engine in the S15 as it does not show the correct Air Flow Meter type - it should be NS_HW-7 but defaults to NS_HW-8.  To correct this, download the Emanage Editor program to the here and select "Settings" then "Load Entry", point to the emanage install directory (in my case c:\Program Files\trust\GReddy e-manage Ultimate) and select the file engine.dat.  It will then prompt you for the engine you want to edit (SR20DE).

Change the Air Flow Meter to the correct value and then change any other settings you feel appropriate (e.g. in my case I change ignition channels to 1 to 1 and injector size to 280cc which is the correct size for the S15 SR20DE)

When you've finished editing, choose "Settings" then "Save Entry" and give the new engine a different name - I chose SR20DE (S15).

Download Me! (emu editor)

11. Select the throttle tab and then press the accelerator pedal all the way down and back up again a few times to register the minimum and maximum values. wpe9.jpg (25176 bytes)
12. Select the channel settings tab and enter the settings as shown to the right.  Remember from the wiring diagram we are using input 2 as the knock sensor and input 1 for water temperature sensor.   wpeB.jpg (37500 bytes)

 

13. Select the I/J (injector) tab and ensure that it shows 4 inputs and 4 outputs and that each type is set to +/-.  Set the injector size (in my case 280cc/min on S15's with SR20DET this is 480cc) wpeD.jpg (34622 bytes)
14. Set the ignition timing appropriately, if you are using an SR20DE with distributor, the number of channels will be 1 input and 1 output. With the SR20DET direct ignition this will be 4 and 4.  If you are converting from distributor to direct ignition this will be 1 input and 4 outputs (but those details I will leave for a further technical article)

Leave everything else as it is move on to the Map Select tab.

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15. Select the maps you wish to use.  I only selected Airflow Adjustment, Ignition Adjustment and I/J Adjustment to start with until I knew everything was working OK.  You can add more maps at a later time as and when you wish.

 

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16 Note if you connected the variable valve timing connector, NVCS, you should select the NVCS map above and add NVCS to the Channel A output on the I/J tab by right clicking in the box that says type next to channel A. wpe13.jpg (34869 bytes)
17 Select "Apply" and "OK" to close the parameter setting map.  You will then see in your map view on the left the maps you selected - in this case airflow, injector, ignition and NVCS.  Double click on each map to open and view them.  Don't make any changes as yet, but after opening the maps click on File and Save.  

This will update the settings in your ultimate if you are connected in real time (i.e. you didn't change anything else!)

At this point, turn the ignition switch to the off position, wait for a bit and then start the car.  If everything is working - congratulations :) You are now ready to start tuning with the e-manage (which is the subject of another tech article).  

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18 If the car doesn't start, it is time to track down the problem.  This is a case of checking all of the connections again.  The first is to reconnect all of the diversion connections so that they do not go via the e-manage unit at all, i.e. the ultimate is only receiving signals from the spliced connections and therefore not changing anything.  Then connect each set of connections individually and recheck.  You can use the logger to view the inputs from sensors and understand what the e-manage is seeing.  By connecting things independently it is a good idea where you may have screwed up the connections!!

If you have any questions or recommendations for improvement relating to the installation, please don't hesitate to contact me.