AEM Series 2 Plug Play EMS 306310 User Manual
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ADVANCED ENGINE MANAGEMENT INC. 2205 126 th Street Unit A Hawthorne, CA. 90250 Phone: (310) 484 2322 Fax: (310) 484 0152 http://www.aempower.com Instruction Part Number: 10 6310 2010 Advanced Engine Management, Inc. Page 1 of 15 Installation Instructions for: EMS P/N 30-6310 1995-1999 Mitsubishi Eclipse GS-T, GS-X, Eagle Talon Tsi 2003-2005 Mitsubishi Lancer Evo VIII 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. Misu se of this product can destroy your engine! If you are not wel l versed in engine dynamics and the tuning of management system s or are not PC literate, please do not attempt the installa tion. Refer the installation to a AEM trained tuning shop or call 8 00-423-0046 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 da mage that results from the misuse of this product! This product is legal in California for racing vehi cles only and should never be used on public highways. Note: Part number 30 6310 supercedes and replaces both 3 0 1310 and 30 1313. Due to pinout function differences including fuel pump, A/ C control and fan control, the calibration from a 2G Eclipse/Talon cannot be used for an EVO8 (and vice versa). Vehicle Series I EMS Series II EMS 1995 – 1999 Mitsubishi Eclipse Turbo / Dodge Talon Tsi 30 1310 30 6310 2003 – 2005 Mitsubishi Lancer Evolution VIII 30 1313 30 6310
Page 2 of 15 Thank you for purchasing an AEM Engine Management System. The AEM Engine Management System (EMS) is the resul t 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 EM S is a stand alone system, which completely replaces the factory ECU and features un ique Plug and Play Technology, which means that each system is configured especial ly for your make and model of car without any jumper harnesses. There is no need to m odify 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 suppl ied startup calibrations are configured to work with OEM sensors, providing a solid starting p oint 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 eliminat ion of add on rev limiters, boost controllers, nitrous controllers, fuel computers, e tc. It also includes a configurable onboard 1MB data logger that can record any 16 EMS paramete rs at up to 250 samples per second. Every EMS comes with all functions installe d and activated; there is no need to purchase options or upgrades to unlock the full pot ential of your unit. The installation of the AEM EMS on the supported ve hicles 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\Mitsubis hi-DSM\ Multiple calibrations may be supplied for each EMS; additional details of the test vehicle used to generate each calibration can be found in t he 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 goo d starting point and can save considerable time and money, it will not replace th e need to tune the EMS for your specific application. AEM startup calibrations are not inten ded to be driven aggressively before tuning. We strongly recommend that every EMS be tun ed 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 p rocess; be warned that using your vehicle as a learning platform can damage your engi ne, your vehicle, and your EMS.
Page 3 of 15 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 AEMTuner 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 loc ation of the ECU on the 2G DSM vehicles is behind the radio in the center cons ole. The EVO8 ECU is located behind the glove box. b) Carefully disconnect the wiring harness from the EC U. 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 bo dy, and set them aside. Do not destroy or discard the factory ECU, as it can b e reinstalled easily for street use and troubleshooting. 3) Install the AEM Engine Management System a) Plug the factory wiring harness into the AEM EMS an d 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) The USB drivers must be installed the first time yo u connect to a Series 2 EMS with an onboard USB port. When the Series 2 EMS is conne cted to the PC’s USB port and receiving power from the vehicle, the “Found Ne w Hardware” window will appear. Select “Install from a list of specific lo cation (Advanced)” and browse to the following folder: C:\Program Files\AEM\AEMTuner\USB Drivers (Series 2 )\ e) With the AEMTuner software open, select ECU>>Upload Calibration to upload the startup calibration file (.cal) that most closely m atches the vehicle’s configuration to be tuned. Check the Notes section of the calibratio n 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\Mitsubis hi-DSM\
Page 4 of 15 f) Set the throttle range: Select Wizards>>Set Throttl e 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 consi dered a sensor error and may cause some functions including idle feedback and ac celeration fuel to operate incorrectly. 4) Ready to begin tuning the vehicle. a) Before starting the engine, verify that the fuel pu mp runs for a couple of seconds when the key is turned on and there is sufficient p ressure 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 atmosp heric pressure correctly. b) Start the engine and make whatever adjustments may be needed to sustain a safe and reasonably smooth idle. Verify the ignition tim ing: Select Wizards>>Ignition Timing Sync 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 numbers to the timing value you selected. Use the Sync Adjustment Increase/Decrease buttons to make the physical reading match the timing number you select ed. c) Note: This calibration needs to be properly tuned b efore driving the vehicle. It is intended for racing vehicles and may not operate sm oothly at idle or part throttle. NEVER TUNE THE VEHICLE WHILE DRIVING 5) 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 la cking, 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, m easure ECU pinout voltages, replace recently added or untested components with known good spares. Check that all EMS sensor inputs measure realistic temper ature 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. Thi s indicates that the EMS has detected the expected cam and crank signals; if St at Sync’d does not turn on, monitor the Crank Tooth Period and T2PER channels w hich indicate the time between pulses on the Crank and T2 (Cam) signals. B oth of these channels should respond when the engine is cranking, if either sign al 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 pre ssed this usually indicates that there is a problem with the MAP sensor wiring or so ftware calibration (when the EMS detects that the MAP Volts are above or below t he min/max limits it will run in a failsafe mode using the TPS to Load table to gene rate an artificial Engine Load signal using the Throttle input). This may allow th e engine to sputter or start but not continue running properly.
Page 5 of 15 Application Notes for EMS P/N 30 6310 1995 1999 Eclipse Turbo / Eagle Talon Tsi 2003 2005 Lancer Evolution VIII Make: Mitsubishi/Dodge Spare Injector Drivers: Inj 7, Pin 116 Model: Eclipse Turbo / Talon Tsi / EVO VIII Spare Injector Drivers: Inj 8, Pin 6 Years Covered: 1995 – 1999 Eclipse Turbo / Talon, 2003 2005 EVO8 Spare Injector Drivers: Inj 9, Pin 83 Engine Displacement: 2.0L Spare Injector Drivers: Inj 10, Pin 105 Engine Configuration: I4 Spare Injector Drivers: I nj 11, Pin 89 Firing Order: 1 3 4 2 Spare Injector Drivers: Inj 12, Pin 104 N/A, S/C or T/C: Turbocharged Load Sensor Type: Karman Vortex MAF Spare Coil Drivers: Coil 4, Pin 91 # Coils: 2 (wasted spark) Spare Coil Drivers: Coil 5, Pin 82 Ignition driver type: 0 5V, Falling Edge trigger Spare Coil Drivers: Coil 6, Pin 85 # Injectors: 4 (P&H drivers: Inj1 4) Boost Sol enoid: PW 2, Pin 102 Injector Flow Rate: 450 cc/min EGT 1 Location: Pin 54 Injector Resistance: 2.5 O EGT 2 Location: Pin 90 Factory Inj Resistors: Yes (6 O) EGT 3 Location: Pin 112 Injection Mode: Sequential EGT 4 Location: Pin 111 Knock Sensors used: 1 Spare 0 5V Channels: MAF, Pi n 59 Lambda Sensors used: 1 (aftermarket wideband: Spare 0 5V Channels: ADC R12, Pin 65 factory O2 not supported) Spare Low Side Driver: Low Side 1, Pin 109 Idle Motor Type: Stepper Spare Low Side Driver: Lo w Side 2, Pin 21 Main Relay Control: Yes (Switch1 in, Coil7 out) Spare Low Side Driver: Low Side 3, Pin 71 Crank Pickup Type: Hall Spare Low Side Driver: Low Side 4, Pin 9 Crank Teeth/Cycle: 4 Spare Low Side Driver: Low Si de 5, Pin 90 Cam Pickup Type: Hall Spare Low Side Driver: Low Side 9, Pin 20 Cam Teeth/Cycle: 2 Check Engine Light: Low Side 10 , Pin 106 Transmissions Offered: M/T, A/T Spare Switch Input: Switch 3, Pin 24 Trans Supported: M/T Only Spare Switch Input: Swit ch 4, Pin 7 Drive Options: FWD, AWD Spare Switch Input: Switch 5, Pin 107 Supplied Connectors: Connector B, spare pins Spare Switch Input: Switch 6, Pin 114 Plug N Pin kit: AEM part# 35 2611 A/C Switch Input : Switch 2, Pin 115 (includes plugs A D, pins) Clutch Switch Input: WARNING: * The factory A/C request switch sends 12V power to signal an A/C request and the 30 6310 EMS has been designed to accept 12V power on t his switched input. If users desire to re wire a new switch to trigger the Switch 2 inp ut the switch should connect to 12V power when the switch is on. The pin can be left fl oating (disconnected) when the switch is off; it is not required to send ground to this pin.
Page 6 of 15 **All other switch input pins must connect to ground; the switch should not provide 12V power to the EMS because that will not be detected as on or off. Connecting 12V power to the Switch 3, Switch 4 or Switch 5 pins may damage your EMS and void your warranty. Wiring harness destinations for non USDM vehicles m ay be different than listed in the pinout charts below. If installing this EMS on a ve hicle not originally sold in the US, please verify that the vehicle’s wiring harness matches th e pinout shown here before installation. The function of several pins have been changed from the original 30 1310 EMS, please see the pinout chart for more info. Primary Load Sensor, EMS Fuel Strategy The factory MAF (mass air flow) sensor can be remov ed to help decrease intake air restriction; the EMS can be configured to use a MAP sensor to determine engine load. It is recommended to use a 3.5 bar MAP sensor or hi gher (P/N 30 2130 50). Please be aware that the IAT (intake air temperature) sensor is integrated into the factory MAF sensor. If the factory MAF / IAT sensor is removed, you may wish to install an AEM IAT Sensor Kit (P/N 30 2010), which includes a sensor, wire connector, and aluminum weld in bung. While the factory MAF sensor locates the IAT sensor upstream of the turbocharger inlet, it may be preferable to install an IAT senso r downstream of the intercooler to accurately measure charge temperatures. The factory Mass Air Flow and Intake Air Temperatur e sensors can be used as the primary load input for the AEM EMS if desired. Plea se check the Notes section of each calibration for more info about the vehicle setup a nd fuel strategy that calibration was configured to use. EMS Fuel Map, Boost Fuel Trim Table The 30 6310 maps provided utilize 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 and half the fuel when th e manifold pressure is half as high; this should help simplify the tuning process for differe nt vacuum and boost levels. Notice the values in the main “Fuel Map” do not change 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 insta lled or if the Load breakpoints are adjusted. The Boost Fue l Trim value should be set to 90 at 10kPa, 0 at 100 kPa, +100 at 200 kPa, +200 at 300 k Pa, etc… Peak and Hold Injector Drivers Injectors 1 6 include Peak (4 amps) and Hold (1 amp ) injector drivers. These drivers may be used with peak and hold or saturated type inject ors. The factory Mitsubishi wiring harness contains a resistor pack to prevent excessi ve current when using low impedance injectors with the stock ECU. With the 30 6310 inst alled, users can elect to remove and bypass the OEM resistor pack for more precise contr ol 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 ha s been removed and bypassed, please use the correct battery offset wizard for your inje ctors. Most battery offset wizards will specify if they are intended for use w ithout a resistor pack.
Page 7 of 15 Unused accessories: The check engine light (LS10 output) is configured as a shift light at 7000 RPM but this value can be changed. The stock “boost” gauge is not used on 2G DSM vehic les. Major pinout differences, 2G DSM vs EVO8: Fuel Pump: LS11 output (pin 8) for 2G DSM, LS6 ou tput (pin 22) for EVO8. A/C relay: LS6 output (pin 22) for 2G DSM, LS1 1 output (pin 8) for EVO8. Fuel Pump Control There is a main Fuel Pump Relay (LS6 output for the EVO8, LS11 output for the 2G DSM) which is used to turn the pump on or off. The INJ5 output (pin 3) controls the Fuel Pressure Solenoid on both the EVO8 and 2G DSM. The Fuel Pressure Solenoid causes the Fuel Pre ssure Regulator’s vacuum line to reference atmospheric pressure rather than the inta ke manifold pressure. This will allow for increased fuel pressure in vacuum, but the lack of pressure reference will lead to insufficient fuel pressure when manifold pressure i s above atmospheric pressure. This output is always disabled in the start up calibrati on. The LS1 output (pin 39) controls the Fuel Pump Low Speed Relay, which is only present on the EVO8. This relay can be activated to decreas e voltage sent to the fuel pump. This output is always disabled in the start up calibrati on. WARNING: Reducing the voltage sent to the fuel pump can affe ct fuel pump output (volume and/or pressure). If you wish to decrease f uel pump speed, monitor fuel pressure and air/fuel ratio very carefully to avoid engine d amage!
Page 8 of 15 EVO8 Fan Control: The EVO8 has two fans: the A/C Condenser fan and th e Radiator fan. The A/C Condenser fan is mounted in front of the A/ C condenser (near front bumper opening). There are two control relays in the facto ry wiring harness that can change the speed of the A/C condenser fan. When the INJ12 outp ut (pin 34) is ON but the IDLE5 output (pin 32) is OFF, the fan will run at low spe ed. When both the INJ12 (pin 34) and IDLE5 (pin 32) are ON, the fan will run at high spe ed. Note that the A/C condenser fan will also force air through the radiator. The Cooling Fan is mounted behind the radiator (nea r the turbocharger). There is a Fan Control Module that can change the speed of the Coo ling Fan. The LS2 output (pin 21) of the EMS sends a pulse width modulated signal of var ious duty cycles to the Fan Control Module to request various fan speeds. The start up calibration uses User PW table to control the duty cycle of the LS2 output. The ‘User PW Analog In’ option will define the x axis of the table; this is set to Coolant Volts in the start up calibration. Please use the following reference chart when makin g adjustments to the User PW table: Temp (deg C) Temp (deg F) User 1 in (Coolant Volts %) Notes 127 261 0.0 90% duty cycle (high fan speed) 127 261 6.3 90% duty cycle (high fan speed) 127 261 12.5 90% duty cycle (high fan speed) 109 228 18.8 90% duty cycle (high fan speed) 92 198 25.0 60% duty cycle (med fan speed) 79 172 31.3 10% duty cycle (low fan speed) 68 154 37.5 0% duty cycle (fan off) 60 140 43.8 0% duty cycle (fan off) 53 127 50.0 0% duty cycle (fan off) 46 115 56.3 0% duty cycle (fan off) 39 102 62.5 0% duty cycle (fan off) 33 91 68.8 0% duty cycle (fan off) 25 77 75.0 0% duty cycle (fan off) 14 57 81.3 0% duty cycle (fan off) 2 36 87.5 0% duty cycle (fan off) 14 7 93.8 0% duty cycle (fan off) 33 27 100.0 0% duty cycle (fan off)
Page 9 of 15
Wiring accessories to the EMS:
Please follow this suggested wiring diagram when ad ding accessories such as UEGO
gauges, MAP sensors, IAT sensors, or switches for u se with the EMS. Note that wire
polarity is not important for the Air Temperature s ensor.
Page 10 of 15 Connection Diagram for EMS P/N 30 6310 PnP Means the Plug and Play system comes with this conf igured for proper operation of this device. Is still available for reassignment by the end user. Avail Means the function is not currently allocated and is available for use Dedicated Means the location is fixed and cant be changed Pin 95 - 99 Eclipse Turbo / Talon Tsi 2003-2005 Evo VIII AEM EMS 30-6310 I/O 95 - 99 Eclipse/Talon Notes 2003-2005 Evo VIII Notes 1 Injector 1