ADVANCED ENGINE MANAGEMENT INC.

2205 126
th
Street Unit A Hawthorne, CA. 90250
Phone: (310) 484-2322 Fax: (310) 484-0152
http://www.aemelectronics.com
2011 Advanced Engine Management, Inc.


Page 1 of 24


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 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.

This product is legal solely for vehicles used in competition which may never be
used upon a public road or highway.

Page 2 of 24
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 fuels 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 fuels 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 3 of 24
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 30-2056).

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 4 of 24
Staged Fuel
The secondary injector battery offset time was being delivered even if the stage injectors werent
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 5 of 24
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, youll 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 6 of 24
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 7 of 24
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: 14.68 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 12570260, Fuel Composition Sensor, Quantity 1
Delphi 12146121, Connector, Quantity 1
Delphi 12048074, Terminals, Quantity 3
Delphi 12052845, TPA, Quantity 1
Delphi 15324973, Cable Seal, Quantity 3
Later style sensor with plastic body and same size inlet/out tubes
GM 13577379, Fuel Composition Sensor, Short Tube, Quantity 1
GM 13577394, Fuel Composition Sensor, Long Tube, Quantity 1
GM 13352241, 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 8 of 24
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 50-150Hz, 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 -40C (-40F) and 5mS
indicates 125C (257F).

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 9 of 24
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 10 of 24
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 = -40C (-40F) and 5mS = 125C (257F). 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 11 of 24
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 12 of 24
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 13 of 24
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 100-200%
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 14 of 24
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 15 of 24
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 16 of 24
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 17 of 24
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 18 of 24
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 19 of 24
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 20and 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.





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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 thats 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 0-255 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 21 of 24
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 22 of 24
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 23 of 24
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 24 of 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.








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