Series 2 EMS Notes: 02v02 Firmware Updates

Transcription

1 Series 2 EMS Notes: 02v02 Firmware Updates There are many new features and functions in the 02v02 firmware update for the Series 2 EMS. This document is intended to outline these new additions as well as bug fixes and other important notes.! 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 for technical assistance. You should also visit the AEM EMS Tech Forum at 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. This product is legal solely for vehicles used in competition which may never be used upon a public road or highway. ADVANCED ENGINE MANAGEMENT INC th Street Unit A Hawthorne, CA Phone: (310) Fax: (310) Advanced Engine Management, Inc. Page 1 of 24

2 NEW FEATURE & FUNCTION OVERVIEW Flex Fuel Control There are now a second set of Flex Fuel and Ignition maps along with tables that blend between the primary Fuel and Ignition maps and these Flex maps based on the fuel s ethanol content. Along with the additional Flex Fuel and Ignition maps, there is a Flex O2 Feedback map, a set of Flex Boost Target tables, a Flex Initial Crank Pulse table, a Flex Crank Injector Time table, a Flex Warm Up Enrichment table, and a Flex Accel vs Coolant Temp table. The fuel s ethanol content is measured by directly connecting to a GM-type fuel composition sensor (FCS). Dual Fuel/Ignition Maps All of the Flex maps and tables can also be utilized through a switch input on applications that do not use a FCS. O2 Lean Out Protection An O2 Kill Limit table has been added that establishes a maximum allowable AFR based on engine load. When a lean condition is detected, an Engine Protection Rev Limit is enabled. There is also an optional user configurable Engine Protection Output. Fuel Pressure Protection The EMS measures fuel pressure using a user assigned 0-5v analog input. A Fuel Pressure Limit table has been added that establishes a minimum allowable fuel pressure based on engine load. When a low pressure condition is detected, a Fuel Pressure Rev Limit is enabled. There is also an optional user configurable Fuel Pressure Output. Oil Pressure Protection The EMS measures oil pressure using a user assigned 0-5v analog input. An Oil Pressure Limit table has been added that establishes a minimum allowable oil pressure based on engine speed. When a low pressure condition is detected, an Oil Pressure Rev Limit is enabled. There is also an optional user configurable Oil Pressure Output. Coolant Temp Protection New options have been added to introduce a rev limiter if the engine is too hot or too cold. Knock Control The EMS can determine which cylinder is detonating depending on when in the engine cycle the knock sensor was sampled. Ignition and fuel trims will be performed on a per-cylinder basis: if only one cylinder is detected as knocking the fuel and ignition for other cylinders (without knock) will not be changed. The EMS checks the knock sensor in between coil firing events and associates that knock value with the cylinder that last fired. Per-cylinder knock detection is only possible with sequential ignition and does not work with wasted spark ignitions or distributors. Spare Pressure/Temperature Inputs There are now two additional spare pressure and temperature channels that allow you to view the inputs in engineering units instead of raw voltages. 3 Step Limiter New 3 Step Rev Limit maps gives fuel, ignition, and ignition retard rev limit based on vehicle speed and gear. Intended to help traction-limited vehicles. Page 2 of 24

3 Boost Target Trim Table New Boost Target Trim table has user selectable analog input. Primarily meant to be used with the AEM 12 Position Universal Trim Pot (AEM Part Number ). Battery Filter New Battery Filter option allows end user to select their desired level of filtering for the Battery Volts channel. Calibration ID Calibration notes can now be stored directly within the calibration for easier identification. Limited to 354 characters. ENHANCEMENTS OVERVIEW Initial Crank Pulse Increased maximum Initial Crank Pulse table value from 50mS to 100mS when option Crank Inject All is ON. Maximum initial crank pulse is 50mS when option Crank Inject All is OFF. Increased maximum initial crank pulse of 100mS is primarily to enhance cold climate starting when using an ethanol blended fuel. Boost Target RPM Table Boost Target RPM table rpm breakpoints have been increased from 17 to 21. Accel Fuel Additional channels added for better accel fuel reporting. Switch Retard/Shift Cut Updated setup options along with the addition of a new Shift Cut Time table. Internal Logging Slow speed logging channels increased from 8 to 37. FIXED BUGS OVERVIEW Accel vs Coolant Temp Accel vs Coolant Temp table was not correctly modifying the accel fuel calculation. dtps Accel The delta throttle value was not being correctly processed. Crank Inject All No Initial Crank Pulse would be delivered if Crank Inject All was turned on. Initial Crank Pulse No Initial Crank Pulse would be delivered if total initial pulse value was greater than 50ms. Start Extra Decay Start Extra Decay would start to count down before engine had actually started. Page 3 of 24

4 Staged Fuel The secondary injector battery offset time was being delivered even if the stage injectors weren t actively being used. O2 FB Accel Max O2 Feedback Accel Max function would only work if set to zero. Boost Target RPM Boost target value would change once engine speed went beyond the last rpm breakpoint on the Boost Target RPM table. Boost Error Boost Error value would change if boost error was beyond either the minimum or maximum displayed Boost Error table value. O2 FB Decel Inhibit Accel O2 FB Hold channel would load incorrect inhibit time when in DFCO. FIRMWARE UPDATE PROCESS Open the calibration file you want to convert in AEMTuner. Conversion scripts are provided to convert 01v17 and 01v24 firmware versions. Select Tools>Convert Current Calibration. Page 4 of 24

5 Select AEM25 02v02 from the To: drop down list. The Auto conversion mode should already be selected. Click Convert to start the process. Once the calibration has been converted, you ll be prompted to save it. Notice the following notes: - Warning: Option Switich 8 Analog In cannot set to 0x0, no matching value in its list. - Warning: Table Boost Target RPM cannot convert from Boost Target RPM, different dimensions found in two terms. Because the Boost Target RPM table has been changed from previous firmware versions, it cannot go through the conversion process and will need to be manually set. Click Save to save the new calibration. With ignition power turned ON and the engine OFF, connect to your ECU with AEMTuner. Select ECU>Upload EMS Firmware. Page 5 of 24

6 Select AEM25 02v02.fin from the dropdown list on the right. In the After Uploading Firmware section, check Upload Calibration and then click Browse and select the calibration that had just been converted. Click Ok to start the process. NOTE: Be sure that neither the laptop power nor the switched power to the ECU is interrupted during this process. Follow the on-screen instructions to cycle power. Then hit OK once the EMS has powered back on. The system will automatically re-connect when the process is completed. Page 6 of 24

7 SETUP GUIDE *IMPORTANT*: After reviewing the following flex fuel/dual maps setup guide, be sure to review the Flex Fuel Cal Setup Guide on page 22. FLEX FUEL CONTROL Flex Fuel is a fuel mixture of ethanol (alcohol) and gasoline. It is typically made from corn (or sugar cane) and is used for cleaner emissions, higher octane, and is less expensive per volume. However, ethanol's energy density is lower so gas mileage is compromised. But from a performance standpoint, the extra fuel lowers exhaust gas temperatures which is a benefit. Furthermore, ethanol has a higher latent heat of vaporization compared to gasoline so air charge cooling is further improved. When burning ethanol, the fuel tuning should be based on an oxygen sensor because reading spark plugs is much more challenging as the color is not as evident. Flex Fuel Composition Gasoline and ethanol have different compositions; Gasoline: H1.65C, Ethanol: C2H5OH. Ethanol has oxygen as part of its structure (gasoline does not) and is often referred to as "oxygenated gasoline". Because of this, the stoichiometry of the two fuels are drastically different. Flex Fuel Stoichiometry Gasoline stoichiometry: AFR "E85" stoichiometry: 9.87 AFR Ethanol stoichiometry: 9.00 AFR Flex Fuel Content Most gas stations label their flex fuel as E85 (85% ethanol and 15% gasoline). However, this can be very misleading. Most cold climates use a winter blend which is E70. In order to determine the proper amount of blend that is being used at any given time, a fuel composition sensor (FCS) must be used. Flex Fuel Sensor Below is a list of part numbers associated with the GM FCS units: Early style sensor with cast aluminum body and different diameter inlet/outlet tubes GM , Fuel Composition Sensor, Quantity 1 Delphi , Connector, Quantity 1 Delphi , Terminals, Quantity 3 Delphi , TPA, Quantity 1 Delphi , Cable Seal, Quantity 3 Later style sensor with plastic body and same size inlet/out tubes GM , Fuel Composition Sensor, Short Tube, Quantity 1 GM , Fuel Composition Sensor, Long Tube, Quantity 1 GM , Harness, Quantity 1 Flex Fuel FCS Plumbing The FCS is typically plumbed into the fuel system return line. The internal microprocessor of the FCS outputs a varying digital square wave frequency and pulse width. The EMS decodes this input and displays a flex fuel content percentage and fuel temperature. Page 7 of 24

8 Flex Fuel FCS Wiring Early style sensor with cast aluminum body; pin locations from left to right as viewed into sensor: Pin A: Ground Pin B: Switched +12v Pin C: Signal out; connect to T3, T4 or Switch 2-6 Later style sensor with plastic body; connect as labeled: Out: Signal out; connect to T3, T4, or Switch 2-6 Gnd: Ground Vcc: Switched +12v Flex Fuel FCS Output The frequency of the signal indicates the ethanol percentage. The output frequency is linear with respect to the percentage of ethanol content in the fuel. The fuel composition sensor normally operates between Hz, where 50Hz represents 0% ethanol and 150Hz represents 100% ethanol. If the output frequency goes up to 170Hz, the sensor has gone into a fail safe mode as it has indicated a fuel contamination such as methanol, water, salt, etc. The pulse width indicates the fuel temperature and normally operates between 1-5mS where 1mS indicates -40 C (-40 F) and 5mS indicates 125 C (257 F). FLEX FUEL SETUP OPTIONS Flex Fuel Input Defines input for the fuel composition sensor. Usually set to available T input such as T3 (VSS) or T4 (Spare Speed). Can also be set to Switch 2-6. The rising and falling trigger edge options must be turned on for the corresponding input selected. For example, if the Flex Fuel Input is set to Switch 2, options Sw2 Rising Edge and Sw2 Falling Edge must be turned ON. Using a fuel composition sensor allows you to blend between all possible flex fuel content levels. If not using a fuel composition sensor, set to None and set Flex Fuel Switch Input option to appropriate switch input. Note: having this option set to anything besides None will effectively turn flex fuel control ON. Flex Fuel Switch Input Defines switch input to select either regular fuel/ignition maps or the flex fuel/ignition maps. The Flex Fuel Switch Input is used when a fuel composition sensor is not being used and there is no blending function required. For example, if the fuel used has either only 0% ethanol or only 98% ethanol and no other content values in between, then the Flex Switch Input would be used. Can also be used as a Dual Calibration selector switch. If using a fuel composition sensor, set to Switch is Always OFF. Note: having this option set to anything besides Switch is Always OFF will effectively turn flex fuel control ON. Flex Fuel Crank Advance This is the ignition timing to be used when cranking (engine speed below option Crank Max RPM) when using flex fuel. This option is blended by the Flex Ign Blend table. Flex Fuel Failsafe Defines the Flex Fuel Blend table value that will be used when the fuel composition sensor is in error. This is typically set such that a safer (richer) AFR will result. Page 8 of 24

9 Flex Ign Failsafe Defines the Flex Ign Blend table value that will be used when the fuel composition sensor is in error. This is typically set such that a safer (lower) ignition timing will result. Flex Boost Failsafe Defines the Flex Boost Blend table value that will be used when the fuel composition sensor is in error. This is typically set such that a safer (lower) boost level will result. Flex Freeze TPS Defines the throttle position where channels Flex Fuel Content, Flex Fuel Per, Flex Fuel Freq, and Flex Fuel PW will hold their current values. This is to prevent a change in flex blend values during high load states where more fuel is delivered through the injectors than is returned through the return line to be sampled by the FCS. TABLES Flex Fuel Blend Flex Fuel Blend (%) vs. Flex Fuel Content (%). This sets the blend between the regular fuel map and the flex fuel map based on flex fuel content. A table value of 0% will use the regular fuel map completely and a table value of 100% will use the flex fuel map completely. A table value of 50% will be a 50% blend between the regular and flex fuel maps. Also blends the Flex Warm Up Enrichment table, Flex Accel vs Coolant Temp table, Initial Crank Flex Pulse table, Crank Inj Flex Time table, and Flex O2 FB Target map. Flex Ign Blend Flex Ign Blend (%) vs Flex Fuel Content (%). This sets the blend between the regular ignition map and the flex ignition map based on flex fuel content. A table value of 0% will use the regular ignition map completely and a table value of 100% will use the flex ignition map completely. A table value of 50% will be a 50% blend between the regular and flex ignition maps. Flex Boost Blend Flex Boost Blend (%) vs Flex Fuel Content (%). This set the blend between the regular boost target tables and the flex boost target tables based on flex fuel content. A table value of 0% will use the regular boost target tables completely and a table value of 100% will use the flex boost target tables completely. A table value of 50% will be a 50% blend between the regular and flex boost target tables. Flex Boost Gear Adjusts the boost target based on current gear position when using flex fuel. Blended by the Flex Boost Blend table. Flex Boost RPM Adjusts the boost target based on current engine speed when using flex fuel. Blended by the Flex Boost Blend table. Flex Boost TPS Adjusts the boost target based on current throttle position when using flex fuel. Blended by the Flex Boost Blend table. Flex Boost VSS Adjusts the boost target based on current vehicle speed when using flex fuel. Blended by the Flex Boost Blend table. Page 9 of 24

10 Initial Crank Flex Pulse Initial Crank Pulse (ms) vs Coolant Temp table. Initial Crank Flex Pulse is the one time shot of fuel that all primary injectors give upon first cranking over to help in quick startups when using flex fuel. Initial Crank Flex Pulse is limited to 50ms when option Crank Inject All is OFF. Initial Crank Flex Pulse has a max pulse width of 100ms when Crank Inject All is ON. Blended by the Flex Fuel Blend table. Crank Inj Flex Time Crank Injector Time (us) vs Throttle table. This table sets the amount of fuel to be delivered while cranking based on throttle position when engine speed is less than option Crank Max RPM and using flex fuel. Blended by the Flex Fuel Blend table. Flex Accel vs Coolant Temp Flex Accel (%) vs Coolant Temp table. Coolant temperature dependant scalar to modify the accel pump when using flex fuel. Blended by the Flex Fuel Blend table. Flex Warm Up Enrichment Flex Warm Up Enrichment (%) vs Coolant Temp table. Fuel correction for coolant temperature that is used to help warm up the engine when using flex fuel. Blended by the Flex Fuel Blend table. Flex Temperature Flex Fuel Temperature (temp) vs Flex Fuel PW (ms). Flex fuel temperature calibration table. For GM FCS 1mS = -40 C (-40 F) and 5mS = 125 C (257 F). The channel Flex Fuel Temp is only for live viewing and logging purposes. MAPS Flex Fuel Fuel vs RPM vs Load. Base injection pulse width based on engine speed and load input when using flex fuel. Blended by the Flex Fuel Blend table. **NOTE** By default, AEMTuner will adjust MicroSec/Bit to rescale the Fuel map and Crank Injector Time table for best resolution. When Flex Fuel is activated through either the Flex Fuel Input or Flex Fuel Switch Input options, the auto scaling function will only rescale based on the Flex Fuel map. In order for the auto scaling function to work properly when using Flex Fuel, the Flex Fuel map values must always be greater than or equal to (but never less than) the regular Fuel map values. Flex Ignition Ignition (deg) vs RPM vs Load. Base ignition timing based on engine speed and load input when using flex fuel. Blended by the Flex Ign Blend table. Flex O2 FB Target O2 FB Target (AFR) vs RPM vs Load. When O2 FB Control is ON, this map sets the target AFR value based on engine speed and load input when using flex fuel. Displayed AFR targets are in selected AFR units (Tools>Preferences>Unit>AFR Units). Blended by the Flex Fuel Blend table. Page 10 of 24

11 DUAL FUEL/IGNITION MAPS All of the Flex maps and tables can also be utilized through a switch input on applications that do not use a FCS. This will allow to you either fully use the regular fuel/ignition maps or fully use the flex fuel/ignition maps with no blending function. This is useful for those who may use only one type of fuel or another without concerns of fuel blending or for those users who would like a switchable second cal for valet mode, high boost/low boost mode, girlfriend mode, etc. Along with the fuel and ignition maps, all of the other tables that are normally blended with normal flex fuel control are also being utilized with this dual maps function. **NOTE** By default, AEMTuner will adjust MicroSec/Bit to rescale the Fuel map and Crank Injector Time table for best resolution. When Flex Fuel is activated through either the Flex Fuel Input or Flex Fuel Switch Input options, the auto scaling function will only rescale based on the Flex Fuel map. In order for the auto scaling function to work properly when using Flex Fuel, the Flex Fuel map values must always be greater than or equal to (but never less than) the regular Fuel map values. Flex Fuel Input If the switchable dual maps function is desired, set the Flex Fuel Input to NONE. The EMS will now ignore the Flex Fuel Content channel and Flex Blend tables and the selection of regular or flex maps is now dependent upon the Flex Fuel Switch Input option. Flex Fuel Switch Input Select the desired switch input. Currently, the switch logic is that when the input is ON the regular maps will be used and when the input is OFF the flex maps will be used. Note that switch input pins are to only ever be connected to ground. The switch logic 12V=On is to mean that ground is OFF and voltage above ground (>0 volts) is ON. INITIAL CRANK PULSE To aid in better starting of engines using ethanol based fuels in cold climates, the Initial Crank Pulse table has had its maximum pulse width value increased from 50mS to 100mS. The initial crank pulse function is fundamentally only capable of delivering a maximum single pulse width of 50mS. To deliver a total pulse width that is greater than 50mS, a second pulse is delivered immediately after the first pulse ends. There are two different types of fuel delivery strategies that can be used for the initial crank pulse. These delivery strategies are controlled by the option Crank Inject All. Crank Inject All When Crank Inject All is ON, the initial crank pulse is delivered to all injectors at the same time giving you one large shot of fuel. When Crank Inject All is ON, the initial crank pulse width time is derived from only the Initial Crank Pulse table. Crank Inject All must be ON in order to deliver an initial crank pulse greater than 50ms. When delivering more than 50mS of initial crank pulse, a second pulse is delivered immediately after the first pulse ends. The maximum initial crank pulse when Crank Inject All is ON is 100mS. When Crank Inject All is OFF, the initial crank pulse is delivered to each injector in discrete, sequential pulses giving you individual shots of fuel. When Crank Inject All is OFF, the initial crank pulse width time is derived from the Initial Crank Pulse table plus the Crank Injector Time table but is capped at 50mS. Page 11 of 24

12 ACCEL FUEL Tuners may have experienced difficulties in achieving desired acceleration fuel control in older firmware versions. Firmware version 02v01 has a number of refinements to increase the overall functionality of the acceleration fuel control as outlined below. IMPORTANT ACCEL FUEL CHANNELS TPS Filtered Displays a filtered TPS (%) value. TPS Filtered is compared to channel Throttle to derive the Accel dtps channel value. The filter function is controlled by option Accel TPS Sensitivity. A higher Accel TPS Sensitivity value will result in a slower TPS Filtered response and larger Accel dtps values. Accel dtps Displays the current delta throttle (%) value. Is the difference between Throttle and TPS Filtered. This value is the basis for the delta-throttle accel fuel calculation and is the x-axis reference in the dtps Accel table. Accel dtps Latched Displays the current dtps Accel (%) value and is derived from the current dtps Accel table value. Channel only updates while the +dthrottle Trigger Count channel is incrementing. +dthrottle Trigger Count This channel increments anytime Accel dtps is greater than option Accel dtps Trigger. Accel fuel is only calculated and delivered when this channel is actively incrementing. Accel Mod Displays the current Accel Modifier (%) value and is derived from the current Accel vs Throttle table value. Accel Warm-up Displays the current Accel Warm Up Enrichment (%) value and is derived from the current Accel vs Coolant Temp table. Accel Fuel TPS Accel Factor Displays the current TPS Accel Factor (%) value as derived from the Accel vs Engine RPM table. Is also an accel fuel audit channel that reports the first step in the accel fuel calculation. Reports the current accel fuel modifier value based on the Accel vs Engine RPM table. Accel Fuel (Accel Mod) Accel fuel audit channel that reports the second step in the accel fuel calculation. Reports the current accel fuel modifier value based on the Accel vs Throttle table. Accel Fuel (Latched) Accel fuel audit channel that reports the third step in the accel fuel calculation. Reports the current accel fuel modifier value based on the dtps Accel table. Accel Fuel (Warm-up) Accel fuel audit channel that reports the final step in the accel fuel calculation. Reports the final accel fuel modifier value based on the Accel vs Coolant Temp table. Page 12 of 24

13 Accel Fuel +Max Displays the maximum accel fuel pulse width that can be delivered based on option Accel Limit and the current fuel pulse value. ACCEL FUEL TABLES REVIEW dtps Accel The dtps Accel table quantifies the size of a delta throttle event. This table is usually setup such that smaller throttle deltas produce a smaller accel fuel amount and larger throttle deltas produce a larger accel fuel amount. Should hold a fairly linear relationship between Accel dtps and dtps Accel. This table has a 0-100% modifier range meaning that the largest accel fuel amount that can come from this one table is up to the current fuel pulse value. It can only reduce the accel fuel amount. Accel vs Throttle The Accel vs Throttle table scales the accel fuel amount based on throttle position. More air flow is generally introduced when the throttle is opened quickly at lower throttle positions versus a similarly sized delta throttle event at a higher throttle position. Because of this, the Accel Vs Throttle table has a generally downward trending curve and typically goes to or very near zero where increasing throttle position no longer introduces a significant increase in air flow. This table has a 0-250% modifier range meaning that the largest accel fuel amount that can come from this one table is up to 2.5 times the current fuel pulse value. It can both increase and decrease the accel fuel amount. Accel vs Engine RPM The Accel vs Engine RPM table scales the accel fuel amount based on engine speed. More air flow is generally introduced when the throttle is opened quickly at lower engine speeds versus a similarly sized delta throttle event at a higher engine speed. Because of this, the Accel vs Engine RPM table has a generally downward trending curve and typically goes to or very near zero where air flow is sufficiently large enough at higher engine speeds that having a delta throttle event no longer significantly changes air flow. This table has a 0-100% modifier range meaning that the largest accel fuel amount that can come from this one table is up to the current fuel pulse value. It can only reduce the accel fuel amount. Accel vs Coolant Temp The Accel vs Coolant Temp table scales the accel fuel amount based on coolant temp. Generally, an engine needs more fuel at lower coolant temps to help maintain acceptable drivability and decrease engine warm up time. Because of this, the Accel vs Coolant Temp table has a generally downward trending curve and typically goes to zero when the engine reaches normal operating temperature. The Accel vs Coolant Temp is only applied to the final accel fuel amount. This table has a % modifier range meaning that it can increase the accel fuel amount by up to two times. ACCEL FUEL TUNING TIPS The processing of Accel dtps has been updated in this version of firmware to give a larger dynamic range of delta throttle values. The Accel dtps function in previous firmware versions was limited to only 35-45% but this has now been increased to give a full 0-100% range. The lower dynamic range from the older firmware versions meant having to sometimes ramp up the dtps Accel table more aggressively to get appreciable dtps Accel values. Now that Accel dtps has a larger dynamic range, a more linear dtps Accel table can be used giving you a more usable range of dtps Accel values. Page 13 of 24

14 The lower dynamic range from the older firmware versions also meant using abnormally low Accel dtps Trigger values (1-3%) in order to get accel fuel to trigger at smaller deltas. The larger, updated Accel dtps range now allows more conservative Accel dtps Trigger values (7-12%) which also helps to prevent false triggering of accel fuel that may have resulted from using low trigger values. The addition of the new accel fuel audit channels (Accel Fuel TPS Accel Factor, Accel Fuel (Accel Mod), Accel Fuel (Warm-up), and Accel Fuel (Latched)) gives the ability to monitor the accel fuel calculation as its being actively calculated. Reviewing these values in a data log will show how each individual accel fuel table is influencing the accel fuel amount at any one moment. Close examination of these values will allow you to better adjust the accel fuel table values to help create your final desired accel fuel behavior. KNOCK CONTROL The EMS can now do per-cylinder knock fuel and ignition trims. Knock control works much in the same way that it did in 01v24 where the EMS will start to trim fuel and ignition when sensing knock and then continue to trim fuel and ignition if the knock should continue even without an increase in knock amplitude. One new option has been added to support the per-cylinder knock control. Knock per Cylinder This option enables or disables the knock per cylinder function. The EMS tracks the coil firing events and also monitors knock immediately after each coil firing event and can then associate an occurrence of knock to a specific cylinder and trim fuel and ignition for only that one cylinder. Knock per cylinder does not work for distributed or wastespark ignitions. O2 LEAN OUT PROTECTION OPTIONS O2 #1/#2 Kill Ignition Toggles the O2 kill rev limit function on or off. When ON, the Engine Protect Rev Limit becomes active and the Engine Protect Output is enabled (if so selected) when a lean out condition is detected. When OFF, the O2 lean out protection function is completely disabled. O2 Kill Min RPM Defines the minimum engine speed threshold for the O2 Kill Limit table to become active. Engine speed must be above this value before the O2 lean out protection function will activate. O2 Kill Min RPM should be set less than the Engine Protect Rev Limit. O2 Kill Min TPS Defines the minimum throttle position threshold for the O2 Kill Limit table to become active. Throttle position must be above this value before the O2 lean out protection function will activate. O2 Kill Delay Defines the period of time that AFR must be greater than the current O2 Kill Limit table value before the O2 lean out protection function will activate. Keep this time as short as practically possible without inducing false triggers. Page 14 of 24

15 Engine Protect Rev Limit Defines the alternate rev limit to use when an O2 lean out condition is detected. Engine Protect Rev Limit is also utilized by the Engine Temp Protection function. The Engine Protect Rev Limit will latch until either engine speed drops below the O2 Kill Min RPM or throttle drops below O2 Kill Min TPS. Engine Protect Rev Limit should be set higher than O2 Kill Min RPM. Engine Protect Output User definable output that is enabled anytime the O2 lean out protection function is active. Output is active when channel Engine Protect is ON. TABLE O2 Kill Limit The O2 Kill Limit table establishes maximum allowable AFR based on engine load. When AFR is greater than the current O2 Kill Limit table value for longer than option O2 Kill Delay, the O2 lean out protection function is activated. USING O2 LEAN OUT PROTECTION The O2 Kill Min RPM option is the rpm threshold that the ECU starts to monitor and compare AFR against the O2 Kill Limit table. The Engine Protect Rev Limit option is the rev limit to be enacted in the event there is a lean out condition detected. The Engine Protect Rev Limit should be set higher than O2 Kill Min RPM. Setting the Engine Protect Rev Limit less than O2 Kill Min RPM may result in condition where the O2 Lean Out Protection function turns off immediately after detecting a lean out condition. The O2 Lean Out Protection function is not meant to shut the engine off; it simply applies a rev limiter and triggers an output (if configured to do so). The O2 Lean Out Protection is inhibited during normal rev limiters(main limiter, 2 & 3 Step), acceleration fuel, and DFCO. The inhibit time for each condition is set by the respective O2 FB Inhibit option (O2 FB Cut Inhibit, O2 FB Accel Inhibit, and O2 FB Decel Inhibit). Be mindful of these settings as they affect both normal O2 FB functionality as well as O2 Lean Out Protection. FUEL PRESSURE PROTECTION OPTIONS Fuel Press Analog Input Selects the analog input for the fuel pressure sensor. Set to the input pin that the fuel pressure sensor is connected to. Fuel Press Control Toggles the fuel pressure protection function on and off. When ON, the Fuel Press Rev Limit and Fuel Press Output is enabled (if so selected) when a low fuel pressure condition is detected. When OFF, the fuel pressure protection function is completely disabled. Fuel Press Delay Defines the period of time that fuel pressure must be less than the current Fuel Press Limit table value before the fuel pressure protection function will activate. Keep this time as short as practically possible without inducing false triggers. Page 15 of 24

16 Fuel Press Kill Ignition Toggles the Fuel Press Rev Limit function on and off. When ON, the Fuel Press Rev Limit becomes active when a low fuel pressure condition is detected. When OFF, the Fuel Press Rev Limit is not utilized. Fuel Press Min Volts Defines the fuel pressure sensors minimum voltage output. Is set by the Setup Wizard. Fuel Press Max Volts Defines the fuel pressure sensors maximum voltage output. Is set by the Setup Wizard. Fuel Press Output User definable output that is enabled anytime the fuel pressure protection function is active. Output is active when channel Fuel Press Low is ON. Fuel Press Low will latch once activated and the EMS must be power cycled to reset. Fuel Press Rev Limit Defines the alternate rev limit to use when a low fuel pressure condition is detected. Setting to zero will NOT disable the rev limit. Disable the rev limit using the Fuel Press Kill Ignition option. Fuel Press Scalar Scalar used to scale Fuel Pressure channel based on the Fuel Press Analog Input voltage. Is set by the Setup Wizard. Fuel Press Offset Offset used to offset the Fuel Pressure channel based on the Fuel Press Analog Input voltage. Is set by the Setup Wizard. TABLE Fuel Press Limit The Fuel Press Limit table establishes the minimum allowable fuel pressure based on engine load. When fuel pressure is less than the current Fuel Press Limit table value for longer than option Fuel Press Delay, the fuel pressure protection function is activated. OIL PRESSURE PROTECTION OPTIONS Oil Press Analog Input Selects the analog input for the oil pressure sensor. Set to the input pin that the oil pressure sensor is connected to. Oil Press Control Toggles the oil pressure protection function on and off. When ON, the Oil Press Rev Limit and Oil Press Output is enabled (if so selected) when a low oil pressure condition is detected. When OFF, the oil pressure protection function is completely disabled. Page 16 of 24

17 Oil Press Delay Defines the period of time that oil pressure must be less than the current Oil Press Limit table value before the oil pressure protection function will activate. Keep this time as short as practically possible without inducing false triggers. Oil Press Kill Ignition Toggles the Oil Press Rev Limit function on and off. When ON, the Oil Press Rev Limit becomes active when a low oil pressure condition is detected. When OFF, the Oil Press Rev Limit is not utilized. Oil Press Min Volts Defines the oil pressure sensors minimum voltage output. Is set by the Setup Wizard. Oil Press Max Volts Defines the oil pressure sensors maximum voltage output. Is set by the Setup Wizard. Oil Press Output User definable output that is enabled anytime the oil pressure protection function is active. Output is active when channel Oil Press Low is ON. Oil Press Low will latch once activated and the EMS must be power cycled to reset. Oil Press Rev Limit Defines the alternate rev limit to use when a low oil pressure condition is detected. Setting to zero will NOT disable the rev limit. Disable the rev limit using the Oil Press Kill Ignition option. Oil Press Scalar Scalar used to scale Oil Pressure channel based on the Oil Press Analog Input voltage. Is set by the Setup Wizard. Oil Press Offset Offset used to offset the Oil Pressure channel based on the Oil Press Analog Input voltage. Is set by the Setup Wizard. TABLE Oil Press Limit The Oil Press Limit table establishes the minimum allowable Oil pressure based on engine speed. When Oil pressure is less than the current Oil Press Limit table value for longer than option Oil Press Delay, the Oil pressure protection function is activated. COOLANT TEMP PROTECTION OPTIONS Coolant Cold Limit Defines the lower coolant temp threshold for the coolant temp protection function to become active. When coolant temp is less than Coolant Cold Limit, the Engine Protect Rev Limit will come into effect. Coolant Hot Limit Defines the upper coolant temp threshold for the coolant temp protection function to become active. When coolant temp is more than Coolant Hot Limit, the Engine Protect Rev Limit will come into effect. Page 17 of 24

18 Engine Protect Rev Limit Defines the alternate rev limit to use when an under or over temp condition is detected. Engine Protect Rev Limit is also utilized by the O2 lean out protection function. BOOST TARGET TRIM TABLE OPTION Boost Target Trim Input Selects the analog input for the Boost Target Trim function. TABLE Boost Target Trim The Boost Target Trim table can be used to increase or decrease the current boost target based on an analog input reference. The boost target trim is added to the final blended boost target value when flex fuel control is active. 3 STEP LIMITER The 3 step limiter function now utilizes rev limit vs gear position vs vehicle speed maps. The 3 step limiter function in previous firmware versions used rev limit vs vehicle speed tables. OPTIONS 3Step Input Defines the switch input to activate the 3 step limiter function. 3Step Control Toggles 3 step limiter function ON and OFF. When OFF, only the main and 2 step limiters are active. When ON, the 3 step limit overrides all other limiters. 3Step Max Retard Defines the maximum amount of ignition timing retard when the 3 step limiter is active. MAPS 3Step Fuel Limit The 3Step Fuel Limit map sets the engine speed threshold to activate fuel cut. 3Step Ign Limit The 3Step Ign Limit map sets the engine speed threshold to activate ignition cut. 3Step Rtd Limit The 3Step Rtd Limit map set the engine speed threshold to activate the ignition retard rev limiter function. Page 18 of 24

19 SWITCH RETARD/SHIFT CUT OPTIONS Switch Rtd Input Defines the switch trigger input to activate the switch retard function. Switch Rtd Ign Cut Toggles the ignition cut function ON and OFF. When ON, the ignition will cut once the Switch Rtd Max Rtd value has been met. The ignition cut time is set by the Shift Cut Time table. Switch Rtd Output Defines the output pin to be activated once the switch retard function is triggered. Switch Rtd Output Pre-load Defines the amount of time the Switch Rtd Output will be activated before the ignition retard starts. Allows pneumatic shift actuators to prime. Set to zero for driver shifted gear levers. Switch Rtd Out On Time Defines the amount of time the Switch Rtd Output pin will remain on once the switch retard function is triggered. Switch Rtd Max Rtd Defines the maximum amount of ignition timing retard when the shift retard function is triggered. This value is removed from your base timing value. The Switch Rtd Ign Cut option will not activate until the Switch Rtd Max Rtd value has been met. For instance, if Switch Rtd Max Rtd is set to 20 and your ignition timing immediately before the cut is trigger is 30, the ignition timing will retard down to 10 and then the ignition will cut. Switch Rtd Time Out Defines the amount of time that the ignition timing is decreased or ramped out before the ignition is cut. If an instant cut is desired, set this to or very near zero. Switch Rtd Adv Time Defines the amount of time that the ignition timing is increased or ramped back in after the Shift Cut Time has ended. Switch Rtd ReArm Defines the amount of time to inhibit the shift retard function. Intended to prevent unintentional shift retard triggering. TABLE Shift Cut Time The Shift Cut Time table defines the amount of time that the ignition is cut. Also defines the amount of time the max timing retard is held if Switch Rtd Ign Cut is OFF. Page 19 of 24

20 SPARE PRESSURE/TEMPERATURE INPUTS OPTIONS Spare Pressure 1/2 Input Selects the analog input for the spare pressure sensor. Set to the input pin that the spare pressure sensor is connected to. Spare Pressure 1/2 Min Volts Defines the spare pressure sensors minimum voltage output. Is set by the Setup Wizard. Spare Pressure 1/2 Max Volts Defines the spare pressure sensor maximum voltage output. Is set by the Setup Wizard. Spare Pressure 1/2 Scalar Scalar used to scale Spare Pressure 1/2 channel based on the Spare Pressure 1/2 Input voltage. Is set by the Setup Wizard. Spare Pressure 1/2 Offset Offset used to offset the Spare Pressure 1/2 channel based on the Spare Pressure 1/2 Input voltage. Is set by the Setup Wizard. Spare Temp 1/2 Input Selects the analog input for the spare temp sensor. Set to the input pin that the spare temp sensor is connected to. Thermistor sensors will require the addition of a 2.2kOhm pull-up resistor that s tied to 5v sensor power. TABLES Spare Temp 1/2 Sensor Cal Spare Temp 1/2 Sensor Cal vs Spare Temp 1/2 Volts table. Use to set the spare temp sensor calibration. BATTERY FILTER OPTION Battery Filter Defines the amount of filter that is applied to the channel Battery Raw in order to display channel Battery Volts. Adjustable from where 0 is no filter and 255 is max filter. All previous Series 2 firmware versions have had this option maxed out at 255. The cal conversion script will automatically set this option to 255. Adjustment is only necessary if a quicker reaction to voltage changes is desired in the Batt Offset Primary/Staged tables. CALIBRATION ID Along with Calibration Notes that are saved to the PC, the EMS can now also store notes within the calibration itself. The primary purpose of this new internal notes function is to more readily identify calibrations. The Calibration ID notes section is limited to 354 characters. To access the Calibration ID notes, go File>Calibration Notes and select the Calibration ID tab. Page 20 of 24

21 INTERNAL LOGGING The number of slow internal logging channel has been increased from 8 to 37. NOTES: The loop logging function currently does not work correctly and may cause logs to become corrupt if set to ON. Also, the internal logging configuration in the Series 2 is significantly different from the Series 1 platform. All prompts to cycle power to reset the log MUST be followed. Not doing so may corrupt the log file. Page 21 of 24

22 FLEX FUEL CAL SETUP GUIDE The Setup Guide from page 7 gave details on the new flex fuel options, tables, and maps. The following guide will provide you with information on how to create a flex fuel cal based on ONE of the following three situations: Situation A You already have a fully tuned pump gas calibration and a separate fully tuned ethanol fuel calibration. Situation B You only have a fully tuned pump gas calibration and do NOT have an ethanol fuel calibration. Situation C You only have a fully tuned ethanol fuel calibration and do NOT have a pump gas calibration. Proceed to the following section that pertains to your specific situation. SITUATION A In this situation, you already have a fully tuned pump gas calibration and a separate fully tuned ethanol fuel calibration. To create a flex fuel calibration, your pump gas calibration will be converted to the newest firmware version and the ethanol fuel fuel map values will be copied and pasted over to the Flex Fuel map in the new calibration. Convert your 01v17 or 01v24 pump gas calibration to 02v01 and update the firmware in your EMS using the process starting on page 4. Open your new 02v01 calibration in the Series 2 Flex Fuel workspace and navigate to the Flex Fuel tab. In the Option Flex Fuel list, either set the option Flex Fuel Input to the input pin your FCS is connected to or set the option Flex Fuel Switch Input to the appropriate switch input configuration. This process effectively turns flex fuel control ON and must not be skipped. Open a second AEMTuner window and open your ethanol fuel calibration. In the Fuel tab, copy the entire fuel map by selecting all cells, right clicking and selecting COPY. Paste your ethanol fuel map into the Flex Fuel map in your 02v01 calibration; you may be notified that a rescale is about to occur this is normal. Once the rescale has finished, verify that your pump gas fuel map and ethanol fuel flex fuel map still display the same values as were started with. Copy over your remaining ethanol fuel calibration tables and maps: Initial Crank Flex Pulse table, Crank Inj Flex Time table, Flex Warm Up Enrichment table, Flex Ignition map, all Flex Boost Target tables (RPM, TPS, VSS, & Gear), Flex O2 FB Target map. Set your desired blend curves for fuel, ignition and boost. Your calibration is now setup and ready for tuning. Page 22 of 24

23 SITUATION B In this situation, you only have a fully tuned pump gas calibration and do NOT have an ethanol fuel calibration. This means that you will have to create a flex fuel map that is based on your pump gas fuel map. To create a flex fuel calibration, your pump gas calibration will be converted to the newest firmware version and the regular Fuel map values will be copied to the Flex Fuel map and then increased by 30%-40%. Convert your 01v17 or 01v24 pump gas calibration to 02v01 and update the firmware in your EMS using the process starting on page 4. Open your new 02v01 calibration in the Series 2 Flex Fuel workspace and navigate to the Flex Fuel tab. In the Option Flex Fuel list, either set the option Flex Fuel Input to the input pin your FCS is connected to or set the option Flex Fuel Switch Input to the appropriate switch input configuration. This process effectively turns flex fuel control ON and must not be skipped. In the Fuel tab, copy the entire fuel map by selecting all cells, right clicking and selecting COPY. Paste your ethanol fuel map into the Flex Fuel map; you may be notified that a rescale is about to occur this is normal. Once the rescale has finished, verify that your pump gas Fuel map and Flex Fuel map still display the same values as were started with. Select all cells of your Flex Fuel map, right click and select Percentage Change (keyboard short cut: E) and enter the desired percentage increase : +30% to +40% is suggested; you may be notified that a rescale is about to occur this is normal. This has now created a rough Flex Fuel map that should give you a point to start tuning from. Copy over your remaining ethanol fuel calibration tables and maps: Initial Crank Flex Pulse table, Crank Inj Flex Time table, Flex Warm Up Enrichment table, Flex Ignition map, all Flex Boost Target tables (RPM, TPS, VSS, & Gear), Flex O2 FB Target map. Set your desired blend curves for fuel, ignition and boost. Your calibration is now setup and ready for tuning. SITUATION C In this situation, you only have a fully tuned ethanol fuel calibration and do NOT have a pump gas calibration. This means that you will have to create a fuel map that is based on your Flex Fuel map. To create a flex fuel calibration, your ethanol fuel calibration will be converted to the newest firmware version and the Fuel map values will be copied to the Flex Fuel map and then the Fuel map values will be decreased by 10%-20%. Convert your 01v17 or 01v24 ethanol fuel calibration to 02v01 and update the firmware in your EMS using the process starting on page 4. Open your new 02v01 calibration in the Series 2 Flex Fuel workspace and navigate to the Flex Fuel tab. In the Option Flex Fuel list, either set the option Flex Fuel Input to the input pin your FCS is connected to or set the option Flex Fuel Switch Input to the appropriate switch input configuration. This process effectively turns flex fuel control ON and must not be skipped. In the Fuel tab, copy the entire fuel map by selecting all cells, right clicking and selecting COPY. Paste your ethanol fuel map into the Flex Fuel map; you may be notified that a rescale is about to occur this is normal. Once the rescale has finished, verify that your pump gas Fuel map and Flex Fuel map still display the same values as were started with. Page 23 of 24

24 In the Fuel tab, select all cells of your Fuel map, right click and select Percentage Change (keyboard short cut: E) and enter the desired percentage increase: -10% to -20% is suggested; you may be notified that a rescale is about to occur this is normal. This has now created a rough Fuel map that should give you a point to start tuning from. Copy over your remaining ethanol fuel calibration table and map values from the regular tables and maps to the flex fuel tables and maps : Initial Crank Flex Pulse table, Crank Inj Flex Time table, Flex Warm Up Enrichment table, Flex Ignition map, all Flex Boost Target tables (RPM, TPS, VSS, & Gear), and Flex O2 FB Target map. Make the appropriate changes to your Initial Crank Pulse table, Crank Inj Time table, Warm Up Enrichment table, Ignition map, all Boost Target tables (RPM, TPS, VSS, & Gear), and O2 FB Target map to account for the use of pump gas. Set your desired blend curves for fuel, ignition and boost. Your calibration is now setup and ready for tuning. FOR ADDITIONAL HELP PLEASE CONTACT AEM TECH SUPPORT AT OR VISIT THE AEM ELECTRONICS SUPPORT FORUM AT Page 24 of 24