AEM EMS, What does it NOT do
08-27-2005, 11:59 PM
#53
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My 2 cents on the AEM:
EMS can control emissions and EVAP. It has menu to control user definable outputs for EVAP valves. I suspect you would have to do some 'hooking up' to make it work.
It can self tune. You can define the range of correction it will apply to the base map. It not supposed to be a fully automatic tuning system, you have to have a reasonable base map. Also, you can program how it responds to O2 feedback (rate of change of correction, temperature effects, etc).
Boost control is one of the best available. There is a lot of info on AEM EMS forum on how to set it up.
The EMS can drive the CEL, but remember, the CEL is triggered by the stock unit primarily to indicate a manfunction of systems related to emissions, all part of the OBDII type initiative to ensure cars run green. The stock ECU will save the fault code and take a freeze frame of parameters to at the instant the CEL was triggered to aid diagnostics. AEM will not, but you have full high resolution datalogging on board, much better. If you AEM set up is not running right, you log it and analyse.
The EMS can be programmed to trigger the light for any number of conditions no matter if they are emissions related or not.
EMS can control emissions and EVAP. It has menu to control user definable outputs for EVAP valves. I suspect you would have to do some 'hooking up' to make it work.
It can self tune. You can define the range of correction it will apply to the base map. It not supposed to be a fully automatic tuning system, you have to have a reasonable base map. Also, you can program how it responds to O2 feedback (rate of change of correction, temperature effects, etc).
Boost control is one of the best available. There is a lot of info on AEM EMS forum on how to set it up.
The EMS can drive the CEL, but remember, the CEL is triggered by the stock unit primarily to indicate a manfunction of systems related to emissions, all part of the OBDII type initiative to ensure cars run green. The stock ECU will save the fault code and take a freeze frame of parameters to at the instant the CEL was triggered to aid diagnostics. AEM will not, but you have full high resolution datalogging on board, much better. If you AEM set up is not running right, you log it and analyse.
The EMS can be programmed to trigger the light for any number of conditions no matter if they are emissions related or not.
08-28-2005, 04:42 AM
#54
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Originally Posted by 9000,+Aug 28 2005, 09:59 AM
EMS can control emissions and EVAP. It has menu to control user definable outputs for EVAP valves. I suspect you would have to do some 'hooking up' to make it work.
-- Paul
08-30-2005, 01:01 PM
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Here is a (non exhaustive) list of pins/"features" that are not connected, most (but not all) are probably related to engine load detection.
Temperature guage
Service check signal
Imobiliser (couple of pins)
K-line (OBDII)
P/S electrical load detect
Fuel tank pressure sensor
Electrical load detector
Alternator FR signal (indicates alternator duty cycle/power draw)
Alternator control
VTEC pressure switch signal - feedback
Air pump electrical current sensor - feedback
-- Paul
Temperature guage
Service check signal
Imobiliser (couple of pins)
K-line (OBDII)
P/S electrical load detect
Fuel tank pressure sensor
Electrical load detector
Alternator FR signal (indicates alternator duty cycle/power draw)
Alternator control
VTEC pressure switch signal - feedback
Air pump electrical current sensor - feedback
-- Paul
08-30-2005, 01:58 PM
#57
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I forgot to mention that the AEM EMS idle is a lot higher than the stock ecu's idle.
I would love to get my car to idle below 1000rpm atm. It will give better fuel econmy and the dog box will like it better.
Has anyone got the s2k to idle around 1000rpm +/- 100rpm perfectly?
If yes, what ignition + plugs system are you using and do you mind posting your idle settings up?
I played with this before but the car wold never idle below 1500rpm.
I upgraded to the aem c2di + cbr954 + a few extra ground wires and the car seems to idle a lot smoother. With the air cond on it idles around 1100-1200rpm perfectly. I will have another go at this problem hopefully next weekend. Much appreciate if anyone can share some settings with better idle.
I would love to get my car to idle below 1000rpm atm. It will give better fuel econmy and the dog box will like it better.
Has anyone got the s2k to idle around 1000rpm +/- 100rpm perfectly?
If yes, what ignition + plugs system are you using and do you mind posting your idle settings up?
I played with this before but the car wold never idle below 1500rpm.
I upgraded to the aem c2di + cbr954 + a few extra ground wires and the car seems to idle a lot smoother. With the air cond on it idles around 1100-1200rpm perfectly. I will have another go at this problem hopefully next weekend. Much appreciate if anyone can share some settings with better idle.
08-30-2005, 03:21 PM
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Mine idles at 950 rpm plus or minus about 25. You know my ignition and I have multispark turned on. My plugs are IK27's now but it idled the same with Autolite plugs. Glad to see you got the AEM C2DI and the cbr954 coils working. BYW, I ordered the complete differential conversion and O.S. 1.5 LSD too. Cant wait to get it and hit the 1/4.
08-30-2005, 03:49 PM
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Thanks again fperra,
I will have to rework on the idle tuning then. It just never like to idle below 1500rpm before. With the new ignition system and plugs, the idle seems to be a lot smoother and better.
I will have to rework on the idle tuning then. It just never like to idle below 1500rpm before. With the new ignition system and plugs, the idle seems to be a lot smoother and better.
08-31-2005, 09:24 PM
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Originally Posted by 9000,+Aug 28 2005, 01:59 AM
EMS can control emissions and EVAP. It has menu to control user definable outputs for EVAP valves. I suspect you would have to do some 'hooking up' to make it work.
Here's a quote from the IL EPA website:
[COLOR=green]OBD Tests
Beginning January 2, 2004, most model year 1996 and newer vehicles receive an OBD test and a gas cap pressure test. (OBD tests were performed on an advisory basis from December 1999 to July 2002, and phased-in between July 2002 and December 2003.)
There are two basic steps to the OBD test:
With the key on and the engine off, the malfunction indicator lamp (MIL) is checked to verify that it works; and,
A cable is attached to the on-board computer connection (called a data link connector, or DLC) that checks the OBD system status.
Three pieces of information are downloaded from the vehicle:
The emissions MIL command