Beside the very intersting thread discussing (finally!) about what are the real advantages of a good engine mapping, I would like to show you my small part of the Emerald learning on the subject...

 

Maybe in my presentation

http://www.300zx.co.uk/forums/showthread.php?166760-A-Z32-driven-to-France-for-a-new-or-continued-life-into-a-nice-home!

you have pointed that my Emerald experience started two years ago with the 280ZX IMSA Supercharged. The car was in parts with the supercharger, Sprintex 30 years old, not even assembled on the engine. The existing Emerald management on there was DOS based, and turned rapidly to a piece of museum history. Emerald proposed an exchange (half the price) for the latest version K6 unit.

After two years, the car was in Spa Classics... on the track! (still with some issues...) but drove me from France to Spa, had the track sessions, and back to France!

 

 

Emerald did provide a basic map, but there was no experience on superchargers with 2.8L datsun L28 engines. I succeeded to start the car, and after that I went through a learning curve that finally made me familiar with most of the parameters and possibilities of the system. I moved the power from 150bhp to some 250bhp with a small 7 psi boost on that engine from 1979. The forged pistons and the compression ratio lowered under 8:1 was giving enough flexibility without the risk of blowing the thing on a mistake!

 

I now have the conviction that this car will stand 300 good bhp's, and i am in the process of changing the supercharger for a more recent one...and start again the mapping with 16-18psi boost!

 

Now here come the real subjet with the 300ZX TT!

Beside this supercharger project, I discovered the BazzaJG modified car... also using Emerald, and that gave me the idea of moving one step ahead with the Nissan VG30 TT! Some quite long discussions to clear the details and the UK origin to be sure to import it without too many problems, and the deal was done. I had a trip to Manchester, met Barry at airport, had a test drive with him and on my own, and that was it: I drove the car back to Reims. That drive was under pouring rain, but the car was safe, providing you were not pushing hard on flooded motorway!

 

 

 

 

Barry did say to me that technical questions were not his favorite, so I got the whole file of what had been done, and for the questions, he gave me the names of the UK specialists involved. I must admit that the car is a real nice one, very powerfull, but also very drivable.

Now that I am back here, I still have to discover quite a number of specials about the car, but I retrieved the maps and configuration with a computer to have a look at the data.

 

No one here in France knows about Emerald, maybe apart a few Elise or Caterham specialists. So I am left with the same discovery as the one I had with my first experience, however I have a car driving nicely... and reaching the 500bhp line. I then started to read about Emerald experience with this model, learning about John Dixon who actually mapped the car that I have.

 

This mapping was the first ever TT unit managed with Emerald back in October 2010, and it looks like I have a driving car, but probably not really optimized at that time:

1. There is no Lambda probe connected to the management, so no chance to look at the ratios for optimizing the fuel/air mix.

2. As a consequence, the car was black coated at the back after the 400 miles drive down home, and the mix looks very rich.

3. The Cam Angle Sensor had synchronization problems with the original 360 holes disk, and I do not know if it was replaced with something else, but what I know is that it is not connected to the management ECU

4. The racelogic traction control is disconnected, supposely to avoid any influence on the mapping if tires are sliding on rolls. The question is wether this traction control uses ABS sensors to act on injectors, or if wheel sensors are installed, so that the full throttle gearchange can be activated in the management.

 

All these questions are probably to be answered by John as he installed the Emerald system, and Dave at Emerald would not know the configuration. Barry, the previous owner is trying to get in touch with John Dixon, but he has no answer. I hope that I can reach him (or he can read those lines?) so that I would know what has been implemented at the start, and what is new since this first installation...

 

Anyone knows how to contact him, or ask him to have a look here?

Thanks for your help!

i have text him for u .. i know hes a bizy bloke and works away .. so it may be some time before he replys to this

 

Mark

 

 

but to answer a few of the Q's

 

the Traction/launch control should be wired to the abs sensors ( if its been done )

Cas does have wires going to the new ECU but only a few and yes depending on the systems age

a Cas disk will be used

Hi,

 

I run Emerald on mine too. I have wideband AEM setup and configured to the K6 so I can monitor AFR on my dash and on the laptop.

 

You will be running a 36-1 CAS disc, same as me, and this will be programmed into the ECU already or it wouldn't run!

Edited January 7, 201312 yr by jaffa

I was the original fitment for Emerald along with JD

I still run a K3 Emerald with a modified CAS disc.

As Jaffa has already said the K6 runs with the Nissan CAS disc.

I added a Techedge wide band Lambda sensor and matching AFR guage so I can watch the coloured segments change as the needle goes round!!!

Im hoping to upgrade to a K6 unit this year but to be honest my K3 system runs spot on as is.

Hi,

Cheers got Mark's text, never got time to be on here these days.

In answer to your questions:

 

This mapping was the first ever TT unit managed with Emerald back in October 2010, and it looks like I have a driving car, but probably not really optimized at that time:

 

At the time it was mapped fully at emerald by Dave so should have been spot on then, not aware of any issues at the time. It may be the accel fuelling or bad sensor causing the overfuel, difficult to say with no lambda on when driving but possible. Full throttle AFR would have been ~12:1 so should not be smoking normally.

 

 

1. There is no Lambda probe connected to the management, so no chance to look at the ratios for optimizing the fuel/air mix.

No, Barry didn't want to pay extra for one as he wasn't going to look at it after it was mapped. One of the stock narrowbands is connected up though so you should be able to get idle readings off that at least.

 

2. As a consequence, the car was black coated at the back after the 400 miles drive down home, and the mix looks very rich.

Odd, def wouldn't have been mapped that rich when it was done. What was the fuel consumption like. As above, poss just too much throttle enrich, check for black smoke when initially applying throttle, also check air temp and water temp readings OK in live mapping screen.

 

3. The Cam Angle Sensor had synchronization problems with the original 360 holes disk, and I do not know if it was replaced with something else, but what I know is that it is not connected to the management ECU

It is connected, just has a ford 36-1 pattern disk fitted instead.

 

4. The racelogic traction control is disconnected, supposely to avoid any influence on the mapping if tires are sliding on rolls. The question is wether this traction control uses ABS sensors to act on injectors, or if wheel sensors are installed, so that the full throttle gearchange can be activated in the management.

The racelogic was disconnected for some reason although I can't remember why, most likely a dodgy connection or something causing issues on the dyno, normally the 2 systems can work together. That said, the traction control firmware for the K3 and k6 should be out soon so you could use that. You can use the full throttle shift anyway, you just need a clutch switch wired up - should be configured for AuxIn10, from memory the car was originally an auto so may not have had this.

 

I have the wiring diagrams etc. for the car so shoot me your email and I'll send it all over for you.

Nice car you got there, congrats.

Cheers

Well... This is reactive forum! Thanks for all the answers and the lot of information!

 

John, thanks for the details, and I will mail you for the wiring diagram info.

Here are some comments to your answers:

 

1. First thing I will do is implement a Lambda probe to have it connected to the Emerald Ecu and software. I have had the use of it with the ZX, and I have difficulties to imagine any real data without AFR values!!

 

2. The fuel consumption was 90 liters for 750 kilometers. This is like you speaking in stones for my weight (!), so let's look at numbers that tell you something: 90 liters is 19 gallons for 450 miles, and this gives 23 miles per gallon! Not that bad, and I was not really expecting much less, however I was learning the drive with the car, and it was mainly on wet. I could not see any black cloud at the back of the car when pushing for fun (I could not resist when the road became dry in France, and even if my wife was side to me in the car!!). Maybe I am just having the cloud of small drops of water sticking the exhaust fumes on the back of the car, and this is giving me false impression. But I will know more when the AFR reading will be there, and I will check temperatures as suggested.

 

3. So, the cam angle sensor is using a lower resolution disk, but is connected. I will have to find the input channel to the ECU, and the wiring diagram should help. This device on the engine is very efective, and it would have been a pitty not to use it! I suppose that this is also the condition to have the injectors working fully sequential.

 

4. I will re-connect the racelogic traction control as it works from the ABS sensors. If I want to use the Emerald option for this, I will have to implement 4 new sensors on the wheels, and this could come later for other options like gear identification. I have a K6 version on the ZX that I have trained on. The one here on the 300 TT is a K3 I suppose. There is a clutch switch activated in the configuration, but I have to check if the wiring is done. This could be for the full throttle shift, but not sure that I will use this!

 

I send you a mail John, so that you can return the wiring diagram. Tell me if you recieved it. Thanks again for all the data!

The car pushes like a missile already, and I was smiling reading your comment October 2010 when you had some words about the mapping..."there is probably more in this.."

How much more???:drool:

 

Thanks to all of you for your immediate information! Even far away, the forum is definitely a real connection for knowledge and experience!

Slick Pete, if I read correctly, you are the first with Emerald on non turbo version... and I have the first car with Emerald on TT version. Yes you are the original! Thanks!

Jaffa, I feel less alone when I see that similar cars have Emerald management. I am sure I will have further questions for you!

Mark, thanks for the message to John, and the further info on traction control.

Sorry for the minor hijack...

 

John, are you still looking to pop over during January at some point? Would you mind dropping me a text on 07930 896964 or add me on Facebook. There are way too many John Dixons on there...

 

Cheers.

Wellcome Noz!

 

I am reading the thread "What's a sensible boost for a 300zx on stock engine?" with upmost interest!

 

I hope that you continue to develop your knowledge with us, Thanks!

Wellcome Noz!

 

I am reading the thread "What's a sensible boost for a 300zx on stock engine?" with upmost interest!

 

I hope that you continue to develop your knowledge with us, Thanks!

 

Thank you for the kind words.

 

Congratulations on buying an incredible car and having owned some amazing vehicles in the past.

 

I haven't used Emerald myself (I'm a big Link ECU fan), so doubt I can be of any help specifically. I've got the software and will be looking through it when I get time (different software/system, exact same principles as mapping any other ECU). John is definitely your man and I'm sure once you've got a wideband lambda fitted and some logs recorded, you will have it running perfectly.

John, it looks like you have not recieved my mail yesterday?

Can you please send the wiring info to my mail "mypseudo on here at sfr dot fr"? Thanks!

 

One more question on Emerald configuration:

The Nissan engine has a VVT system on cams giving variable valve opening on inlet valves.

Is this independant from the emerald management, but still active? Or should this system be driven inside the emerald software?

If it is independant and active, is there a way to take the variation into account in the maps?

the VTC has to be controlled by the Emerald. It's probably setup on the VTEC switch in the software.

OK: Innovate LC-1 with wide lambda probe ordered yesterday and delivered this morning!

Some installation planning to try and fit quite soon. This will allow to make progress without judging "blind".

 

Now, I do not understand my mapping from what you state jaffa:

 

1. All three maps in the ECU have a mention in the descriptions saying " VTC CONTROL OFF". Here is example of map 1 at lower boost 10 psi.

 

 

2. Vtec switch software page in the corrresponding section is showing this, and I do believe that this is no good parameters:

 

 

3. The VVT parameters are just default values I suppose, and they are not used either:

 

 

Could this be because of the initial first mapping of the TT version, and not yet having all functions implemented?

 

Now, on the other hand, my cams are improved ones from JWT type 400+ and defined according to the following description:

"400+ CAM SET 90-95 300TT 264 DEG/375" LIFT +4 DEG. ADV ON EX L.C. THIS IS OUR NEWEST ADDITION TO THE 400 SERIES. EXCELLENT CAM CHOICE FOR 450-650 HP CARS, GOOD IDLE"

Could this explain that the VVT is not used? Are those cams not compatible? Or is it useless according to the specs?

Thanks for your explanations and knowledge about this issue.

 

I realized now extracting the maps from the ECU that the Map1 is the default in memory and in use with the switch that BazzaJG was considering as the one to be used on regular basis. This is 10 psi boost (only), but already 460bhp and 404 ft-lbs torque, and I could feel it from a push!! Those maps are quite good already, at least from the feeling you get in the car! I can compare with the SL60AMG which is just under 400 bhp, and I could really feel the difference... but this could be from turbos reaction compared with 6.0L engine just atmo...

 

By the way, I am showing pictures of my Emerald K3 software configuration. I do not know if this is considered as confidential, not allowed, or any other situation... Please indicate if this should not be shown?

To my opinion, the software is dowloadable on the Emerald website, and the parameters are just what is implemented in my system. Do you show maps for ignition or injection to compare according to the engine configuration and choices, or are those confidential?

I would find usefull to go deeper in the data... but tell me, please! Thanks!

I'm really busy for the rest of this week, but if you want to email me the file I will try and have a look at some point, assuming this is OK with John Dixon, not sure how much time he's got at the mo.

 

You can post whatever screen shots you like, you own the car so nothing is confidential in that respect. With regards to the fuel/timing maps, it's a slightly more grey area as it's the work of the tuner. Although you own the fuel & timing maps, from a mapper's point of view, it would be nice to be asked first. If it was a stock system, then they could be copied, but as it's an aftermarket EMS, it shouldn't really be an issue.

 

Is there nowhere you can take it near you?

No issues with screen shots, from the notes on the map it sounds like VTC is driven off the PWM table, which is what I'm going to change mine to as it's more flexible.

 

You can also check in the outputs tab to see what's controlling the output to Aux Out 36

(under ECU config -

FYI if the peak torque is much lower than peak hp then it's probably not enabled

 

The good news is you'll get a good slug of midrange when you enable it!

Sorry for the minor hijack...

 

John, are you still looking to pop over during January at some point? Would you mind dropping me a text on 07930 896964 or add me on Facebook. There are way too many John Dixons on there...

 

Cheers.

 

Hi mate, won't be this month as not back home until Feb, braving the lovely Orkney weather again! Will prob be over your way not long after I get back though so will give you a shout then. Cheers

Sent you the diagram tonight.

Where it says "VTC Control Off PWM 1 via AuxOut 36" it means that the VTC system is connected to AuxOut36. It is all connected up and working. I used the PWM table as it enables the VTC to be turned back off at high revs as is useful if you have restrictive exhaust / turbine and get reversion.

Check the Additional Maps menu, user output 1 to see the configuration. Pin 36 can only generate an on/off signal on the K3 fo 0 = OFF, anything else = ON. ON yours it's on from 1500-5500rpm.

John, thanks, I recieved the diagram by mail.

 

Right, I can now understand the way it is connected. That gives a possibility to choose for the RPM using it.

The ECU version is K3, and I am using K6 on the ZX, hence some differences. However, I never studied the VTC with the Emerald as this is new with the 300 TT.

 

So now:

1. The exhaust can be too restrictive as the manifolds are the stock ones. That would correlate with what you said about the mapping initially, as temperatures were raising with high boost... just like the engine not able to flow the gases anymore. What are the ways to check this... without taking the risk to overheat?

2. The VTC being on/off without proportional signal, will this make any big difference with progressive action? I suppose that initially with the original Ecu, the VTC is proportional? Is there any information somewhere about this VTC mapping showing values aginst rpm and load? Jaffa, are you driving the VTC proportionnally?

3. Before looking at injection and advance sparking, the data between bhp and torque shows that there is something making a limitation. The gap is too high. I suppose that if it all comes back to the exhaust flow, this physical restriction can only be solved with larger manifolds allowing more flow? Is there a chance to overcome this issue differently, or test something that could open another door for better match between bhp and torque?

 

No, Noz... there is no place where someone could look at the Emerald system close to me! The nearest would probably be south London if there is a specialist in this area...Even if I say that management systems are very similar, the rolling road guys here are reluctant to put a finger into something that they do not practice... That's why I am trying to learn as much as possible for the moment.

The VTC on the 300zx is on or off, it's not VVTC! So on/off based on rpm is more than enough. Basically you want it off at idle, on again above idle and then off at around 5000rpm, depending on your setup.

 

You can look in the 300zx manual there is a page showin how the VTC works

Thanks jaffa! I had the information... but did nor read it... !!

So, going some more steps understanding how the Emerald Ecu is managing the 300ZX TT!

 

1. Wide lambda recieved but not yet implemented. This will allow to follow what happens on the AFR values. I will put pictures of the installation when done...

 

2. VTC is connected and the PWM1 table is giving the on/off situations related to load and rpm. I had comments from french guys saying that they do not see why it is activated at 0% load, as this is just eating too much petrol when cruizing on motorways under limited speed ... Here is my table for VTC activation, so please have comments comparing with what you have? Would you change some values?

 

 

3. The Emerald boost control function is not activated. I have the three maps implemented in the ECU and I can select each of them with the dedicated switch. Then, I suppose that I should program manually the max boost on the EBC depending on the map choosen? The three boost levels are shown on the Emerald result sheet as enclosed:

 

 

Low boost / Map 1 = 10 psi

Medium boost / Map 2 = 14 psi

High Boost / Map 3 = 18 psi

 

If the boost control is activated into the emerald software, there is no need to change the selection on the EBC. It will just stay on 18 psi max, or should it be disconnected? John, maybe you could explain why the boost control from emerald was not activated? Are there other issues around it?

quick thoughts from my side, you want VTC enabled at 0% because the map will interpolate tha values, so if load was 10%, it will be enabled.

 

I would guess the boost is being managed by the Emerald just through the map switching rather that the separate boost control switch

Still on orkney so not much time to reply but:

 

2) That's pretty much what nissan do with the VTC too, it's on from something like TP of 8 (very low load) then back off at high rpms. Best thing to do is switch it on/off at each site on the maps and just see what works best for the engine instead of trying to guess. Bear in mind it was mapped with the cams in those positions, if you change it you will change the fuelling and timing requirements at each site also.

 

3)The boost control function is activated, it's open loop PWM mode, are you looking at the closed loop SP table?

You don't need to EBC and it is not connected to a solenoid anyway.

 

Did you check the sensor readings etc? The car was running and mapped with no issues, it should be absolutely fine. From memory the only issue was that past 18psi the intake temps went through the roof so it wasn't pushed past that.

Thanks John,

 

2. Understood. Will not change for now to avoid map incorrect data for injection and timing.

 

3. Here are the screens of the maps in the Ecu:

 

A. Initial identification downloading from Ecu, after configuration download for correct definitions:

 

 

So this is the original mapping done.

 

B. Map 1 which is the one used as standard (low boost & up position on switch installed to change from Map1 to Map2 or Map3), and values for Boost control / Open loop:

All values are 0!! Why??

 

 

C. Map 2 corresponding to center position of the switch, not tested when driving for now

 

 

Most of the values are 0 again, but some values are with % up the load and up the rpm

Please explain what they mean against the supposed 14 psi boost?

 

D. Map 3 corresponding to down switch position and not tested either

 

 

Same as table from Map2: Some values up the scales.

 

Now, since the mapping has been done, Barry has installed a Greddy Profec B-specII which is an EBC. It is switching ON when starting the car, and giving the MAP pressure values as you drive. I did not took the chance to have a look when I was pushing with boost... having no habbit to look at my left knee when the thing is pushing 460BHP!! The question now is how is the thing connected and parametered?

Here is a picture of the center console where the Profec is located, and you can see the switch for maps on its left.

 

Is the Emerald Boost control still active?

 

Hi,

 

I think you need to understand how a boost controller works, then the above will make sense :)

 

Essentially, the controller, in your case the ECU, is wired into a solonoid which in turn is plumbed into the vacuum line going to the wastegates.

 

The zero setting, means the solonoid is fully open, and your turbos wastegates open at their normal pressure, this is know as actuator / base boost.

 

When you want to run more boost, you increase the duty cycle of the solonoid, which reduces the air going to the wastegate so it opens later. By opening later, the turbo builds more boost

Many thanks jaffa for those clear explanations.

You now discover my level of ignorance, but I try lo learn with your help!

So the boost control is activated and works, and the EBC is just probably used as a dispaly of the MAP pressure.

 

Again, I will not touch anything on the emerald until I have found why the back of the car was black after the trip back from Manchester...

It must be rich for some reason, even if the mapping was perfect back in 2010 when processed.

 

Have you any idea where it could come from?