I am just curious on what your experiences have been.

2 step or flat foot shifting

Closed loop RPM/TPS based boost control or VSS boost control

dRPM or dVSS Traction control

Nitrous or water injection with the correction tables

EGT's with correction or a mixture trim switch

Advanced knock control with 2 knock sensors

splitting the leading coil outputs and running true sequential ignition(aftermarket coils)

Automapping functions

per gear shift lights

turning up the OMP output

Injector phasing to utilize intake ports opening sooner

I have heard of people using the INJ9 output as an extra PWM and using both solenoids in the sequential turbo setup.

I have done some of these an plan on doing the rest pretty soon. I just want to see if anyone is doing stuff like this out there? all those PFC guys should be jealous.

EB Turbo

 

These are some of the reasons I am heavily considering the AEM over the PFC right now. I have been playing with the AEM software but it's somewhat frustrating..

The Automapping feature is very cool, but the "target" map always seems to reset on me. The values are in AFR, correct? They somehow change to 9:1 or something crazy and it won't let me edit them.

Same thing with the 2-step, it won't let me input an ignition or fuel cut RPM below 9000rpm

 

After you input the number you want to change you have to hit enter or it will default back to the previous number. 2step is easy because the clutch switch is already in input switch as part of the PnP. just set your rev limit, turn the switch input on, push the clutch in and 2Step.

As for the automapping I have never had that happen to me. If you go under Configure - Units and then AFR units you can define Lambda or AFR.

I think once you have one running on your car you wont have these issues and you can actually try them out. Reading the AEMPro user guide really helps.

EB Turbo

 

I've tried to get the wideband o2 feedback to work for vacuum, but it doesn't seem to do anything. It shows how much trim it is correcting, but when I turn it on or off the A/F ratio does not change. I wanted to use this feature to fine tune my setup. For example, if the wideband is correcting for 8% fuel, then I would add 8% where needed.

 

What is the desired AFR and what is is uncorrected? How much trim does it say it is adding. can you send me a copy of your map. I can go over it and let you know if I can find anything that is incorrect.

- EB Turbo

 

The 2-step works perfect, leave off the no-lift shifting unless you have a dog box or a Porsche, because you physically cant shift fast enough to make it worthwhile.

Works very well once set up, but I prefer to use the AEM TRU-BOOST boost controller since I tend to need the boost gauge as well

Works OK, i have tinkered with several different TC strategies and depending on what your doing some work better than others

Works perfectly, use these a lot for a lot of different things, including a flex-fuel application allowing flip-flopping between E85 and pump gas

never needed to use either of these, and since most if not all EGT's are crap unless your in a boat or an airplane, I doubt I ever will use them for more than monitoring.

use this every single day, it works, and it works very well, ASSuming you have it set up by someone who knows what knock control is and is not, which expemts many many "tuners" out there.

[QUOTE=EB Turbo;10258907]splitting the leading coil outputs and running true sequential ignition(aftermarket coils)[quote]

Never needed to do this, but it would not be much of an issue to set up

Used to use this about 7 years ago, no longer do. IF you do not know what your doing when you set it up you WILL screw up-period. The autotune feature is NOT for the tuning challenged and is a seriously advanced feature that many people, even those who "use" it, never fully understand

typically use the Dash for this, but in some applications I have used the spare outputs for knock lights, nitrous arm/activation, etc.


There is a limit to this but yeap, have used it, works just fine

Again something that takes some fiddling but can be very worthwhile to do, assuming you can afford the dyno time

[QUOTE=EB Turbo;10258907]I have heard of people using the INJ9 output as an extra PWM and using both solenoids in the sequential turbo setup.[quote]
Yes you can do this, but I have never bothered.

I have done a fair amount with AEM (Back a few years ago I Beta tested the Evo9 EMS and the AEM FIC for AEM) and have a fairly strong understanding of what most of it does, and does not, do. With most software releases I was usually one of the first to find the bugs and report them back to AEM, because I use things in the software many never even think of changing ro adjusting.

 

Several possible issues, and without your cal file, a log, and your specific setup I can only guess, BUT:

If your map isnt close the o2 feedback will have little to now effect. YOU MUST tune ALL of the map with the o2 feedback turned OFF initially, THEN when it is close the O2 feedback will smooth out the rough edges and adjust for minor changes, just like the OEM ecu. O2 feedback is not meant to tune your map or even help you tune your map, so please dont make its job harder

Also, if your settings are off, especially the update rate etc the O2 feedback will be far too sensitive and you will chase your *** for days.

Feel free to send me your cal and a logfile with a description of your setup and I will look at it.

 

One thing on the 2-step, I do not use the clutch switch. The way I set them up is to set "switch always on", then set it to activate below a given MPH, I usually start with about 7mph. This is VERY helpful when launching, as it will hold the rpm and allow boost to build even as the wheels are spinning, allowing you to keep your foot in it throught the launch rather than peddling, which can help clean up the leave. Of course, this could be considered (is considered actually) by some as traction control, but hey it works and its built-in to the ECU

 

Thanks guys, looks like I'll just finish tuning before turning on the feedback. I've only turned it on a couple of times and shrugged my shoulders. Once I get close I'll see if it works, if not I'll send you guys my cal. Also what is considered "close?"

 

Generically I only allow the 02 feedback to have about 10% or maybe 15% authority I tend to get the cal pretty close to what I want the AFR to be under "normal" driving conditions. I also have lately tend to turn down the update rate which seems to help "smooth out" the feedback with less jumping around of the AFR.

 

Hrm I think 10% is what I've seen max as far as what it wanted to correct, but as I said nothing was happening. What wideband do you have and what rate are you set at? I'll have the map up here tomorrow if I can't figure out the o2 feedback, it isn't a priority, just a curiosity.

Another thing that seems to be an issue is I keep pulling fuel out of the high vacuum areas that are used during light throttle cruising and have yet to see it get leaner than 12-12.5:1. This is with 550 primaries on a half bridge engine.

 

I use and recommend AEM Widebands.

If it helps you are welcome to give me a ring and I can walk you through some things that tend to really help make the cars run better, just shoot me a PM.

 

Here is the calibration file. just remove the .doc at the end of it.

 

Semi off-topic but if I were to switch to low impedance injectors (like Bosch 1680cc secondaries) the AEM would be able to drive them without the use of resistors, correct? What settings do I need to change to accomplish this?

D Walker, where in Denver are you? I'm up in Fort Collins- we should collaborate sometime!

 

The short answer is NO.

The long answer is longer. First, the FC resistor pack wires in nice n easy, so its not a big deal. Second, the Series 2 ECU's are able to drive high or low impedance injectors with or without resistor packs, but there is not one YET available for the FD. There is a slim (very slim maybe?) chance that AEM could retrofit the Series 1 boxes with some of the Series 2 cool stuff like being able to sink either injector type, but this is all rumor smoke and mirrors at this point. There is an even slimmer chance AEM would produce a Series 2 box for the FD/FC if there was enough interest out there to make it worthwhile.

I am in Aurora, shop is in Commerce City, fell free to hit me up via PM

 

Yeah, I called AEM about the S2 box, back in the Spring time. They said the Series2 box WAS coming out the FD, in summer 2010. Well, that has past, and nothing. I don't think they sold enough S1 boxes to justify making a S2 for the FD...although it's not like it would be that difficult to do so..they just need the PnP connectors on the back of the box (which they already have) and write a base map...

What is this "FC resistor box" you speak of? I was looking at the FJO injector driver, or just going all out and getting Injector Dynamics injectors.

 

The FC used low-impedance injectors, so on the firewall there is mounted a very handy and easily found bit when you want to get rid of the high-impedance injectors. Generically I build my own "resistor packs" and Rotary Aviation I believe still sells a pretty high end resistor.

 

not letting me remove the .doc at the end. try putting it in a zip file and uploading it.

 

Doesn't aem make an injector driver. Can't that be used with the aem pnp? Just a thought.

 

Do you have your computer set to hide file extensions (i think that is the worst default "feature" that comes with windows)? I'd turn that off, but here is the zip file as requested.

 

Like most other ECU's. the injector drivers are built into the ECU.
AEM makes an injector driver box to drive several very large injectors, very helpful on Methanol engines running multiple stages injectors.
Injector RESISTOR boxes are different, and relatively simple to wire in or even build your own.

 

I have looked over a few maps sent to me and it seems like most people are using the basemap from AEM without many changes. The basemap will get you running but I am not a fan of it. I will work up a new basemap and post it for all to use.

 

great. I'm still learning but is there a way to copy my breakpoints to your new map? Oh just took a look, i guess it is a matter of copying the tables.

 

Still working on a decent "basemap" for the FD, but the local fellow who was helping me with a more or less stock car has changed his plans slightly. Also, it appears that the AEM's boost control strategies are a bit dodgy with the sequential setup, so I am going to try and work through this but in the end who knows? I know that with the Supra TT there were large gains to be made because the way the factory ECU controlled the twins sucked, and the AEM did a much better job. Mazda appears to have done a much superior job with its seq TT strategy, so it is very difficult to improve on.

 

How do you determine injector duty on this thing anyway? I think I just ran out of fuel but I don't know if I ran into an injector limitation or if my pump isn't enough. Reason being is that at 10psi I'm not able to add more fuel to the table and I'm just staring at an injector number that has no meaning to me. I have an aftermarket pump with a bridgeport single turbo, I shouldn't be maxing this out at 10psi.