I have the full stand alone. Im using the Tec3 ignition system. Fuel system consists of 2 920cc inj, 2 1680's, 2 550's. The tec3 ecu gave me problems with reseting itself. Tech support is non existant so I said the hell with them. Their ignition is nice so Im still using it.

 

I'm running the AEM EMS with nice results on my 93 r1. I took it to sioux falls for tuning, and tuned to a conservative 423whp @ 18psi on e85. One thing I'm having alot of issues with is cold start. I know alot of that probably has to do with my gas, but it's always been a little bit harder since switching my setup. What can you tell me about your cold start settings?

I also have just recently noticed that I have a stutter in my tune at about 5500-6000 rpms in 3rd gear. pulls hard, and then it just hits a wall. any ideas on that?

 

any advice on this would be great... my cold start is really tough.

 

This had nothing to do with your cold starts, but did you send the AEM in for the free updates?

 

yes sir.

 

What size is your primary injectors? Send your cal file to michaelchu@bellsouth.net and I'll take a look at your engine start settings for you.

 

Was this stutter there during the tuning session? I need to know your fuel setup and your dyno results (afr) befoer I can give you any advice.

 

btleier, I'm no tuning expert, but I've been able to identify what needs improvement using the datalogging functions in the EMS.


Here are the channels I log in the internal logger:
Fast Channels:
Engine Speed
Engine Load
O2 #1
Fuel Inj #01 Pulse
Fuel Inj #03 Pulse
Ign Timing
ADCR04 (Knock #1 Raw)

Slow Channels:
Throttle
Boost WG Out
Air Temp
Coolant Temp
Vehicle Speed
O2 #1 FB Value
Fuel Inj #01 Open (primary injector phasing, measured in crank teeth)
Fuel Inj #03 Open (secondary injector phasing)


You can use math channels to scale and shift the traces in AEMLog. I can post my log maths and templates if anyone cares to see them.

 

I'm running dual walbro 255s, 850 primaries, 1680 secondaries, aeromotive fpr set at about 45 psi.

stutter was not present in dyno tuning, but didn't get a chance to get into 3rd gear when doing quick run on the street to check the street tune.

I e-mailed you my calibration.

 

that all sounds above my head. I have very minimal knowledge of the actual tuning process itself. but perhaps it will help others. throw it up.

 

btleier
I have reviewed and sent back your cal file. I made all the coments in the email.

scotty305
Is there any reason your secondary injector is designated Inj #3 and not 2?

 

Trexthe3rd,
Inj2 is the rear primary injector, the pulse should be the same as Inj1. Inj3 is the front secondary injector.


I attached my maths and template. Install them to C\Program Files\AEM\AEMLog , there is a templates directory and a maths directory. You can configure some options so the maths are automatically calculated and the template is loaded whenever AEMLog is started or a new file is opened. Some of the 'maths' aren't performing any calculations, they're just changing the min & max so that it's easier to display all those traces in the same window.


Here's a datalog of a 2nd gear pull, stock engine with a downpipe. This is one of the first times I had the turbos operating in sequential mode, you can see the blue trace dip around 4500 RPM when the solenoids begin diverting exhaust gas to the second turbo. By the way, this was an internal datalog, recording at the fastest logging rate.
https://www.rx7club.com/attachment.p...9&d=1205130295

 

I am going to dis-agree regarding boost comp, as I find it to be a very very efficient way to tune a forced induction engine. I have tuned a couple of turbo rotaries on AEM EMS and other than earlier firmware bugs I dont think it is any harder to setup or tune than any other EMS once you have a good understanding of the software and what does what. There are some actual hardware issues in earlier versions of this particular box that caused some specific problems in some cars and not others, but AEM is aware of it and has taken steps to fix them all. If you happen to have an older low serial #box and are having "weird" issues such as:
>losing sync
>missing/stumbling at low RPM and off-idle hesitations that will not tune out
>injector issues
etc. call the tech line and make sure your box has been updated and/or send it in to be checked out.

 

AEM will soon be releasing a new ecu... It looks to be pretty good...
I hope they fully test it before releasing it this time...

 

+1 for boost comping. I spent a year or so fiddling with making a usable non-boost comped map. It took me 3 days of testing to get the boost comped map better than the other map. Granted, i already knew a lot more about tuning, but it was definately easier.

Also, the accel decel pump makes all the difference in the world as far as driveability goes. I screwed around with that for ages and could never get it right. Eventually i stole the settings from someones map on aem forums and it was like driving a stock car again.

 

looking at installing a aem ems how hard is it to install and get running for someone who hasnt used tuned before ???

 

You will be over your head no matter what ecu you choose if you have never tuned before. Find a qualified tuner first.

 

can i use 3rd injector staging for one more set of 1600s with aem?

or do they need to be hooked in parallel with the secondaries

thnx

 

Is this a plug and play setup for the most part, except for integrating traction control, wide band, etc?

Currently in the market for an alternative to the Apexi EMS.

 

Was looking at the Installation instructions, what have you found during the install that doesn't jive with the install instructions if any?

http://www.aempower.com/images/produ...%2030-1800.pdf

 

The base map started and idled on my car which was pretty close to stock, it's been a while but I think one of the first things that needed to be fixed were the staged injection settings...
After poking around the AEM forums it seems some of the options in the 30-1800 base calibration are not consistent with some of the engineers' advice for how staged injection should be set up. After adjusting these options (Staged Flow Ratio should be set to about -30 or so for stock 550/850's... look for an excel spreadsheet attached to a post by MP on the AEM forums) my car no longer hesitated when the secondaries kicked in. Also I chose to change fuel difference map settings so the secondaries kicked in as the engine gets into boost (base cal had secondaries activating in vacuum at certain RPMs and I'm not sure the secondary throttle butterflies are far enough open to work well with this).


One of the things that has been helpful to me is the O2 feedback feature... you tell the EMS what AFR you want to see and can adjust some settings to change the feedback gain and limits, then it will add or subtract some fuel in an attempt to hit your target AFR. I don't consider myself a good tuner so O2 feedback definitely makes life easier... check O2 feedback values in datalog, make sure actual AFR matched target AFR or was close... then add or subtract that percentage to the corresponding cells in the fuel map.

Idle is still not as smooth as I'd like and I'm still experimenting with that... lots of flexibility sometimes means lots of values that can be configured wrong. You can adjust the feedback rate, min/max feedback limits, Ign Timing vs. Idle Error, among other things.

 

Thanks, currently looking at the new Series 2 unit. Will be doing some research to see if using it would be possible.

Adam

 

just a couple questions from someone with a lot of Power FC experience:

the ignition difference map--this is the split map? so a value of -7 is 7 degrees split?

the injector difference map: what are these units exactly? clearly a higher number is more secondary injector duty in some way... but what kind of values is everybody running? I'm used to PFC injector staging which is based on primary duty cycle, not rpm vs boost

 

for the ones that have use aem and others what makes aem better then other ems?

 

arghx:
Yes, ignition difference is split. A value of -10 in that map will fire the trailing coils 10 degrees after the leading coils.


The injector difference map lets you define percentage of total fuel flow delivered by the secondary injectors... assuming you've set the staged flow ratio to represent the flow ratio between primaries and secondaries. I've set mine to about 60% because this is about the same thing that the stock ECU was doing. On the stock ECU, once the secondaries kick in they will run at equal duty cycle as the primaries, if you do the math (850/(550 + 850)) this gives about 60% fuel delivered by the secondaries. I used this for a starting point, hoping Mazda did this for airflow reasons (larger secondary runners and ports) as opposed to hardware limitations back when the stock ECU was designed. Someday I hope to test different staged flow ratios on a dyno but I'm not expecting to find much of a power difference.