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Serial number sticker verified with Acura of retail purchase.) Transmission: 00' Integra Type- R Retail Unit 4.40 F/D (no vintag, and vin tag holes are un-tapped. Vehicle Year/Make/Model: 1999 Honda Civic HatchbackĮngine: B20VTEC (compression 212-210-220-220 tested 03/29/08)Ĭar does not burn any oil!! Headgasket, ARP Head Studs, water pump all done during vtec head swap 5k ago.ġ997 B20B Block (purchased from tiger motors), stock bottom endġ995 GS-R Head hot tanked and resurfaced prior to installation Many Plug-N-Play harness adapters are available.Ĭompatible with a broad range of automobiles, color FED display, MAF/MAP Sensor interruption for some control of fuel and ignition timing, Throttle position based signal corrections, Stall prevention function for vehicles with Hotwire sensors and open-air blow-off valves, 8-points or 16-points RPM Fuel Setting Modes, RPM range: 500-9950 RPM, Genuine Standard VTEC Control (Honda/Acura) applications, VTEC control parameters based off engine RPM and LOAD, Simplified one-step VTEC unmatch correction setting, Flash memory retains setting data if battery is disconnected. Many Plug-N-Play harness adapters available.Location: Savannah, GA (willing to deliver up to 200 miles from Savannah for asking price!) 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 use of existing sensors, and the ability to easily alter factory settings without having to tune from scratch.
Greddy emanage blue tuning Pc#
The F/IC draws power from PC USB interface for quick and easy calibration changes.
![greddy emanage blue tuning greddy emanage blue tuning](https://www.3swiki.org/images/7/79/Mapselect2.jpg)
21x17 maps with configurable load and RPM breakpoints are easily accessed with the F/IC's Windows-based tuning software. This system works parallel to the factory ECU preventing tuning limitations due to complex factory timing patterns.
![greddy emanage blue tuning greddy emanage blue tuning](https://digitalnote299.weebly.com/uploads/1/2/4/7/124780363/780986116.png)
The F/IC gives users with OBD-II race 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forced induction systems the ability to retard ignition and deliver accurate amounts of fuel without the need for outdated FMUs or “boost hiding” controllers. Dyno tuning a PB system is the best method to maximize power while avoiding "Check Engine" codes, poor mileage and erratic drivability. Although the more elaborate PBs require a different tuning strategy, there is always interaction with stock ECU. The more elaborate PBs go so far as to interrupt injectors, ignition, and O2 sensor, offering extreme control of ignition timing and fuel delivery. There may not be much margin in a stock ECU for a simple PB to take advantage of, and/or the stock ECU may aggressively compensate, let's say the A/F Ratio, away from your requirements back to factory tolerances. With a simple PB, by adding, let's say, extra voltage to a map sensor signal, the ECU is "faked" into thinking the engine is making more power, pushing the ECU into that part of the tune. It interrupts (cuts into) one or more signal wires. A PB is used in conjunction with the stock ECU. When flash software, a stand-alone replacement, or a chip tune is not available for your ECU, a Piggyback (PB) system may be an alternative to extract any hidden horsepower and compensate for larger injectors when there is a need to upgrade.