Jump to content
SAU Community

Recommended Posts

Pretty much right.

Also the ECU controls the gearbox, throttle and accessories, so you can't just ditch it for a standalone without going to a cable throttle like Scotty has tried.

AFAIK the VQ25DET was only used in the NM35, so people aren't in a mad rush to develop piggy backs etc for them.

I'm convinced that Haltech would be a better choice... if it was guaranteed to work. But there are no guarantees, so go with what you know works!

nope.

its speaks with another Ecu that controls the GB lol

  • Replies 151
  • Created
  • Last Reply

Top Posters In This Topic

stock intercooler and injectors wont handle 200kw i dont think. especially injectors

I plan to test that injector theory... just as soon as my com cable rolls up! :rant:

Not sure if Scott's is the only proven suction pipe Aaron, Dolphin might disagree, but good luck getting one :P

I saw pics of an HKS replacement for the vertical suction pipe and the rubber bend... Well at least it had HKS stamped on it, but I have only seen it once.

Also, TEPS make a very nice suction pipe but you have to supply them with your car.

I plan to test that injector theory... just as soon as my com cable rolls up! :rant:

I saw pics of an HKS replacement for the vertical suction pipe and the rubber bend... Well at least it had HKS stamped on it, but I have only seen it once.

Also, TEPS make a very nice suction pipe but you have to supply them with your car.

i thought scott had the com cable?

Just an FYI on the Haltech....I had the Interceptor......I battled with it for a good six months......in the end I took it off and my car made more power with the stock ECU.

Jus so you know.....even though you have a piggyback(any piggyback) the standard ECU will try to tune around it....and quite often succeed!

There in lies the problem for me. No one wants to touch an Emanage over here, it's like a dirty word but no one has had any real success with anything else. I don't know what to do, if I get the exhaust done I want to make full use of it and at the very least get the mods we discussed before. I'm happy with an extra 50 awkw but nothing less.

He did mention something about the possibility of a cable throttle so perhaps he was planning on bypassing the ecu all together. That sounds like a hell of a lot more work than $2500 worth including the new engine management system though. I wonder if Cihan has some base maps I could purchase and get a tuner over here to start from that platform.

Arrgghhh

There in lies the problem for me. No one wants to touch an Emanage over here, it's like a dirty word but no one has had any real success with anything else. I don't know what to do, if I get the exhaust done I want to make full use of it and at the very least get the mods we discussed before. I'm happy with an extra 50 awkw but nothing less.

He did mention something about the possibility of a cable throttle so perhaps he was planning on bypassing the ecu all together. That sounds like a hell of a lot more work than $2500 worth including the new engine management system though. I wonder if Cihan has some base maps I could purchase and get a tuner over here to start from that platform.

Arrgghhh

Don't you have an HKS tuner over there?

HKS Fcon iS will do (at least) as much as the eManage Ultimate and can be picked up pretty cheap (have seen them on eBay for $300-350).

Problem is that the ECU will still try to tune around it.

On the plus side, the ECU will also accommodate and self tune for basic mods such as exhaust, runner spacer and suction pipe (although the SP will max out the AFM)

On the plus side, the ECU will also accommodate and self tune for basic mods such as exhaust, runner spacer and suction pipe (although the SP will max out the AFM)

There is a way around that with good design :whistling: .

So when are you making them for others?

Haha. I figured if I spent the 50hrs it took me to make it actually working in my business, I could have paid someone to build me something really nice. I dunno, maybe totally rebuilt my engine or a manual gearbox conversion lol.

Happy to release the patent & put up a rough guide for others, but I'm so over it there's no way anyone would want to pay enough to entice me to make another one :wacko: .

Would be a good idea if I made sure I can get it running exactly how I like first. Otherwise this one may be going cheap for someone wanting to install an Emanage....

is there a way you can setup that extra opening to be adjustable? just in case its too large or something

Anything is possible but there's still limited room in there, and just how much time/effort/money does one want to go to?

In reality it would be easier to just use an interceptor to adjust the voltages (hence AFR's) back to what you want than try to do it mechanically. I'd imagine that would be a fairly coarse sort of adjustment.

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now



  • Similar Content

  • Latest Posts

    • Yeah, whenever I say "HP", I mean HP. As in, at the engine. Allowing for a 25% discount from engine to typical Ozzie braked roller dyno figures, then subtracting the usual (more optimistic) US inertia dyno offset..... you get into the 600 actual engine HP territory from your 484 wheel number. 484 / 0.75 = 645   (that's Aussie rw intertia HP, converting to approximate engine HP. 645 --> 600 is discount for inertia dyno. Could actually be worse than that. But that would still be up around 600. So near enough for purposes.
    • Still fast enough to have fun (kinda). Time for a modern turbo with a divided turbine housing and a proper twin scroll manifold. I think 400-450kW is a great place to be, provided it's all in before 4500 rpm.
    • i'm not at 600 though 😢 its 484hp (356kw) at the wheels.. 
    • Nice. 600ish HP is probably a nice place to be.
    • In the US the EPA has been going after shops that sold aftermarket ECU tuning software that allowed you to disable CELs for things like EGR, DPF, SCR, or TWC failure. They also went after shops for selling emissions delete equipment. Their logic is that all cars built for street use have this emissions equipment and you cannot do an after the fact conversion to an off-road vehicle not intended for street use. Cobb, Hondata, and similar companies have basically all revised their tuning software such that going forward you cannot suppress DTCs for emissions-critical systems, nor can you toggle systems on and off in the tune like EGR. You also cannot adjust OBD emissions monitoring logic. You can still tune these cars. But you have to do things the hard way, basically. For example Subaru FA20DITs used to delete the TGV system to get spare analog IO for a flex fuel sensor. EGR also has to be dramatically pared back because without the TGVs the stock EGR map causes bad misfires. Now instead they have to implement the flex fuel system as a CAN bus sensor instead. IMO, this is heavy-handed but the EPA in the US gave so much leeway for so long and the aftermarket relentlessly abused that leeway to the point that they could actually see the effects of all these emissions-deleted work trucks on their air quality monitoring for cities that haven't met Clean Air Act standards. It's one thing to have a few people deleting emissions on their weekend car that spends 9 months out of the year on jack stands. It's another thing entirely for entire fleets of tradies driving around 8 hours a day on deleted diesels that emit 1000x the emissions per mile of a compliant vehicle.
×
×
  • Create New...