AEM Series 2 Plug Play EMS 306101 User Manual

							  
  ADVANCED ENGINE MANAGEMENT INC. 2205 126th Street Unit A    Hawthorne, CA. 90250 Phone: (310) 484-2322 Fax: (310) 484-0152 http://www.aemelectronics.com Instruction Part Number: 10-6101 (instructions published Aug 2010) 
 2010 Advanced Engine Management, Inc. 
  
Page 1 of 13 
 
 
 
 
 
 
 
Installation Instructions for: 
EMS P/N 30-6101 
1993-1997 Toyota Supra non-turbo 
1993-1997 Lexus SC300/GS300 
 
WARNING: 
! 
This installation is not for the tuning novice nor the PC illiterate! 
Use this system with EXTREME caution! The AEM EMS System 
allows for total flexibility in engine tuning. Misuse of this 
product can destroy your engine! If you are not well versed in 
engine dynamics and the tuning of management systems or are 
not PC literate, please do not attempt the installation. Refer the 
installation to a AEM trained tuning shop or call 800-423-0046 
for technical assistance. You should also visit the AEM EMS 
Tech Forum at http://www.aempower.com 
 
NOTE: AEM holds no responsibility for any engine damage that 
results from the misuse of this product! 
 
 
This product is legal in California for racing vehicles only and should never 
be used on public highways. 
 
Note: Part number 30-6101 supersedes and replaces P/N 30-1101 
Vehicle Series I EMS Series II EMS 
1993-1997 Toyota Supra non-turbo 1101 6101 
1993-1997 Lexus SC300 / GS300 1101 6101  
						

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Thank you for purchasing an AEM Engine Management System.  
 
The AEM Engine Management System (EMS) is the result of extensive development on a wide 
variety of cars. Each system is engineered for the particular application. The AEM EMS differs 
from all others in several ways. The EMS is a standalone system that completely replaces the 
factory ECU and features unique Plug and Play Technology, which means that each system is 
configured especially for your make and model of car without any jumper harnesses. There is 
no need to modify your factory wiring harness and in most cases your car may be returned to 
stock in a matter of minutes.  
 
For stock and slightly modified vehicles, the supplied startup calibrations are configured to 
work with OEM sensors, providing a solid starting point for beginner tuning. For more heavily 
modified cars, the EMS can be reconfigured to utilize aftermarket sensors and has many spare 
inputs and outputs allowing the elimination of add-on rev-limiters, boost controllers, nitrous 
controllers, fuel computers, etc. It also includes a configurable onboard 1MB data logger that 
can record any 16 EMS parameters at up to 250 samples per second. Every EMS comes with 
all functions installed and activated; there is no need to purchase options or upgrades to 
unlock the full potential of your unit. 
 
The installation of the AEM EMS on the supported vehicles uses the stock sensors and 
actuators. After installing the AEMTuner software, the startup calibration will be saved to the 
following folder on your PC:  
C:\Program Files\AEM\AEMTuner\Calibrations\Toyota” in the AEMTuner  
Multiple calibrations may be supplied for each EMS; additional details of the test vehicle used 
to generate each calibration can be found in the Calibration Notes section for that file.  
 
Please visit the AEM Performance Electronics Forum at http://www.aempower.com and 
register.  We always post the most current strategy release, PC Software and startup 
calibrations online. On the forum, you can find and share many helpful hints/tips to make your 
EMS perform its best.  
 
 
TUNING NOTES AND WARNING:  
While the supplied startup calibration may be a good starting point and can save considerable 
time and money, it will not replace the need to tune the EMS for your specific application. AEM 
startup calibrations are not intended to be driven aggressively before tuning. We strongly 
recommend that every EMS be tuned by someone who is already familiar with the AEM 
software and has successfully tuned vehicles using an AEM EMS. Most people make mistakes 
as part of the learning process; be warned that using your vehicle as a learning platform can 
damage your engine, your vehicle, and your EMS.  
						

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Read and understand these instructions BEFORE attempting to install this product. 
 
1) Install AEMTuner software onto your PC  
The latest version of the AEMTuner software can be downloaded from the ‘Current 
AEMTuner Software & Discussion’ section of the AEM Performance Electronics forums. 
Series 2 units are not supported by the older AEMPro tuning software.  
 
2) Remove the Stock Engine Control Unit 
a) Access  the  stock  Engine  Control  Unit  (ECU).  The location  of  the  ECU  on  the  Supra  is 
behind the passenger side kick panel. 
b) Carefully  disconnect  the  wiring  harness  from  the  ECU.    Avoid  excessive  stress  or 
pulling on the wires, as this may damage the wiring harness. Some factory ECUs use a 
bolt to retain the factory connectors, and it must be removed before the harness can be 
disconnected.  There  may  be  more  than  one  connector,  and  they must  all  be  removed 
without  damage  to  work  properly  with  the  AEM  ECU.  Do  not  cut  any  of  the  wires  in  the 
factory wiring harness to remove them.  
c) Remove  the  fasteners  securing  the  ECU  to  the  car  body,  and  set  them  aside.  Do  not 
destroy  or  discard  the  factory  ECU,  as  it  can  be  reinstalled  easily  for  street  use  and 
troubleshooting. 
 
3) Install the AEM Engine Management System 
a) Plug  the  factory  wiring  harness  into  the  AEM  EMS  and  position  it  so  the  wires  are  not 
pulled  tight  or  stressed  in  any  manner.  Secure  the  EMS  with  the  provided  Velcro 
fasteners. 
b) Plug the communications cable into the EMS and into your PC. 
c) Turn the ignition on but do not attempt to start the engine.  
d) At the time these instructions were written, new EMS units do not require USB drivers to 
be installed to the PC. 
e) With the AEMTuner software open, select ECU>>Upload Calibration to upload the 
startup calibration file (.cal) that most closely matches the vehicle’s configuration to be 
tuned. Check the Notes section of the calibration for more info about the vehicle it was 
configured for. These files can be found in the following folder:  
C:\Program Files\AEM\AEMTuner\Calibrations\Toyota\  
f) Set the throttle range: Select Wizards>>Set Throttle Range and follow the on-screen 
instructions. When finished, check that the ‘Throttle’ channel never indicates less than 
0.2% or greater than 99.8%, this is considered a sensor error and may cause some 
functions including idle feedback and acceleration fuel to operate incorrectly.  
  
						

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4) Wiring Accessories to the EMS: 
Please  follow  this  suggested  wiring  diagram  when  adding  accessories  such  as  UEGO 
gauges,  MAP  sensors,  IAT  sensors, or  switches  for  use  with  the  EMS. Signals  marked 
‘tapped’  should  be  spliced  onto  the  existing  wire  without  disconnecting  the  original 
circuit. All other signals should intercept the wire, disconnecting the original circuit. Note 
that wire polarity is not important for the Air Temperature sensor.  
 
 
5) Ready to begin tuning the vehicle. 
a) Before  starting  the  engine,  verify  that  the  fuel  pump  runs for at least  2 seconds  when 
the key is turned on and there is sufficient pressure at the fuel rail.  
If  a  MAP  sensor  is  installed,  check  that  the  Engine  Load  indicates  something  near 
atmospheric pressure (approximately 101kPa or 0 PSI at sea level) with the key on and 
engine  off.  Press  the  throttle  and  verify  that  the  ‘Throttle’  channel  responds  but  the 
Engine Load channel continues to measure atmospheric pressure correctly.  
 
b) Start the engine and make whatever adjustments may be needed to sustain a safe and 
reasonably smooth idle.  
Verify the ignition timing: Select Wizards>>Ignition Timing Sync Wizard from the pull-
down menu.  Click the ‘Lock Ignition Timing’ checkbox and set the timing to a safe and 
convenient value (for instance, 10 degrees BTDC). Use a timing light and compare the 
physical timing (measured at the crankshaft pulley) vs the Ign Timing value indicated by 
the EMS. Use the Sync Adjustment Increase/Decrease buttons to ensure the actual 
timing on the crankshaft pulley matches the ‘Ign Timing’ channel indicated by the EMS. 
 
c) Note: This  calibration  needs  to  be  properly  tuned  before driving  the  vehicle.  It  is 
intended  for  racing  vehicles  and  may  not  operate  smoothly  at  idle  or  part-throttle. 
NEVER TUNE THE VEHICLE WHILE DRIVING  
						

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6) Troubleshooting an engine that will not start 
a) Double-check all the basics first… engines need air, fuel, compression, and a correctly-
timed  spark  event.  If  any  of  these  are  lacking,  we  suggest  checking  simple  things  first. 
Depending  on the  symptoms,  it may  be  best to  inspect fuses,  sufficient battery  voltage, 
properly  mated  wiring  connectors,  spark  using  a  timing  light  or  by  removing  the  spark 
plug,  wiring  continuity  tests,  measure  ECU  pinout  voltages,  replace  recently-added  or 
untested  components  with  known-good  spares.  Check  that all  EMS  sensor  inputs 
measure realistic temperature and/or pressure values.  
 
b) If  the  EMS  is  not  firing  the  coils  or  injectors  at  all,  open  the  Start  tab  and  look  for  the 
‘Stat  Sync’d’  channel  to  turn  ON  when  cranking.  This  indicates  that  the  EMS  has 
detected  the  expected  cam  and  crank  signals;    if  Stat  Sync’d  does  not  turn  on,  monitor 
the  Crank  Tooth  Period  and  T2PER  channels  which  indicate  the  time  between  pulses 
on  the  Crank  and  T2  (Cam)  signals.  Both  of  these  channels  should  respond  when  the 
engine  is  cranking,  if  either  signal  is  not  being  detected  or  measuring  an  incorrect 
number of pulses per engine cycle the EMS will not fire the coils or injectors. 
 
c) If the Engine Load changes when the throttle is pressed this usually indicates that there 
is a problem with the MAP sensor wiring or software calibration (when the EMS detects 
that  the  MAP  Volts  are  above  or  below  the  min/max  limits  it  will  run  in  a  failsafe  mode 
using  the  TPS-to-Load  table  to  generate  an  artificial  Engine  Load  signal  using  the 
Throttle  input).  This  may  allow  the  engine  to  sputter  or  start  but  not  continue  running 
properly.   
						

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Application Notes for EMS P/N 30-6101 
1993-1997 Supra, Lexus GS300, Lexus SC300 
Make: Toyota  Spare Injector Drivers: Inj 7, Pin 70B 
Model: Supra/SC300/GS300  Spare Injector Drivers: Inj 8, Pin A36 
Years Covered: 1993-1997  Spare Injector Drivers: Inj 9, Pin 74B (EVAP wire) 
Engine Displacement: 3.0L  Spare Injector Drivers: Inj 10, Pin 75B(EGR wire) 
Engine Configuration: Inline 6  Spare Injector Drivers: Inj 11, Pin A19 
Firing Order: 1-5-3-6-2-4  Spare Injector Drivers: Inj 12, Pin A17 
N/A, S/C or T/C: Naturally Aspirated  Spare Coil Drivers: Coil2, pin 56B 
Load Sensor Type: MAF  Spare Coil Drivers: Coil3, pin 55B 
   Spare Coil Drivers: Coil4, pin 54B 
Number of Coils: 1 (Distributed spark)  Spare Coil Drivers: Coil5, pin 53B 
Ignition driver type: 0-5V Falling Edge trigger  Spare Coil Drivers: Coil6, pin 52B 
Number of Injectors: 6 (Inj 1-6)  Boost Solenoid: PW 2, Pin 60B 
Injector Flow Rate: 320 cc/min  EGT #1 Location: Pin 2B 
Injector Resistance: 13-15 Ω  EGT #2 Location: Pin 4B 
Injection Mode: Sequential  EGT #3 Location: Pin 8B 
Knock Sensors used: 1 & 2  EGT #4 Location: Pin 67B 
Lambda Sensors used: 1 & 2  Spare 0-5V Channels: MAP, Pin 62B 
Idle Motor Type: Stepper  Spare 0-5V Channels: ADCR12, Pin 29A 
Main Relay Control: Yes (HS2 output)  Spare 0-5V Channels: ADCR14, Pin 24B (2.2kΩ P/U) 
Crank Pickup Type: Magnetic (2-wire)  Spare Low Side Driver: Low Side 4, Pin 38B 
Crank Teeth per Cycle: 24  Spare Low Side Driver: Low Side 3, Pin 40B 
Cam Pickup Type: Magnetic (2-wire)  Spare Low Side Driver: Low Side 7, Pin 38A 
Cam Teeth per Cycle: 1  Spare Low Side Driver: Low Side 9, Pin 68B 
Transmissions Offered: M/T, A/T  Spare Low Side Driver: Low Side 11, Pin 59B 
Trans Supported: M/T only  Check Engine Light: Low Side 10, Pin 6A 
Drive Options: RWD  Spare Switch Input: Switch 3, Pin 3A 
Spare pins: AEM PN  3-1275-S  Spare Switch Input: Switch 6, Pin 4A 
ECU extension  harness AEM PN  30-2994  A/C Switch Input: Switch 7 (ADCR11) Pin 34A 
  
						

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Primary Load Sensor 
AEM recommends installing an aftermarket MAP sensor for vehicles that will be turbocharged, 
please see the wiring diagram on page 3 and use the startup calibration that includes ‘AEM 
3.5Bar MAP’ in the filename. 
 
The frequency-type Volume Airflow Meter found on 1993-1995 vehicles is not supported. If the 
vehicle will remain naturally aspirated, please use the startup calibration that includes ‘Alpha-
N’ in the filename. The Alpha-N calibration uses the throttle position sensor for the main load 
input on the fuel map. Using the throttle sensor for load is not ideal for idle quality or drivability, 
but it tends to work well for naturally aspirated racecars that utilize aggressive cams.  
 
For 1996-1997 vehicles, the Toyota hot-wire Mass Air Flow (MAF) sensor is used as the load 
input in the startup calibration that includes ‘MAF’ in the filename. The channel ‘MAF as Load’ 
must be used to view engine load and the ‘Fuel MAF’ table must be used to adjust fueling.  
     Frequency-type Airflow Meter (1993-1995)   Hot-wire MAF  (1996-1997) 
 
 
 
EMS Fuel Map, Boost Fuel Trim Table 
The 30-6101 MAP calibration provided utilizes the “Boost Fuel Trim Table” to provide a 1:1 fuel 
compensation above and below atmospheric pressure. In the startup calibration, the “Boost 
Fuel Trim Table” is configured to provide twice as much fuel when the manifold pressure is 
twice as high; this should help simplify the tuning process for different boost levels. Notice the 
values in the main “Fuel Map” do not change significantly above 100 kPa (0 psi boost), the fuel 
correction is being made by the “Boost Fuel Trim Table.” Note: the “Boost Fuel Trim Table” 
must be adjusted if a different map sensor is installed or if the Load breakpoints are adjusted.  
The Boost Fuel Correct value should be set to -75 at 25kPa,  0 at 100 kPa, +100 at 200 kPa, 
+200 at 300 kPa, etc… 
   
						

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Fuel Pump Control 
As supplied from Toyota, the OEM ECU interfaces with a fuel pump ECU to control the speed, 
high or low, of the fuel pump based on load.  The AEM EMS has the ability to replicate this 
functionality; however it is configured in the Startup Calibration to run the fuel pump at high 
speed at all times. 
 
The EMS Output COIL8 (Pin 22A) is used to send a 5V signal instructing the OEM fuel pump 
ECU to energize the fuel pump.  Configuring User PW Out to use LS8 and, for example, User 
PW Analog In to MAP Volts will allow the voltage sent to the fuel pump ECU to be varied in 
relation to MAP Volts/pressure.  Increasing the duty cycle of the LS8 output will decrease the 
speed of the fuel pump. 
 
WARNING: Reducing the voltage sent to the fuel pump can affect fuel pump output (volume 
and/or pressure).  If you wish to decrease pump speed, monitor fuel pressure and air-fuel ratio 
very carefully to avoid engine damage! 
 
WARNING: Do not use pin 22A to control a fuel pump relay directly, it must be connected to 
the OEM fuel pump ECU only. If an aftermarket fuel pump relay will be installed, wire it to be 
controlled using a spare low side output (for instance, LS9 is available on pin 68B). Be sure to 
configure the output to use the Fuel Pump function using Tools>>Configure Outputs.  
 
 
 
 
 
Peak and Hold Injector Drivers 
Injectors 1-12  include Peak (4 amps)  and  Hold  (1  amp) injector drivers. These  drivers may  be 
used  with  peak  and  hold  or  saturated  type  injectors. The  factory  Toyota  wiring  harness for 
some  vehicles  may contain  a  resistor  pack  to  prevent  excessive  current  when  using  low-
impedance injectors with the stock ECU. With the 30-6101 installed, users can elect to remove 
and bypass the OEM resistor pack for more precise control of low-impedance injectors.  
 
Please note that the injector response time will be different with and without the factory injector 
resistor pack.  If  the  OEM  resistor  pack  has  been  removed  and  bypassed, please choose the 
correct  battery  offset for  your  injectors  using  the  Setup  Wizard.  Most  battery  offset  wizard 
configurations will specify  if they are intended for use without a resistor pack.   
						

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Connection Diagram for EMS P/N 30-6101   
Pin# 93-97 Supra/Lexus  2JZ-GE AEM P/N 30-6101 I/O Availability  & Notes 
1A Ignition Switch (+12V when key on) Main Relay circuit Input Dedicated, activates Switch 1 input  
2A Vehicle Speed Signal – from Odo/Trip meter T3 (Vehicle Speed) Input PnP for Vehicle Speed signal  
3A Kickdown switch  Switch 3 Input Available, switch must connect to GND 
4A Brake switch input (12V) Switch 6 Input Available, switch must connect to GND 
5A --- --- ---  Not Used 
6A W- Malfunction Indicator Lamp LS10 Output Available, switched GND output (1.5A max) 
7A --- ATPR (GEAR) Input Reserved for future use 
8A SDL to datalink connector (96-97 only) --- ---  Not Used 
9A 2nd gear indicator input (A/T only) ATP2 (GEAR) Input Reserved for future use 
10A 1st gear indicator input (A/T only) ATP1 (GEAR) Input Reserved for future use 
11A --- CAN1L Output Dedicated 
12A OD1 to cruise control ECU (AT only) CAN1H Output Dedicated 
13A --- Reserved --- Reserved for future use 
14A --- Reserved --- Reserved for future use 
15A ELS for Idle up Diode --- ---  Not Used 
16A Tacho signal (from ignitor) --- ---  Not Used 
17A TT sig to DATALINK connector (A/T only) Injector 12 Output Available, P&H Injector driver 4A/1A 
18A A/T pattern select sw (A/T only) Switch 5 Input Available, switch must connect to GND 
19A TE2 sig to DATALINK connector Injector 11 Output Available, P&H Injector driver 4A/1A 
20A TE1 sig to DATALINK connector --- --- Not Used 
21A DI from Fuel Pump  ECU --- --- Not Used 
22A Fuel pump control (FPC) signal  Coil 8 / LS8 Output PnP 0- 5V FPC signal, not for use with relays  
23A ACMG to A/C Magnetic clutch LS6 Output PNP for A/C compressor relay 
24A Main Relay Control Main Relay (HS2) Output Dedicated, activates Main Relay with 12V 
25A Manual indicator light (A/T only) ATIND (Coil7) Output PNP manual mode indicator (auto only) 
26A --- EFI-TRC Input Dedicated 
27A --- EFI+TRC Input Dedicated 
28A Over Drive Switch input (A/T only) Switch 4 Input PNP for Overdrive input (auto only) 
29A --- Baro (ADCR12) Input Available, Spare 0-5V Sensor Input 
30A Sub O2 signal (CA only) --- ---  Not Used 
31A +12V Power from main relay +12V Switched Both Dedicated   
32A +12V Power from main relay --- --- Not Used  
33A +12V permanent battery backup power Permanent +12V Input Dedicated, used to store internal datalog 
34A A/C signal from A/C amplifier ADCR11 (Switch 7) Input PNP for Air Conditioning request switch 
35A --- HALLPWR Output +12V Output 
36A Sub O2 sensor heater control  (CA only) Injector 8 Output Spare P&H Injector 4A/1A 
37A --- --- ---  Not Used 
38A --- LS7 ---  Available, switched GND output (1.5A max) 
39A --- --- ---  Not Used 
40A --- --- ---  Not Used 
 
 
WARNING: pin labeling scheme follows Toyota service manual convention; diagram shows wire side of 
connector. Pin labels molded into plastic connector may not be accurate, check diagram carefully.   
						

							Page 10 of 13 This product is legal in California for racing vehicles only and should never be used on public highways. 
Connection Diagram for EMS P/N 30-6101 
Pin# 93-97 Supra/Lexus  2JZ-GE AEM P/N 30-6101 I/O Availability  & Notes 
1B --- Timing Ground Output Dedicated 
2B --- EGT 1 Input Jumper set for 0-5V input  (100kΩ pull-up) 
3B VSS Ground Timing Ground Output Dedicated 
4B E11 EGT 2 Input Jumper set for 0-5V input  (100kΩ pull-up) 
5B Cam Sensor 2 (NE2) Ground --- ---   Not Used 
6B --- Timing Ground Output Dedicated 
7B Distributor Ground Timing Ground Output Dedicated 
8B Auto Trans Sol No3 S3 (Auto Trans only) EGT 3 Input Jumper set for 0-5V input  (100kΩ pull-up) 
9B Auto Trans Sol No2 S2 (Auto Trans only) HS3 Output Available, switched +12V output (1.5A max) 
10B Auto Trans Sol No1 S1 (Auto Trans only) HS4 Output Available, switched +12V output (1.5A max) 
11B --- +5V Sensor power Output Dedicated, sensor only 
12B --- Reserved --- Reserved for future use 
13B --- Reserved --- Reserved for future use 
14B --- Reserved --- Reserved for future use 
15B Injector 6 Injector 6 Output PnP Injector 6 (P&H 4A/1A driver) 
16B Injector 5 Injector 5 Output PnP Injector 5 (P&H 4A/1A driver) 
17B Injector 4 Injector 4 Output PnP Injector 4 (P&H 4A/1A driver) 
18B Injector 3 Injector 3 Output PnP Injector 3 (P&H 4A/1A driver) 
19B Injector 2 Injector 2 Output PnP Injector 2 (P&H 4A/1A driver) 
20B Injector 1 Injector 1 Output PnP Injector 1 (P&H 4A/1A driver) 
21B --- Switch 2 Input Available Switch input 
22B --- --- ---   Not Used 
23B No.2 Speed sensor (Auto Trans only) T4 (Spare Speed) Input Available magnetic speed sensor input 
24B Auto Trans Fluid Temp (Auto Trans only) ADCR14 Input Available 0-5V input, 2.2kΩ pull up to 5V 
25B Distributor Cam signal 2 (G2) input --- ---   Not Used 
26B Distributor Cam signal 1 (G1) input Cam (T2) signal + Input Dedicated 
27B Distributor - Crank signal (NE) input Crank signal + Input Dedicated 
28B VF2 sig – to Datalink connector 1 – pin14  Sensor Ground Output Dedicated, Sensors only 
29B VF1 sig – to DATALINK connector IDLE7 Output Available, switched Ground / +12V, 1.5A max 
30B --- IDLE8 Output Available, switched +12V/Ground, 1.5A max 
31B --- +12V Switched Output Dedicated 
32B ISC4  (pin 3 on ISC harness)  IDLE4 Output PNP Idle control motor,  
33B ISC3  (pin 6 on ISC harness) IDLE1 Output PNP Idle control motor 
34B ISC2  (pin 1 on ISC harness)  IDLE3 Output PNP Idle control motor 
35B ISC1  (pin 4 on ISC harness) IDLE2 Output PNP Idle control motor 
36B Fuel Pressure Up solenoid valve (93-96) IDLE5 Output Available, switched Ground / +12V, 1.5A max 
37B --- IDLE6 Output Available, switched +12V/Ground, 1.5A max 
38B --- LS4 Output Available, switched GND output (1.5A max) 
39B ACIS solenoid – (intake runner length valve) LS5 Output PNP for ACIS valve 
40B --- LS3 Output Available, switched GND output (1.5A max) 
 
 
WARNING: pin labeling scheme follows Toyota service manual convention; diagram shows wire side of 
connector. Pin labels molded into plastic connector may not be accurate, check diagram carefully.