U-tech vs Greddy eman-ult
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Joined: Jun 2008
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From: Florida
Originally Posted by ben0878
I'm tired of running of the TN reflash looking to upgrade ecu..
Thoughts anyone??????
Pros & Cons
Thoughts anyone??????
Pros & Cons
http://my350z.com/forum/forced-induc...ou-prefer.html
Some of the information is good, some B.S., but you should be able to get a good general idea...
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From: NY
/\ That thread is mainly for Standalone so you won't get any Emanage pumpers there.
OP,
Hands down the Utec is better because it has full control of the ignition and fuel. Emanage only make adjustment by scaling or tricking the ECU so that alone Utec wins.
OP,
Hands down the Utec is better because it has full control of the ignition and fuel. Emanage only make adjustment by scaling or tricking the ECU so that alone Utec wins.
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From: Pothole Central and still ridin slammed...Boston
^It's my understanding that you have it confused. The UTEC only tricks the ECU. When the car goes into boost the UTEC takes over where the the stock ECU looses it's mind. The UTEC reads what the stock ECU is going to do for fuel and adjusts according to that.
Ben don't get me wrong both EMU's are great but who locally can tune them I know they both come with plug and play harnesses so you don't have to splice into your main harness.
Check out the details on the
http://tunertools.com/proddetail.asp?prod=GR-15500501
The GReddy e-Manage Ultimate is as close to a stand-alone management system as you can get while maintaining the best features of a "piggy-back" engine management; an economical price, the usage of existing sensors, the ability to easily alter factory settings and not having to tune from scratch.
But unlike the original e-manage, the GReddy e-Manage Ultimate is more refined, requiring specific application usage (which we are constantly adding application updates that you can download FREE via www.greddy.com Tech WebPages.) The benefit of this is, the included PC-based USB "Ultimate Support Tool" allows for even finer tuning capabilities, improved flexibility in fuel & ignition control and adds impressive data-logging qualities to make tuning quicker and easier.
The increased number of input and output ports of the Ultimate, along with new built-in adapters add many new options to the unit. In addition to standard e-manage airflow-based adjustments, the Ultimate version includes new and upgraded features. The Parameter Set-up, tab menu format of the Ultimate has improved direct Map control for adding and subtracting Fuel and Ignition.
The e-Manage Ultimate has 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.
The Greddy e-Manage Ultimate has 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, the e-Manage Ultimate has 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 in the Greddy e-Manage Ultimate 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.
Ideal for optimizing and fine-tuning for performance products like Exhaust, Air Intake, Intercoolers, Boost Controllers, and Turbochargers, the e-manage Ultimate fills the gaps between conventional piggyback and expensive stand-alone engine managements. All installation and tuning should only be made by a trained technician with proper air/fuel monitoring tools. (Some or all functions may not be compatible with some applications.)
Ben don't get me wrong both EMU's are great but who locally can tune them
I know they both come with plug and play harnesses so you don't have to splice into your main harness.Check out the details on the
http://tunertools.com/proddetail.asp?prod=GR-15500501
The GReddy e-Manage Ultimate is as close to a stand-alone management system as you can get while maintaining the best features of a "piggy-back" engine management; an economical price, the usage of existing sensors, the ability to easily alter factory settings and not having to tune from scratch.
But unlike the original e-manage, the GReddy e-Manage Ultimate is more refined, requiring specific application usage (which we are constantly adding application updates that you can download FREE via www.greddy.com Tech WebPages.) The benefit of this is, the included PC-based USB "Ultimate Support Tool" allows for even finer tuning capabilities, improved flexibility in fuel & ignition control and adds impressive data-logging qualities to make tuning quicker and easier.
The increased number of input and output ports of the Ultimate, along with new built-in adapters add many new options to the unit. In addition to standard e-manage airflow-based adjustments, the Ultimate version includes new and upgraded features. The Parameter Set-up, tab menu format of the Ultimate has improved direct Map control for adding and subtracting Fuel and Ignition.
The e-Manage Ultimate has 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.
The Greddy e-Manage Ultimate has 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, the e-Manage Ultimate has 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 in the Greddy e-Manage Ultimate 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.
Ideal for optimizing and fine-tuning for performance products like Exhaust, Air Intake, Intercoolers, Boost Controllers, and Turbochargers, the e-manage Ultimate fills the gaps between conventional piggyback and expensive stand-alone engine managements. All installation and tuning should only be made by a trained technician with proper air/fuel monitoring tools. (Some or all functions may not be compatible with some applications.)
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From: NY
You got it wrong... (This is on the FI forum so Utec uses a Map Sensor) Utec don't scale of the ECU but actually has it's own pulse width that you enter for the injectors also you input the exact value for your ignition. You can set for example 13 deg at 4000rpm and 8psi and no matter what happen it will always use that timing at that load. Ultimate subtract from the ECU value so if the ECU wanted 20Deg and if you want to run 13 deg at the same load then you have to subtract 7 deg. The problem is the the stock ecu sometimes changes its timing when the weather is colder or warmer so if the ECU decided to run 18 deg because it s 100F outside then your timing map is going to be off coz you have set the Ultimate to subtract 7 so you end up ruining 11 deg of timing at the same load.
You got it in reverse. Utec is the closes you will ever get to a standalone because at load or under Utec control you have COMPLETE control of your injectors and Ignition.
You got it in reverse. Utec is the closes you will ever get to a standalone because at load or under Utec control you have COMPLETE control of your injectors and Ignition.
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From: NY
Ask Sharif or any other tuner and I'll be damn surprise if one of them pick the Ultimate over Utec... Trust me this has been debated already and Sharif himself will beg his customer to use Utec if a Standalone was not an option or can't afford them.
Here are some of the other benefit of Utec. Utec has an active knock control so the tuner can predefine how much timing to pull when knock is detected. Most Piggy back and even some Standalone don't have this and just basically rely for the ECU to the the correction when knock is detected. When the ECU pull timing then it really pull a lot of timing so power is compromised. Utec also has far better logging capability than the Ultimate since it tells you were the knock is detected and it is easier to make adjustment if you know what RPM an Boost you are knocking. Last time I check the utlimate don't tell you were you are knocking so you have to guess were it is coz the logs don't contain them.. I could be wrong.
Dont get me wrong the Ultimate has some great features too that you can use but Utec I think is more consistent..
Here are some of the other benefit of Utec. Utec has an active knock control so the tuner can predefine how much timing to pull when knock is detected. Most Piggy back and even some Standalone don't have this and just basically rely for the ECU to the the correction when knock is detected. When the ECU pull timing then it really pull a lot of timing so power is compromised. Utec also has far better logging capability than the Ultimate since it tells you were the knock is detected and it is easier to make adjustment if you know what RPM an Boost you are knocking. Last time I check the utlimate don't tell you were you are knocking so you have to guess were it is coz the logs don't contain them.. I could be wrong.
Dont get me wrong the Ultimate has some great features too that you can use but Utec I think is more consistent..
Last edited by FI'ed G; Aug 12, 2008 at 12:07 PM.
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I've skimmed the above threads... which both contain some real good info.
I've owned both on my Procharged Coupe. The EU worked horrible, especially during stop and go traffic, it just seemed to not like the fact that things were constantly changing. But when I would run the car, it performed great. It had these weird "burps" that would happen sometimes, like crusing and all the sudden it would go all the way lean (17:1) and would stay that way until I blipped the throttle... just stuff like that. In the end I switched it out for a UTEC because I was afraid it would make one of these timing or fuel glitches while at WOT and would make me go boom!
The UTEC's true colors were shown in everyday driving conditions. It was night and day between the EU and UTEC, like mentioned before, the UTEC doesn't control anything until boost hits (this can be seen on datalogger) so I'm this is what contributed to the increased smoothness of the car. The UTEC also installs cleaner than the EU. They had to hack my wire harness to hell to get the EU in, the UTEC they didn't?
I LOVE the UTEC and will stick with it as long as a piggy back serves my purpose correctly... I ended up selling my EU for less than $300... no one really wants them...
I've owned both on my Procharged Coupe. The EU worked horrible, especially during stop and go traffic, it just seemed to not like the fact that things were constantly changing. But when I would run the car, it performed great. It had these weird "burps" that would happen sometimes, like crusing and all the sudden it would go all the way lean (17:1) and would stay that way until I blipped the throttle... just stuff like that. In the end I switched it out for a UTEC because I was afraid it would make one of these timing or fuel glitches while at WOT and would make me go boom!
The UTEC's true colors were shown in everyday driving conditions. It was night and day between the EU and UTEC, like mentioned before, the UTEC doesn't control anything until boost hits (this can be seen on datalogger) so I'm this is what contributed to the increased smoothness of the car. The UTEC also installs cleaner than the EU. They had to hack my wire harness to hell to get the EU in, the UTEC they didn't?
I LOVE the UTEC and will stick with it as long as a piggy back serves my purpose correctly... I ended up selling my EU for less than $300... no one really wants them...
FI'ed G is correct.
UTEC is a standalone fuel and ignition controller at load.
EU is a piggyback all the time. It does have some nice features so its too bad it just doesn't cut it anymore.
UTEC wins between the two.
UTEC is a standalone fuel and ignition controller at load.
EU is a piggyback all the time. It does have some nice features so its too bad it just doesn't cut it anymore.
UTEC wins between the two.
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