stevemack

I just got back from getting a base street tune with my mechanic a few days ago. Unfortunately he didn't have a floppy or cd to copy my calibration to. I wanted to post it and get opinions from all of the AEM EMS masterrs out there to see if anything was overtly wrong.

We started off with an old map from Tri-Point Engineering and went really conservative with the ignition timing and put in lots of fuel. If I remember correctly we did ignition timing of 24 when in vacuum and 15 when in boost. I know there is a flat spot right before the primary turbo kicks in but I think it's safe. I'll post that map later this week when I get it.

I did however find a map for a stock sequential setup on the AEM forums. I wanted to post it here and see if it looks OK because I think it's a little more aggresive with the timing as well as other things and I wanted to create a hybrid of the two. My Mods are in my signature below so you can get an idea of what I'm working with. Let me know if it looks safe and what I can do to make it better.

I've also heard about Boost Comping and I wanted to know if anyone could help explain how to perform that function with the AEM. Any help will be greatly appreciated.

Stephen

stevemack

Sorry guys, I forgot to post the AEM Calibration. Here it is all zipped up and ready to go.

BoostCrzy

the cal file you posted is a very weak basemap......lots of room to grow.....but the load range is only 11psi......i would at least work in an area up to 16psi(the end of the stock twins living area)....this would give you a good cushion around 14psi....

.
also noticed the Map sensor is set to "honda/acura"....that isnt good.

stevemack

Thanks a lot bro. I'll tell my mechanic that before we satrt mixing the two maps. I hope my load range is set to 16psi but I'll post that one soon and you can let me know. I mainly wanted to use some of the ignition timing parameters from this map. We'll see though. Thanks for your input.

Stephen

stevemack

I was digging around in My Documents and found the AEM EMS Cal that Tri-Point had given me prior to getting my water injection installed.

Can anyone take a look at it and let me know if it seems to be OK? Does the fuel map and ignition timing map seem to be safe?

I never blew up an engine with this one but did with the one that they tuned for the water injection.

Any help is greatly appreciated.

Stephen

Howard Coleman

iTrader: (6)

ignition...."24 vac, 15 boost"

"flat spot"

i can tell you from experience that a flat spot will develop if you have too abrupt a transition between the 24 and 15.

also, do not run the stock turbos above 15 and i suggest you not run 15. the compressors cavitate, put huge pressures on the bearings and superheat the air.

i do think you can run them 14.

good luck and keep us updated.

howard coleman

stevemack

Well I finally got ahold of a Laptop so I could log into the AEM and download the Calibration I am running.

I went ahead and did some tweaking on the Ignition Map and I wanted to see if anyone could look at it and maybe the whole program to let me know if there are any major problems.

One thing I have found is that after I got a new set of used stock twins I am now experiencing some boost creep. I used to have the AEM EMS controlling boost at a rock solid 14psi but now it creeps to 16-17psi at WOT.

Does anyone know where I should start looking to solve this problem and have the AEM EMS control the boost in a more desireable range?

Another thing I have noticed is that after I boost a bit the AFR's on the AEM UEGO display seem to be stuck in a rich condition. After I boost a bit they seem to be in the 8 or 9 range and when I decel/engine brake they no longer drop back to 19.1 before going back to 12.1 like they used to.

At idle thay kind of fluctuate between 11.2 and about 12.7 or 13.1. Any ideas? Should I check the O2 Feedback loop settings. Does anyone know where I should start?

Any help will be greatly appreciated. I definitely want to get that boost creep issue resolved so I can go WOT again. The rich condition is not the main concern as it is at least not a lean condition.

I've attached the Calibration below for your perousal.

scotty305

iTrader: (2)

re: boost control,

Read the AEMPro Users Guide, search for "Boost Target Comp." I'll explain more later. There should be an explanation on the AEM forums as well. www.aempower.com


-s-

stevemack

Thanks a lot bro. I'll read up on it and see if I can figure it out.

stevemack

I researched the AEM forums and found a nice write up called Idiots_guide_to_AEM_boost_control and it seems to answer some questions.

Before using the Boost Target Comp function I decided to adjust the Waste Gate Duty map with less and then more percentage.

My initial map was set at 63% from 6000-8000 rpm. I changed that range to 60% and when I boosted I think it went all the way up to 18Psi for a second before I let off the gas.

I have now changed it to 70% in hopes of the waste gate venting more air and thus lowering the boost creep. I'll post later today with my actual findings.

I had one other question before setting up the Boost Target Comp function. I noticed that boost fuel cut was set to -14.69Psi as were the values in the Boost Target Speed table. Should those values be positive because I have apparently boosted over 14.69 Psi and there was no fuel cut.

Thanks again for any of your help.

Stephen

stevemack

So I adjusted the Waste Gate Duty map to 70% and it still boost crept up to 16 Psi. I had to adjust it to 75% - 80% from 6000-8000rpm and now it seems to consistently stay at 13-14Psi at WOT. I found a little area right before the secondary transition where it went to 15Psi but I hopefully fixed that by increasing the Waste Gate Duty to 60% at 4200rpm.

I still need to try the Boost Target Comp and check the wandering AFR's. I'll post more when I make some more runs tomorrow.

I think I am finally starting to understand how this AEM Beast works.

scotty305

iTrader: (2)

0. Save a backup of your current calibration file before making the changes I'm suggesting, just in case...


1. I can't believe I missed this the first time, but your wastegate frequency is set to 31kHz. The stock ECU runs it around 25-30Hz, so it's probably best to try 31Hz for this setting.



2. If your duty cycle settings are working backwards (higher duty cycle gives you less boost), you can fix that pretty easily. Check the "Boost W/G Invert," box then your duty cycles will work more intuitively (higher duty cycle will increase boost, and lower duty cycle will decrease it).



3. To test the fuel cut, set it to a value that you'll actually hit: try +4psi for starters.



4. That Idiots_guide_to_AEM_boost_Control seems pretty good. When you're creating that Boost Duty Comp table, set the entire Boost WG Base Duty table to set same value, datalog your max boost during a 3rd gear pull, and be sure to write down duty cycle vs. max boost (for instance, you might see 8psi at 10% duty cycle, and 10 psi at 20% duty cycle). When you've reached your max desired boost (for instance, you might see 14psi at 30% duty and decide that's as much as you'll ever want), you can then begin creating the Boost Duty Comp table.

Here's the thing: the table has both negative and positive values, because it's intended that you use 50% as your base duty cycle. To acheive vacuum, you'll want to open your wastegate. Set the Boost Target Comp Table to -50 for all values in vacuum.

So if the numbers above were real (sorry they're not, it's just an example) and you saw 8 psi at 10% duty cycle, your entry at 8 psi will be -40 (because 10 is 40 less than 50), and your entry at 14psi would be -30.

Now, once you've got that set, you can use Throttle-vs-RPM for your boost target: you'll set real numbers (for instance, you might want to see 10psi at 75% -100% throttle, but only 8psi at 50-75% throttle).


For the Boost Error Duty Table, the advice on that document is good advice. If your boost fluctuates too much, try lower values (+/-5 or so). Again, try datalogging, it's a great feature once you learn how to use it effectively.


Sorry that's so long, hope it helps though. The best thing about using the Boost Duty Comp table is that you don't need to re-scale a huge 17x21 table when you modify your car later: you just make a few little tweaks to your Boost Duty Comp table so that the EMS knows what duty cycle it needs to hit 12psi.

-s-

Howard Coleman

iTrader: (6)

an outstanding post scott.

very understandable.

now if we had about 50 more on various AEM EMS facets they'd start to appear in FDs and there would be lots of Power FCs in the classifieds.

just a thought.

hc

stevemack

Thanks a million Scott. You seem to be an AEM EMS master. I'll get to work on your suggestions today. If I get stuck maybe I'll have to make a mission down to Orange and pick your brain in person.

Stephen

scotty305

iTrader: (2)

Right now I'm still learning about the AEM EMS, luckily I work with someone who's got a lot of experience tuning them. It seems like every time I ask him if it can do something (half expecting it not to be possible), he says "Yes, you just adjust this table..." and I'm amazed that someone has already thought of it. For instance, the OEM ECU spools the secondary turbo using a variable pulse width depending on RPM. The AEM can do this using the User Defined PW output.


I think the main reason that the Apex'i PFC is so popular for the 3rd Gen is because there are a lot of people (especially Chuck Westbrook, cewrx7r1) sharing tuning ideas and helping each other make it work. I'd like to see that happen with the AEM as well.


-s-

spiritrmazda

iTrader: (3)

Damn Scott, you seem to know this unit well. Wish you were around when I had it 3 years ago. I took it to Jason from AEM and he was able to tune it on the dyno and everything looked great until I drove it on the streets. AEM has a lot of great features, too bad it's not used more.

scotty305

iTrader: (2)

Hey stevemack, how is everything working with your boost control?

-s-

rexset

I have some problems in the boost setting area , in fact cause the AEM EMS have problem recognising the speed sensor signal , so you can not tune the boost /vs speed table.

I instaled a perrin boost valve , that is compatible with the AEM EMS , but I still have some boost pikes , I think that I need to do more on the road resarch to know the real % of duty that I have to work with

scotty305

iTrader: (2)

That is how I came up with the settings in my Boost Target Comp table: I did a few third gear pulls at 20%, 40%, 60%, and 80% duty, and checked the datalogs for the max boost that resulted from this.


The end result looks something like this:

https://www.rx7club.com/attachment.p...3&d=1193121845

Notice that the main Boost WG Duty map (top left) is 50 everywhere below 11psi. I don't want to boost above 11psi, so I set the duty cycle to 0 above 11psi.


Next, I adjusted the values in the Boost Target comp table based on the datalogs I saw: for instance, I logged 9psi at 50% duty, so the value at 9 psi is 0. I logged 7 psi around 35% duty, so the value at 7 is -15.


From there, I used the Boost Target RPM-TH map to tell the EMS how much boost I want to see depending on throttle and RPM. To make the car more predictable, I only want to see full boost at full throttle. At part throttle, I want to see less boost in order to avoid excess wheelspin.


The Boost Error duty table is used to get the turbo spooled quickly: for instance, 50% duty might maintain 9psi boost, but 100% duty will get there more quickly. If the boost increases above the desired level, the Error table will decrease the duty cycle to bring it back down to acceptable levels.


Hope this helps,
Scott

rexset

I have the same goal for now , just stay in the 10psi all the time , so , do you eliminate the boost peaks with this? , and how the car drive after this set up?.
In case sound very smart , i will try to do the same..

Thanks

scotty305

iTrader: (2)

The only engine modification I have is a downpipe, so I've never had boost issues in the first place. I'll try to do a few runs and post the datalogs next week.

-s-

rexset

I will post my Cal file as soon as I get to the Dyno , well If I don't blow the engine hahahaha!!!
In case I have access to a very nice dyno here , so as as soon as I get my car to there I will post the resoults , even if they are not very good , with the cal file.

In case my engine is street ported , with 3mm aphex seals (pettit racing engine) , I eliminate the vacum body throtle , and it have a to4e turbo , with a big intercooler. All the fuel system remains standar. My goal is to reach the 300whp at 10 psi , hard to do , but meaby not imposible.

shineautoproject

iTrader: (11)

Thinkin about tossin' my power FC and goin AEM as well. We'll see

Ken

shineautoproject

iTrader: (11)

Thinkin about tossin' my power FC and goin AEM as well. We'll see

Ken

sk8world

iTrader: (5)

lots of good info on here. I know a few have picked up an AEM besides myself and would love to see more info posted and discussed!!