Its not the once in 3 years, its the remembering what "safe" map you used when the ECU was in the reset position. You retune again and again and then you have to start all over once you change the battery, which is probably also when you'd be most likely to forget to change it back and experience potentially damaging problems. That's what I'd worry about.

 

I've heard that GReddy did their tuning on the M flash. Do you suppose that the definitions of open and closed loop have changed with the flashes?

 

Guys even if the new Emanage can chase a target A/F ratio, why not just eliminate the problem. If the factory ECU can alter the fuel maps based on O2 readings this problem will persist. Anyone see the movie War Games back in the 80's "The only winning move is not to play" If the factory ECU see's AFR's rich then it changes LTFT values, then Emanage says "thats not my target AFR" so it changes it's values to get back to 11.5-1. Of course the factory ECU see the change and says "no this is a non turbo rotary and thats too rich, I must trim LTFT" OVER&OVER&OVER&OVER. Then the user disconnects the battery to turn the CEL off and then the whole process starts over again. I realized early on that after tuning customers cars they would say "It ran great on the way home and after a couple of days it was doing the same thing" I had to say Enough! I am wasting my time and the customers money. Personally I feel "The best way to solve a problem is to eliminate the problem!" When I designed the Interceptor I knew giving the customer the power of a standalone system in a plug and play format would allow the user to set it and forget it! just my 2 cents, Scott

 

There's a solution for ya, eliminate the problem: Stock ECU :D

Get the Interceptor-X!

 

So the Interceptor eliminates the problem, but the eManage Ultimate offers no help over the eManage Blue/Gold?

 

I'd love to just run out and get the Intercepter - its just my lack of an extra $1700 that preventing me!!

Seriously, I know this is the BEST solution, but is it the ONLY solution? I mean, with a better understanding of open/closed loop definitions, when the ECU is updating the LTFT, how far it will adjust the LTFT, we might be in a position to better control with the emanage (blue/gold/ultimate).

No one has really addressed the question of if the stock ECU is updating LTFT during open-loop operation. If it does, then we are hosed. If it doesn't then maybe its just a matter of adjusting the VTEC map to force open loop at the first detection of boost. THe way its configured from GReddy, the dongle forces open loop at 10kPa while the maps add fuel starting at 5kPa. Maybe its this difference that accounts for the ECU adjusting the LTFT.

 

One other possibility is that factory ecu's regularly try to correct for sensor error's. They use sensor data to compensate for aging sensors and can also decide to ignore certain sensors if they decide they are broken. It could be possible that the ecu is detecting an error with the water temp sensor since it is behaving differently then what the ecu expects. It might be correcting for what it determines to be erroneous sensor data and putting the car into closed loop inspite of the coolant temp sensor saying the engine is cold.

 

Anyone ran scansalyser to see if ecu is in open loop or closed loop at first hint of boost yet?