Greddy’s E-manage is an excellent and very flexible piggy back ECU, which allows fine tuning of ignition and fuelling on a 323. I used this very successfully on my own car before switching to complete standalone DTA management. The only thing it really lacks is support from Trust / Greddy as to how to install and use it. The manuals are poor, and there is very little true knowledge of how it should be used.
The E-Manage can be used in a number of ways, in the most basic installation, it simply changes the signal from the Air Flow Meter to the ECU, in much the same way as an Apexi SAFC does, however the E-Manage has more resolution and mapping points. The E-Manage is also capable of changing the ignition timing, directly adding injector duty and also has a boost cut bypass facility built in (All you GT-X owners take note!)
Installation on a GT-X or GT-R is very similar, however Greddy chose not to include the instructions in either the Japanese or the US / Euro instruction manual, hence I had to work out the wiring and settings to get this to work! This wasn’t difficult, thanks to the information that’s available on the web and the workshop manuals for the car. Please note that the information provided here is a simple guide only, and is aimed at people who have a good understanding of engines and management systems. If you don’t understand, find someone who does! It is very easy to damage your engine, ECU and other parts by poor or wrong installation or tuning. You follow this guide at your own risk, and I accept no responsibility for any damage or injuries you may incur!
The Mazda ECU has 2 connectors, and the diagram below shows the layout of the 2 connectors, and the pin connections.
The E-manage also has 2 connectors, and the pinnouts are shown below.
 |
 |
The first thing you need to do to install it is set the rotary switch settings to suit the car. The settings are 1 - 2, 2 - A, 3 - A.
Next, connect the power onto the E-Manage. The Black wire should be grounded close to the ECU (I used the ECU mounting bracket) and the Red wire is the 12 volt ignition power feed. At this stage, switch the ignition on and make sure the unit powers up. If you have your lap top handy, you can plug in now and make sure that the comms between the lap top and E-Manage are all ok.
For a basic installation, you only need the main harness that is supplied with the Emanage. This will allow you to alter the AFM signal ONLY. There are 4 wiring connections required to do this.
Firstly, you need to cut the wire that leads from the Airflow Meter to the ECU, Pin 2O. The White wire from the E-manage then connects to the wire from the Airflow Meter. The Green Wire from the E-Manage then coinnects back to the ECU pin 2O. Once you have made these connections, try starting the car and running it it. If it won’t start, you screwed up the connections! If it does start, and you have your lap top handy, open the software and check the signal from the airflow meter to make sure all is ok.
Two further wires need connecting for basic operation, and both these 2 wires simply piggy back onto the existing wiring on the ECU – DO NOT CUT THE WIRES TO THE ECU! The Brown wire connects to terminal 1G on the ECU, to provide an RPM signal to the Emanage, and the grey wire connects to pin 2M on the ECU, the throttle position sensor input. Again, you should run the engine, and check the signals in the Emanage software.
With this much wiring done, you can now alter the fuelling using the Emanage. However, there are even better things you can do if you buy the optional Ignition Harness for the E-Manage and the Pressure Sensor Harness….
One of the main limitations of the ECU as sold is that you can only map for TPS vs Rpm on the early Blue E-manage. On the later Gold E-manage, I think Greddy have now addresses this, since on a turbo car, ideally you want to map for Pressure vs Rpm.
In order to get around this on the early E-Manage, all you require is a 5 volt linear map sensor, and the Greddy Pressure Sensor Harness. This normally connects to the Profec E-01 or Greddy Pressure sensor, however you can just remove the plug from one end and use any map sensor. On the end that connects to the E-manage there are 3 wires, +5 Volt, Ground and Signal. The trick is to take the Grey wire from the main E-Manage Harness which would normally connect to the Throttle Position Sensor, and connect this to the Pressure Signal. With a little careful scaling in the E-Manage software, you can now map for Pressure vs Rpm, much more useful!
To allow control of the ignition timing, and also to bypass the boost cut on a GT-X, you need to order the optional Timing Harness for the E-Manage. Don’t bother ordering the Injector Harness, it’s basically just a bunch of extra wires that connect to the Main Harness Plug, and since only 2 wires are needed on the Timing Harness, you can use the left over ones to do the connections anyway.
For the ignition timing control, you need to cut the wire that goes from the ECU to the Ignitor, this is pin 1G on the ECU. The Blue / White wire from the Ignition Harness connector goes to Pin 1G on the ECU, and the Blue / Black wire then connects to the Ignitor.
To bypass the boost cut on a GT-X or use the Additional Injection function in the software, you need to add 5 more wires which piggy back onto the injector wires from the ECU. There are no colour codes for these wires, just use whatever wires are left over from the Ignition Harness. The Injector Ground from the E-Manage connects to pin 2A on the ECU. Channels 1 and 2 piggy back onto pin 2U, Chanells 3 and 4 piggy back onto Pin 2V. That’s all the wiring complete!
If you require further help on the E-Manage, I suggest joining the Yahoo Group, or try here http://www.mohdparts.com/emanage/