AEM Free advice
02-17-08, 07:05 PM
#26
Living life 9 seconds at a time
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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.
02-28-08, 12:14 AM
#27
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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?
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?
03-02-08, 10:48 AM
#31
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Thread Starter
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.
03-02-08, 10:51 AM
#32
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Thread Starter
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.
03-02-08, 02:05 PM
#33
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.
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.
03-02-08, 02:20 PM
#34
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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.
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.
03-02-08, 02:21 PM
#35
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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.
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.
03-09-08, 09:21 AM
#36
Rotary Enthusiast
Thread Starter
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?
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?
03-10-08, 01:25 AM
#37
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
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
03-21-08, 04:22 PM
#38
Banned. I got OWNED!!!
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I have done all of it except for boost comp (I don't really believe in using boost comp, it is just adding another variable into an already complex system).
I had cold start from the get go, starts right up with single crank. It's the warm start that took me awhile to get right. Idle wasn't too bad, staged injection is a simple calculation to allow both primary and secondary injectors to run the same duty cycle throughout the rpm and load range (it's nothing more than making both injectors do the same amount of work). Injector phasing is no used at all as long as you have a good ignition map setup. Ignition difference map do need to be setup properly to optimize combustion.
In general, given the same engine (porting) the same ignition map can be used interchangeably. This is regardless of injector size, fuel pump, fuel pressure etc.
Accel and Decel pump setup is tricky and the type of drive train can effect the setup. Drivability is the most difficult area to setup, this is were tuners not familiar with the RX-7 falls short. Setting up fuel and ignition under boost is easy, making the car drive well in stop and go traffic is hard.
I had cold start from the get go, starts right up with single crank. It's the warm start that took me awhile to get right. Idle wasn't too bad, staged injection is a simple calculation to allow both primary and secondary injectors to run the same duty cycle throughout the rpm and load range (it's nothing more than making both injectors do the same amount of work). Injector phasing is no used at all as long as you have a good ignition map setup. Ignition difference map do need to be setup properly to optimize combustion.
In general, given the same engine (porting) the same ignition map can be used interchangeably. This is regardless of injector size, fuel pump, fuel pressure etc.
Accel and Decel pump setup is tricky and the type of drive train can effect the setup. Drivability is the most difficult area to setup, this is were tuners not familiar with the RX-7 falls short. Setting up fuel and ignition under boost is easy, making the car drive well in stop and go traffic is hard.
>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.
04-08-08, 06:25 PM
#40
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+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.
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.
08-07-09, 11:18 AM
#45
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
http://www.aempower.com/images/produ...%2030-1800.pdf
08-09-09, 12:07 AM
#46
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.
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.
09-10-09, 01:39 AM
#48
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
the ignition difference map--this is the split map? so a value of -7 is 7 degrees split?
Originally Posted by scotty305
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).
09-22-09, 09:08 AM
#50
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.
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.
Last edited by scotty305; 09-22-09 at 09:14 AM.