I'm going to need help with this AEM...

[Reign_Maker]

*ok, I have been trying to post this in the Piggyback Engine Management forum, but, for some reason nothing I post there is showing up, so... I post here*

Just wondering if there are any people on here that are using the AEM that wouldnt mind me picking thier brain for a few... Im getting really close to hooking this up, and its got me a little nervous... But its the dumb stuff I have to get by first, like, how do I hook up an O2 sensor? Do I use the stock one? If I use a wideband, does that take place of the stock O2? How do I hook a wide band up so the AEM recognizes it? Will an AEM uego wb work best? Is it plug and play to the AEM?

Then I have the AIT, or is it IAT? Its the intake temp sensor... Where do I wire that into the AEM? :dunno: And what about the 5bar map I have, where do I wire that in?

These are the dumb things that are stumping me and I havent even tried to get a base map yet... I hate feeling like I've over stepped myself by getting this... But from what I was told, this was the best way to go for my set up because simple piggy backs were just way too simplistic or whatever...

Talk to me, help me out, please...

Thanks,
Jake

 

[Gilsdorf]

Jake,
I'm sorry I don't have my EMS pin-out diagram on this computer, but if you go to http://forum.aempower.com/forum/index.php and search there all of your questions should be answered, and be able to download your start-up base map.

I ran an Innovative WB, but it was a pain to set up to datalog with the aem ems, so I switched to the AEM uego gauge controller. You don't need your stock narrow band after you go EMS and WB.

Also make sure that when you do hook up the map sensor that the connections are solid, I thought they were and couldn't figure out why the engine wouldn't rev past idle. Found that with a poor connection the EMS switches back to load mode and thinks its seeing boost at any throttle position other than idle.

Sorry I can't be more help, but I'm sure some of the experts will chime in,
Matt

 

[Reign_Maker]

Thanks man... Im just sittin here lookin at this black clip and all the pins that come with it... I keep getting that feeling that Im asking myself to do too much, but then Im like, I can do it, Im mechanically and electrically inclined, how hard could it be...

I've been to the AEM site, Im actually registered there, but its still confusing... Im hoping I can get someone to maybe walk me through this...

 

[Nick M]

There are a few MA70's that are using it that I know of. I am pretty sure "chevyeater" on SF is running it. He can probably help too.

 

[jdub]

Ok...I'll take a shot at this Jake. Be advised I have not installed my AEM EMS yet, but have studied the wiring diagrams. Before you do this, you would be well advised to find an AEM factory trained tuner in your area...this is not something you can take out on the road and "butt dyno" tune IMO. The base calibration is just that...a base for starting point. Your motor is going to be different and WILL require a tune. My plan is to have the sensors you mentioned already installed and wires running to the glove box ECU location...that way I'm going to save the labor when I take the car to the tuner. All he will have to do is mount the AEM, tap into my patch harness, and wire the "C" connector (the one you're talking about)...then tune the AEM of course.

First, I would get one of these...saves hacking your harness...it's essentially a Fields patch harness:
http://www.autosportwiring.com/products.htm#Toyota
The part # is ASW110

Here's the AEM pin-outs that are assigned/available for use....read the notes at the top of page 1:








Now to answer your questions:

You can use either the stock O2 or a wideband O2...or both if you want back-up in case of an O2 sensor failure. You do want the AEM to adjust AFR based on wideband O2. You can use ANY brand wideband O2 that has a wideband output, including the AEM UGO...I have the PLX M-300...I'm pretty sure the Innovate will work as well. There are 2 inputs for Lambda (O2) on the AEM...pin 6B and pin 14B...either can be used for wideband O2, but has to be calibrated depending on which wideband you end up using. If you use the stock O2, use pin 6B for it.

Pin 17A is used for the MAP sensor. From what I have read on the AEM forum, you do not want to mount this sensor physically on the intake...engine vibration will affect its output. My plan is to mount it somewhere near the driver's side strut tower and tap into the large fitting/vac line on the forward end of the stock intake manifold. You can tap into almost anywhere, but I would pick a large line that supplies minimum items that require vac and "T" off as close to the manifold as possible.

Pin 3B is used for the AIT sensor. The sensor itself should be mounted where heat soak is not an issue...the fender pipe or just after the IC outlet are good places. I would not mount it on any IC piping that's near the motor that is subject to radiated heat (i.e. the cross over pipe or 3000 pipe)...it will throw the sensor off.

The "C" connector is unique to the AEM...take a look at the 2nd pic for what it controls....mostly switched grounds for other devices (NOX valve, fans, fuel pump, etc). There are also additional coil drivers. Pin 1C is used as output to a boost control solenoid...I plan on using this one with a Delco solenoid.

The last pic shows the connections like you're looking at the rear of the AEM EMS box.

Hope this helps
If you need pdf files of the above pin-outs, PM me with your e-mail and I'll beam them over to you.

 

[Doward]

Well, I'm happy to give you a hand if you need! I don't have any direct experience with the AEM, but I do have a ton of experience with the principles of tuning

 

[Reign_Maker]

Thanks Jdub, I really appreciate this... The AEM site isnt really very helpful, not alot of traffic in the Supra section, unless Im just looking in the wrong area...

Im definately getting a wideband, so i wont bother hooking up the stocker...

The MAP sensor, I plan on mounting that to the firewall, thats where I had the one for my VPC, or whatever sensor that was...

The AIT, I was thinking about mounting it in my throttle body, on the bottom, right before the butterfly... Or mount it on the first section of IC piping, although, there isnt a whole lot for the threads to bite onto with the IC pipe as opposed to the tb, which is much thicker...

Jdub, what boost solenoid are you talking about? How does it work? Where can I get one?

Now I have another question: you said that one of the pins can control fuel pumps... Ok, see, I have the Aeromotive A1000, can this control it? And by that, I mean, can it control the speed at which it operates?

As for tuning, Im lucky enough to live a few hours from one of the best AEM tuners on the planet... *TITAN* So, I will be having them do the final tune for me... Hopefully I can set up a base map for break in, then Titan can do the rest for me...

Oh, and I was messin with my AEM program on my comp here, and there is no RC Eng 1000cc injector setting, it has 900, 1200 and 1400 I think, but no 1000... Why?

 

[Doward]

LOL, sounds like a plan

You should be able to run a standard GM boost solenoid with it - I think you can buy one from Adam, as the MAFT-Pro uses the same thing.

With a 1.5 amp rating on those switched grounds, I would think you could run a relay - but that would be either on/off. Not sure offhand how you could control the voltage to the A1000

Oh hey, on the AEM program, can you set the base injector size manually? That way you can adjust for higher or lower than normal fuel pressures!

 

[jdub]

Yeah...Titan should have a handle on the AEM

Don't mount the AIT on top of the motor...like I said, you don't want it to heat soak. I went to the hardware store and found a fitting it would screw into (I "think" it was a pipe thread)...cut it down to make a bung and Arz welded it on the IC pipe for me (man that guy can weld!).

GM boost control solenoid...part #1997152 (Delco # 214-474). You will also need the connector harness part # 12102747 (Delco # PT374). The AEM has a built in boost controller...you can match boost to your fuel curve and fuel to keep AFR at safe levels. It also has provisions for a high/low boost function via one of the aux inputs. You can have a boost limit at say 10 psi, flick an in cockpit switch and go to max boost....the beauty is you can match fuel to both...one for economy...one for "I'm gonna eat you alive now".
Pretty sure HP Freaks carries both too.

You can also monitor EGT on any gauge that has a 0-5 volt output

The aux switches on the AEM are just that...an on/off switch. But here's what you can do (assuming an in tank pump in addition to the A1000)...at a specific boost level, say 15 psi, you have the AEM actuate a relay that turns the A1000 on and stays on until boost drops below say 10 psi. that way you're covered fuel psi wise.

 

[Reign_Maker]

JDub, I forgot to mention that Im using a FFI with a Q45 tb, so they are facing forward and well away from the hottest points of the motor...

I may do something like that with the pumps, my only concern is the pumps reaction time as opposed to the boost... The boost, when it comes on, will come on fast and strong, and the last thing I want is my pump playing catch up... I dont want to run the risk of going lean, even for a moment... I think for now I will just run the pump constant and eventually get one of Aeromotives electronic controls...

But speaking on the AIT, with my VPC, it was mounted in the 3000 pipe... You say thats not a good place?

About the boost solonoid... How does it work? What I would like to have is three preset boost settings... Pump gas, low boost, like 20-23psi... Pump/race mix, mid boost, 23-27psi... And full race gas, high boost, 27-35psi... Will this work for me?

 

[jdub]

Forgot you're using a FFIM...that location for the AIT should be ok. I mounted mine on the IC piping about 4" from the IC outlet...the charge air temp will change little (if any) in the time it takes to get to the manifold. I want to make sure the only heat the sensor "sees" is AIT!

Not sure what sensor the VPC uses, but some are more susceptible to heat soak than others. The GM sensor can heat soak fairly easily...some folks have mounted the GM sensor on the 3000 pipe with no issues. I look at it as "why take the chance?"

Like any other electronic boost controller
The MAP senses boost, the solenoid controls the wastegate. From what I understand, the AEM has provisions for 2 fuel maps...talk to the tuner at Titan, he'll be able to provide more detail.

 

[Halsupramk3]

welcome to the aem club. there is a rather high learning curve to the ecu. i am still learning but it is fun as long as you dont break anything. here is how i wired mine in. not to say it is 100% correct.

i put the map sensor input wire in pin 17a. i removed oem pin 3b and put in my ait wire. the other end of the ait pigtail is grounded to the chasis at the fender. i removed the oem 6b pin and inputed my aem wideband.

the c plug is specific to aem ecu. i put the gm boost output to 1c. the other wire goes to switched 12v i believe. pin 2c is a 0-5v input i used for my FP sensor. 3c is a user 5v reference. since there are not many of these available i wired in both my map and fp +5v to this one pin. i dont know if that is correct to do but it seems fine. i used 4c as map ground.

i used microphone wire for the shielded inputs. it is small and has a shielded braid. when wiring this all in be sure to remember that some of these wires will need to be removed along with the engine wiring harness like the o2 sensor wire, ait, and map, when you may remove the engine later. the c plug may not need to be removed with the engine harness since it is a separate plug from the oem ones. any wires going to it ie map, boost, +5v, my FP etc are wires that can be put thru the firewall seperately from the wiring harness. plan this out before cutting holes in the firewall.

i used the gm selonoid but have not tuned it yet. i would think you could use the oem fuel 12v supply for the a1000 and i guess you will have to hear it run constantly.

the ait i think is 3/8 npt and i bent a washer to mold it to my ic pipe and welded it to the pipe by the fender. your map sensor needs to be behind the throttle body i would think so it would not get any weird fluctuations when the TB is closed.

my map is screwed into the old cold start inj hole. i do have the infamous stumble at 2800 and 5600 rpm or so. but sometimes. if the timing is set less than 30* it will not do it. i may move it to keep the map from vibrating which is a suspect cause of the stumble but i would not think a vibration would not be so consistantly triggered at those rpms. i did notice the stumble would go away when i changed the timing with the cps before setting it to 9* with the aem and timing lite. i think the cps needs to be set so the magnito or whatever is close to 0. then set the timing with the aem.

as far as injectors the aem does not really care what size injectors you have. it mainly needs to know what frequency they operate at which is dependant on manufacturer and size. i do not know if each of those large size rc uses the same frequency. the aem uses fuel presure and duty cycle on the injector to supply fuel. if that is the correct a/f what difference does it make what size injector you are using?

get a wideband with a display. i got a serial gauge and didnt get the display with the aem wide band. when i tune the serial gauges are not hooked up so i have to look at the computer to see a/f. the serial gauges are great but i am still learning how to program them. i have not been able to program my fp sensor yet.

if you get the aem wb it is very sinsative to having a regular 12v supply. the cable supplied has to be grounded to the battery. it is difficult to put the wb control unit inside the cab when doing this. their new unit may not have this problem. i used two 12" pieces of sheiled microphone wire to go from the battery to a relay to power the wideband. this gave the unit a good 12v supply to operate so it would give out the 4v output when the sensor is disconnected. with this effort it will give out correct readings.

good luck tuning a descent idle. it seems to idle differently every time you start the car. espcially when the temperature changes over the day. tune it so when the car is idleing at 850 or so the idle learned value is about -7%. that way when you engage the clutch the idle will float down to 850 instead of going to 400 or 500 and stalling out before the isc opens up to an amount that will idle at 850 for me (usually a learned value of 1% to -7%.) that way when it changes it may be at 0 or +2% by the end of the day. i have had my idle % swing by as much as 15% during a day especially after boosting several times. it is like the ISC valve heat soaks and doesnt work the same.

thats all i can think of for now.

 

[Reign_Maker]

Hal, forgive me, Im just too tired to comprehend all this now, I read it, but, I have questions, I just dont know how to ask them right now, because I feel like some just yelled a bunch of quantum physics calculations at me... Uuuuuh...

Anyway, Im gunna sleep on this... Jdub, my email is mylesgabriel@hotmail.com if you wouldnt mind emailing me those pdf's... Thanks... I tried saving them as pics and zooming in, but its too blurry...

THANK YOU everyone for your help on this...

 

[Reign_Maker]

Spoke to Hal today, and an interesting question came up... Is the pin out the same for pre89s as post 89s? I have an 87...

 

[jdub]

Are you using the '87 wiring harness? What is the part # on your AEM Jake?

 

[ma71supraturbo]

Spoke to Hal today, and an interesting question came up... Is the pin out the same for pre89s as post 89s? I have an 87...

There should be a manual with a application-specific pinout in the box your EMS came in.

 

[Reign_Maker]

An owners manual? WTH? jeez... I guess I should look in the box, or at least the paper thats in there...

Jdub, Im using an 87 harness... I cant reemmber the part number of the AEM, Im not at home now... I know the clips are different, the yellow pre 89 and grey 89+... But are the black clips the same as far as the pin out?

 

[jdub]

LOL...the pdf I sent you came out of my AEM manual
The part # for the pre-'89 is 30-1110 and '89+ is 30-1130

I'm pretty sure the pin-outs are different since the AEM is a "plug & play"...however, the functions should be the same.
The "C" connector (one that comes w/ the AEM) is identical.

 

[Nick M]

as far as injectors the aem does not really care what size injectors you have. it mainly needs to know what frequency they operate at which is dependant on manufacturer and size. i do not know if each of those large size rc uses the same frequency. the aem uses fuel presure and duty cycle on the injector to supply fuel. if that is the correct a/f what difference does it make what size injector you are using?

Because feedback control would be much easier, and open loop is a straight up guess.

 

[suprahooked]

Jake the manual is on CD not a paper manual.