TeamSwift

http://www.msefi.com
read it
esp. the part covering the msns-e code

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'92 Swift GT, '94 Swift GT, '88 Turbo Sprint, '98 Swift ... all sold years ago

I have a Wolf V500 ECU in my Baleno and I am very happy with it.
Internally standard G16B engine running 12psi with a Garrett T25 Turbo
I have MY03 Impreza WRX Injectors in it. (380cc)

http://www.wolfems.com

It has full electronic boost control via a 3 port PWM style MAC valve.

It is as close as you can get to a MoTeC M400 without spending the money and IMO is the best bang for your bucks ECU currently available.


ENGINE BAY
http://www.untubbed.com/pics/displayimage.php?album=lastup&cat=0&pos=3

ECU INSTALLED IN STOCK ECU LOCATION
http://www.untubbed.com/pics/displayimage.php?album=lastup&cat=0&pos=2

Here are screen shots of my Fuel and ignition maps.
They are at 500RPM resolution simply so it would all fit on the screen... it does go down to 125RPM resolution.

The Wolf Scaling (in my set up) from 0 to 107 translates like this:

WOLF LOAD --- CALCULATED PSI --- CALCULATED KPA
107 --- 15.7 --- 108.1
100 --- 13.8 --- 94.8
93 --- 11.8 --- 81.5
86 --- 9.9 --- 68.3
78 --- 7.7 --- 53.1
71 --- 5.8 --- 39.8
64 --- 3.9 --- 26.5
57 --- 1.9 --- 13.3
50 --- 0.0 --- 0.0
43 --- 3.9 in Hg --- -13
36 --- 7.7 in Hg --- -26.1
29 --- 11.6 in Hg --- -39.1
21 --- 16.0 in Hg --- -54
14 --- 19.8 in Hg --- -67.1
7 ---- 23.7 in Hg --- -80.1
0 ---- 27.5 in Hg --- -93.2


FUEL MAP
http://www.untubbed.com/pics/displayimage.php?album=lastup&cat=0&pos=0


IGNITION MAP
http://www.untubbed.com/pics/displayimage.php?album=lastup&cat=0&pos=1


Cheers,
Damian

Your fuel map doesn't make sense to me. Is that the actual map, or just a starting point for further tuning ? I am asking this because the fuel map should resemble the torque curve... and I bet you don't have a flat torque from 1000 to 8000.

Have you checked AFRs ?

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Megasquirt tutorial --- http://caaarlo.50megs.com

Hi Caaarlo,
I'm now running a standalone unit, would it be possible for you to post your timing map for comparison, I believe my timing around the low load/low RPM requires more advance and i've been looking at as many maps as possible to give me a good idea.
Many Thanks
Phil

This is my timing map, quite mild. In the lower revs (0-2000) it actually has up to 3 more degrees than shown.

Only the top 4 bins are used: 10,100,200 and 250 KPA. The megasquirt interpolates in between.

_________________
Megasquirt tutorial --- http://caaarlo.50megs.com

Thanks Caaarlo,
Do you run around 16 degrees advance at idle?

Yes. 16, and even 20 degrees. It helps a lot with emmisions and fuel economy.

_________________
Megasquirt tutorial --- http://caaarlo.50megs.com

My maps are still a work in progress... to a degree.
The car has been road tuned using an innovate wideband air fuel ratio unit. (Bosch LSU2 sensor) and as funny as it might look the AFR's are good across the rev range.

Sure it could do with more time spent on the fuel maps but one of the things with the Baleno is it's very lame cam profile which dictates a almost flat fuel curve...

The Swift's have much better cam profiles albeit with smaller valves... so it is true to say the Baleno will benefit greatly in the future by a different camshaft.... but I do like the low end grunt the thing has for such a small engine.

R.I.B I just sent you an e mail. @ Idle you shout set the timing in between 6 and 10 (1000 RPM) degrees advanced max anything more and your RPM will go up @ idle.

I think the problem you have R.I.B. will be the deceleration switch setting in the ECU. Try to recalibrate the TPS and if dis dos not work just give me a call. This cannot be a timing thing you have. We have run engine with as low as 7:1 Cr on this ignition map with no problems.

Running 20 degrees advanced will not help you getting the emissions down. It will not heat up the cat converter and here in Holland you will be hard to get the car a MOT if you set 20 advanced however it will give you good torque @ idle with is nice for off road use and slow traffic.

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http://www.adaptronic.nl Official Whiteline dealer. For more info [email protected]

Official Innovatemotorsports dealer
Tech Edge o2 sensor kits.

I believe this is what I need, more torque in the low RPM & load area. I will try changing the closed throttle percentage tolerance for the fuel cut also.
I haven't had much time to try anything on the ECU just yet, but I have a few things i'd like to try this weekend.
Many Thanks
Phil

Well make sure if you advance it on idle to take some off in the correction map under ignition coolant trim unless you like 3500Rpm idle or more on a cold engine.
@ the moment it’s set @ 10 degrees more advanced until 25 centigrade coolant temp.

Good luck and give me a call if thing do not go as planed. I have spoken to sebaszz and he runs almost the same set-up having smooth power down below. I think we are overlooking something very small.

Question for Caaarlo. Are you using only 4 rows for ignition:?:

_________________
http://www.adaptronic.nl Official Whiteline dealer. For more info [email protected]

Official Innovatemotorsports dealer
Tech Edge o2 sensor kits.

Yes, The megasquirt linearly interpolates in between. There's no need to fill all the 144 fields. It uses a 4-point interpolation.

Sames goes for the fuel map, I think I am using 4-5 rows. Yes, you can call me lazy.. but it works perfect.

_________________
Megasquirt tutorial --- http://caaarlo.50megs.com

Well I’m lazy as well but I can make an ignition map in no time by making 4 set point and let the program calculate the interpolation between the points. Just use the left mouse click but it will not be ideal if you are too lazy.
There are many things in the ignition map like stall protect that will increase toque a bit together with the idle valve so I think 4 rows is a bit poor.

_________________
http://www.adaptronic.nl Official Whiteline dealer. For more info [email protected]

Official Innovatemotorsports dealer
Tech Edge o2 sensor kits.

OVERVIEW

The F/IC gives users with OBD-II vehicles and non-factory forced induction systems the ability to retard ignition and deliver accurate amounts of fuel without the need for outdated FMUs or “boost hiding” controllers. This system works parallel to the factory ECU preventing tuning limitations due to complex factory timing patterns and will not cause a check engine light (CEL).

PRECISE FUEL DELIVERY
The F/IC intercepts the signal to the stock injectors, allowing the user to modify pulse-width by +/-100%. The F/IC is the only piggy-back system that can decrease injector pulse-width, allowing the user to drive larger aftermarket injectors* while still maintaining proper air / fuel ratios. This powerful system can also tap into the factory injector signal and work independently to drive up to six (6) additional injectors.

TIMING RETARD CONTROL

The F/IC has the ability to retard timing by intercepting and delaying the outputs from the cam and crank position sensors to the engine- with no adverse affect on applications equipped with variable cam timing. The F/IC can retard timing from the factory system based on engine RPM and load inputs.

SENSOR CALIBRATION & CONTROL
The F/IC can also be used to recalibrate / clamp the MAF sensor, eliminating common problems with non-boosted factory MAFs. The on-board MAP sensor allows for proper fueling in boosted applicatons.

PLUG & PLAY HARNESSES- COMING SOON!
To ease the installation of the F/IC, AEM will soon offer plug and play wiring harnesses for select applications, making the F/IC a true Plug and Play module. The first harnesses developed will be for the Nissan 350Z, Scion tC and Acura RSX. Pricing and availability coming soon.


CAN-BUS SYSTEMS NOT AFFECTED
Since the F/IC works in conjunction with the factory ECU, late model-vehicles equipped with a CAN-BUS system retain functionality of climate controls, dash and other components on the network.

VALIDATED APPLICATION LISTING
KIT CONTENTS
F/IC Module
F/IC Tuner Software CD
F/IC Bypass Harness
24" Flying Lead Harness
36" Vacuum Hose
3/16" T-Fitting
10' USB COM Cable
4 - 4" Zip Ties
Instruction Manual

RECOMMENDED PARTS
30-4100 AEM Wideband UEGO Gauge-Type Controller
30-4350 TRU-BOOST Gauge-Type Boost Controller

KEY FEATURES
> Works with latest OBD-II vehicles including variable valve control
> VTEC controller based on Engine RPM and Load
> Six (6) injector inputs with simulated injector load used when remapping OEM injectors
> Six (6) fuel injector controllers for either remapping of ECU output (+/- 100% trim) or as a stand-alone extra injector driver
> 21x17 maps with configurable load and RPM breakpoints
> Analog in / out for remapping / clamping MAF
> F/IC draws power from PC USB interface for quick and easy calibration changes
> 64kb on-board data logger
> Drives high impedence injectors or low impedence injectors with use of Peak & Hold Injector Driver Box
> Three (3) channels of timing retard
> Supports MAG or HALL sensor types
> On board 41PSIA (approx. 25PSI boost) manifold pressure sensor
> Windows-based Tuning Software

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Bong,Bong,Bong....zuki's

the best ecu for me and the swift is the haltech f9 its what i have in my swift and rx3 turbo. with the haltech on 10lbs of boost I made 170hp for got the torque. at 18lbs made 221hp, on stock block and small volvo turbo. but I had turbo 2 injectors and 2 bosch pumps and aeromotive fuel pressure with 3 inch exhaust front to back. with the stock block with a trick using stock internals and 11:1 comp. (cultus engine) I tuned the engine and and ran 30lbs of boost with stock block. at 35 it bent rods. the reason it went to 35 was because the racegate nut inside came out and did not open. the trick is to use 2 stock head gaskets and torque the head to 75lbs. the only down fall was the tranny.to weak to power shift with all that boost. now I WENT and put the aerio engine (j20) and tranny and runs perfect at 12lbs 300hp at the wheels on pump gas. now that engine does not hold more than 15lbs. tried it and blew 2 of them. weakness are the rods. pistons are perfect. the head flows real good. the ports are real big. bigger than honda b18c head. check out the pics under chinotech.

WAIT A MINUTE....you were running 30psi of boost on G13B stock block with cultus 11:1 piston......GOOD DAMN....what was the power curve of this motor...500hp and 400lb of torque!!

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Suzimaniac.
SX4 JLX 07 (winter beater)
Swift GT-T 93 (summer beater)

can the greddy emanage blue work on my 1993 suzuki swift gti turbo????

yes! Slow Zuki look in the search!

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Bong,Bong,Bong....zuki's

okays guys,

I know it has been mentioned in posts before, but i am still confused on the whole topic.
Please forgive me, i will still like to get some confirmation.

1. Can the greddy e-manage work on my 1993 GTI Swift?
2. What is the iput code for the cam-sensor(rota switch)?
3. What is the wiring for the injector harnest (parallel or series)?
4. What is the size of the stock injectors?
5. Can someone please send me a complete wiring diagram for the suziki swift gti?

N.B. I was reading through a e-manage manual and they dont have the g13b engine code listed.

Please help guys! i am lost at sea, can someone throw me a raft?

Thanks in Advanvce!

viewtopic.php?f=6&t=38312&hilit=emanage
viewtopic.php?f=6&t=33339&hilit=emanage
viewtopic.php?f=6&t=30826&hilit=+emanage
viewtopic.php?t=5589

just pm these board members or search more an you'll find everything you need!

_________________
Bong,Bong,Bong....zuki's

Dose anyone have experiance with AEM's F/IC?? I have a 89 GTi with a IHI Rh5B turbo. I have installed the fic and have been unsucessful at getting the car to run with the fic pluged in. Although with the jumper cable plugged in eliminating the fic out of the equation the car starts and runs just fine. I have been back and fourth with the tech support at AEM and I have been un-able to come up with a wiring setup that works. I have used an oscillascope to confirm that there is a injection signal coming from the ECU to the FIC but there is no signal coming from the FIC, even with my maps set for no change. Is this because of the batch fire setup that ecu uses or is it how the ecu controlles or "signals" the injectors. If anyone has any input or has used the FIC on a Swift before I would greatly appriciate help. I have been stuck at this point for too long. Im hoping someone will finally be able to help me there has got to be a way to get this thing to work. Or I possibly have a fualty FIC which could be the case but am still in need of some guidance.... PLEASE HELP. thanks.

I'll be picking up an SAFC NEO for cheap and I was just wondering if anyone has a base tune for it on a turbo mk3 GTi.

My setup includes/will include:

- 14b DSM turbo
- 450cc DSM injectors
- UEGO wideband
- stock DSM internal wastegate actuator

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Nick Manning

2006 Scion xB (fun-mobile)
1990/92 Suzuki Swift GTi TURBO (The GTiT)

Has anyone swaped their ecu for a honda unit. I have a honda guy in my shop that uses hondata on his integre. He wants me to setup my motor on a honda ecu.
Im gonna build a 1.6l dohc hybrid.
Any input.

Has anyone swaped their ecu for a honda unit. I have a honda guy in my shop that uses hondata on his integre. He wants me to setup my motor on a honda ecu.
Im gonna build a 1.6l dohc hybrid.
Any input.

cool... as i also a MS Tuner here in my country
im planning to install on M15A with GT2860RS

so anyway i run into some problems here
please anyone support me
since this is the first time i see a gold e-manage
it comes with the zage turbo kit
and already installed by the previous owner
i tried so many thing from calibrations to firmware
max i could achieve is 13.0 afr on 0.4Bar on WOT
mine running with 300cc inj

now im planning to change to 550inj
and FIC , getting tired on the emanage
so anyone could help me with the diagrams? or even give me hints on setup or maf clamps
thanks