AEM Series 2 Plug Play EMS 306030 User Manual

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Installation Instructions for: 
EMS P/N 30-6030 
 
2002-2004 Acura RSX K20A2 and K20A3 
2002-2004 Honda CR-V K24A1 
2001-2005 Honda Civic Si K20A3 
2001-2005 Honda Civic D17A1, D17A2, and D17A6 
 
 
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. 
 
Vehicle fitment Series I EMS Series II EMS 
2002-2004 Acura RSX K20A2 and K20A3  30-1030 30-6030 
2002-2004 Honda CR-V K24A1 30-1030 30-6030 
2001-2005 Honda Civic Si K20A3 30-1030 30-6030 
2001-2005 Honda Civic D17A1, D17A2, and D17A6 30-1030 30-6030    2010 Advanced Engine Management, Inc. ADVANCED ENGINE MANAGEMENT INC. 2205 126th Street Unit A    Hawthorne, CA. 90250 Phone: (310) 484-2322 Fax: (310) 484-0152 http://www.aempower.com Instruction Part Number: 10-6030  
						

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

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Read and understand these instructions BEFORE attempting to install this product. 
 Engine Wiring Harnesses, ‘swapped’ engine installations 
It  would  be  very  wise  to  double-check that the vehicle’s  wiring  harness destinations 
match the pinout chart provided in this document. This is especially true if the vehicle 
contains  a  ‘swapped’  engine  or  if  the  wiring  harness  has  been  cut,  spliced,  soldered, 
tapped  or  modified  in  any  manner.  It  is  the  user’s  responsibility  to check  that  the 
wiring on the vehicle matches the pinout chart in this document. AEM will not be held 
responsible  for  loss  or  damage  that  can  occur  if  the  EMS  is  installed  in  a  vehicle  in 
which the wiring harness does not match the AEM-supplied pinout chart!  
 
 EMS Fuel Map, Boost Fuel Trim Table 
The 30-6030 calibration maps provided utilize the “Boost Fuel Trim Table” to provide 
a 1:1 fuel compensation above and below atmospheric pressure. To use this table, 
the “Boost Fuel Trim Table” should be configured to provide twice as much fuel when 
the manifold pressure is twice as high and half the fuel when the manifold pressure is 
half as high; this should help simplify the tuning process for different vacuum and 
boost levels. Notice the values in the main “Fuel Map” do not change above 100 kPa 
(0 psi boost), the fuel correction is being made by the “Boost Fuel Trim Table.”  
Note: the “Boost Fuel Trim Table” must be adjusted if a different MAP sensor is 
installed or if the Load breakpoints are adjusted. The Boost Fuel Trim value should be 
set to -90 at 10kPa, 0 at 100 kPa, +100 at 200 kPa, +200 at 300 kPa, etc… 
 
 Honda Multiplex Control 
The supported vehicles utilize a Multiplex system which communicates with many of 
the vehicle’s control modules. The 30-6030 Series 2 EMS is different than the 30-
1030 Series 1 EMS since it does not require the stock ECU to be installed for the 
coolant temperature gauge and air conditioning switch to function. 
If the AEM 30-6030 EMS is being installed into a different vehicle which does not use 
the 01-05 Honda Multiplex system, there is no action required in either the software or 
the hardware.  
Note: When using the 30-6030 EMS, always use the 30-6030 specific Coolant Temp 
Wizard calibration (note: this has been configured in all the 6030 startup calibrations). 
   
 
Internal Logging 
Since these vehicles do not have a constant 12V wire in the factory ECU harness, a 
permanent 12V wire must be installed at Pin C1 for the Internal Log Memory. The pins 
and connector in this kit can be used. Note: PC Logging can still be used to record 
data from the EMS while the laptop is connected to the vehicle, it does not require 
power at pin C1. 
 
 
Check Engine Light 
The  Low  Side  10  output  (LS10)  activates  the  Check  Engine  Light  on  the  gauge 
cluster.  It  is configured  to  activate  at  high  RPM  in  the  AEM  startup  calibrations;  this 
can be reconfigured by selecting Tools>>Configure Outputs. 
  
						

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Variable Valve Control (VVC) 
 
The VTEC output (pin B15, High Side 1 output on the EMS) switches from the low-lift 
camshaft lobes to the high-lift camshaft lobes, similar to traditional Honda B-series engines. 
This is controlled by the HS1 output (VTEC function) in the EMS, and can be adjusted in the 
Tools>>Configure Outputs settings.  
 
The i-VTEC output (pin B23, Injector 10 output on the EMS) advances the phase angle of 
the intake camshaft; this will have effects similar to moving an adjustable intake cam gear. 
This is controlled by the VVC 1 output; VVC position is monitored using the T3 input for 
closed-loop feedback. The VVC settings can be adjusted in the VVC tab (which may be 
hidden in the default AEM workspace).  
 
This system is active on this EMS when used with the provided startup calibrations and can 
be adjusted through the use of the ‘VVC 1 Target’ map. Adjustments to the intake cam timing 
are made by changing the values in the ‘VVC 1 Target’ map per Engine RPM and Engine 
Load. The values in the ‘VVC 1 Target’ map can vary from 0 degrees for zero intake cam 
advance to 50 degrees for full intake cam advance.   
 
 
Please note that the VVC Target angle for best power output will depend on the VTEC 
settings, and vice-versa. If VTEC settings are adjusted it would be wise to adjust the VVC 
Target map as well to ensure best power at all engine speeds.   
 
 
  
WARNING:  
Improper use of the Variable Valve Control (VVC) in the AEMTuner software can lead to 
engine failure with certain setups!  
 
Be very careful when building or tuning ‘hybrid’ engine combinations or using aftermarket 
engine internals. OEM engines and camshafts are designed and manufactured in such a 
way that the intake valves cannot be crashed into the pistons or exhaust valves regardless of 
VVC advance angle and/or VTEC settings. It is NOT recommended to build setups that will 
allow the intake valves to be crashed into the pistons or exhaust valves by adjusting settings 
in the EMS!  
 
 
 
 
  
  
						

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Wiring accessories to the EMS 
Please  follow  this  suggested  wiring  diagram  when  adding new accessories and 
retaining  original  accessories such  as the multiplex  coolant  temperature  gauge,  air 
conditioning  switch, reverse  lockout, UEGO  gauges,  MAP  sensors,  IAT  sensors,  or 
switches  for  use  with  the  EMS.  Note  that  wire  polarity  is  not  important  for  the  Air 
Temperature sensor.   
30-1030 (Series 1) vs 30-6030 (Series 2) EMS differences: 
The EMS functions assigned to certain pins have been changed and no longer match the 30-
1030 EMS. Unless otherwise noted, the following pins and functions will need to be manually 
reconfigured after using AEMTuner to convert a V1.19 30-1030, Series 1 EMS calibration for 
use with the 30-6030 Series 2 hardware. 
 
Pin  Vehicle harness destination 30-1030 function 30-6030 function Notes 
A27 Ignition coil 4 Coil 5 Coil 4 Changed in startup calibration 
C21 --- Injector 9i CAN1H Changed to CAN high side 
C22 --- Injector 10i CAN1L Changed to CAN low side 
D1-D17 --- Stock ECU 
Multiplex control --- 30-6030 EMS does not require 
stock ECU piggyback for multiplex 
E13 --- FM Coil 6  
E24 Instrument cluster multiplex --- Multiplex 6030 EMS now controls multiplex +5V Sensor Power (tapped)
Sensor Ground (tapped)
MAP Signal
Sensor Ground (tapped)
O2 Sensor 1
Black (Sensor Ground)
Green (MAP Signal)
Red (+5V Sensor Power)
Black (Battery or chassis ground)
Red (+12V power, 5A fuse)
AEM UEGO 
P/N: 30-5130
Brown (Analog - signal)
White (0-5V Analog + signal)
Pink (Switched +12V Power)
MAP Sensor 
P/N: 30-2130-50
AEM EMS P/N: 30-6030
A20, A21, or E5
A10, A11, A16, or E4
A10, A11, A16, or E4
A6 or C13
A19
A20, A21, or E5
A10, A11, A16, or E4Sensor Ground (tapped)Black (Sensor Ground)
+5V Sensor Power (tapped)Red (+5V Sensor Power)
Reverse Gear Lockout Output
Switched Input
Multiplex
Sensor Ground (tapped)
IAT Sensor
Ground
Multiplex for air conditioning switch 
and coolant temperature gauge
Reverse Lockout Solenoid
Switch 1
Air Temperature Sensor 
P/N: 30-2010
E11
B7
E24
A10, A11, A16, or E4
B17
MAF SensorMAF SignalMAF SignalA8  
						

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1) Install AEMTuner software onto your PC  
The latest version of the AEMTuner software can be downloaded from the AEMTuner 
section of the AEM Performance Electronics forums found at www.aemelectronics.com  
Series 2 units are not supported by the older AEMPro tuning software.  
 
2) Remove the Stock Engine Control Unit 
a) Disconnect negative terminal from battery 
b) Access  the  stock  Engine  Control  Unit  (ECU).  The location  of  the  ECU  on the Acura 
RSX, Honda Civic, and Honda CR-V vehicles is on the passenger side of the vehicle 
behind the glove box. 
Acura RSX      Honda Civic Si 
 
 
c) Carefully  disconnect  the  wiring  harness  from  the  ECU.  Avoid  excessive  stress  or 
pulling  on  the  wires,  as  this may  damage  the  wiring  harness. All connectors must be 
removed  without  damage  to  work  properly  with  the  AEM  ECU.  Do  not  cut  any  of  the 
wires in the factory wiring harness to remove them.  
d) Remove the fasteners securing the ECU to the car body, and set them aside. Do not 
destroy  or  discard  the original ECU,  as  it  can be  reinstalled  easily  for  street  use  and 
troubleshooting. 
 
3) Repin ECU pins (only necessary if adding or relocating ECU pins) 
a) Locate  a small  screwdriver  (a  precision  1.5mm  wide  flathead  screwdriver  is 
recommended) and carefully pry white plastic retainer using both slots in the retainer 
so it disengages vertically about 1mm as shown in the following pictures: 
 
Screwdriver lifts here     Plastic retaining mechanism after lifting 
     
1mm  
						

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b) Next  remove  the  metal  pin  from  the  plastic  connector  by  lightly prying  on  the 
plastic tabs that secure the metal pin in the plastic connector while pulling on the wire 
at the same time as shown below.  
Pry this tab up to release the pin        While prying tab up, gently pull pin back 
 
 
4) Install the AEM Engine Management System 
a) Plug the factory wiring harness into the AEM EMS and position it so the wires are not 
pulled  tight  or  stressed  in  any  manner.  Secure  the  EMS  with  the  provided  Velcro 
fasteners. 
b) Reconnect the negative battery terminal. 
c) Plug the communications cable into the EMS and into your PC. 
d) Turn the ignition on, but do not attempt to start the engine.  
e) At the time these instructions were written, new EMS units do not require USB drivers 
to  be  installed  on  the  PC.  The  EMS  will  automatically be  detected as  a  human 
interface device (HID). 
f) With the AEMTuner software open, select ECU>>Upload Calibration to upload the 
startup calibration file (.cal) that most closely matches the vehicle’s configuration to 
be tuned. Check the Notes section of the calibration for more info about the vehicle it 
was configured for. These files can be found in the following folder:  
C:\Program Files\AEM\AEMTuner\Calibrations\Honda - Acura\  
g) Set the throttle range: Select Wizards>>Set Throttle Range and follow the on-screen 
instructions. When finished, check that the ‘Throttle’ channel never indicates less 
than 0.2% or greater than 99.8%, this is considered a sensor error and may cause 
some functions including idle feedback and acceleration fuel to operate incorrectly.   
						

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5) Ready to begin tuning the vehicle. 
a) Before  starting  the  engine,  verify  that  the  fuel  pump  runs  for  a  couple  of  seconds 
when the key is turned on and there is sufficient pressure at the fuel rail.  
If  a  MAP  sensor  is  installed,  check  that  the  Engine  Load  indicates  something near 
atmospheric  pressure  (approximately  101kPa  or  0  PSI  at  sea  level)  with  the  key  on 
and  engine  off.  Press  the  throttle  and  verify  that  the  ‘Throttle’  channel  responds  but 
the Engine Load channel continues to measure atmospheric pressure correctly.  
b) Start the engine and make whatever adjustments may be needed to sustain a safe 
and reasonably smooth idle. Verify the ignition timing: Select Wizards>>Ignition 
Timing Sync from the pull-down menu.  Click the ‘Lock Ignition Timing’ checkbox 
and set the timing to a safe and convenient value (for instance, 10 degrees BTDC). 
Use a timing light to compare the physical timing numbers to the timing value you 
selected. Use the Sync Adjustment Increase/Decrease buttons to make the physical 
reading match the timing number you selected. 
 
Crankshaft timing marks are not labeled for some vehicles. Consult the factory 
service manual for more information. The diagram below shows labels for the original 
timing marks. “A” points to the timing indicator and “B” points to the red mark that is 
located 8° before top dead center. 
 
 
 
 
c) Note:  This  calibration  needs  to  be  properly  tuned  before  driving  the  vehicle.  It  is 
intended for racing vehicles and may not operate smoothly at idle or part-throttle.  
 
 
 
NEVER TUNE THE VEHICLE WHILE DRIVING  
						

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6) Troubleshooting an engine that will not start 
a) Double-check  all  the  basics  first. Engines  need  air,  fuel,  compression,  and  a 
correctly-timed  spark  event.  If  any  of  these  are  lacking,  we  suggest  checking  simple 
things  first.  Depending  on  the  symptoms,  it  may  be  best  to  inspect  fuses,  sufficient 
battery  voltage,  properly  mated  wiring  connectors,  spark  using  a  timing  light  or  by 
removing  the  spark  plug,  wiring  continuity  tests,  measure  ECU  pinout  voltages, 
replace recently-added or untested components with known-good spares. Check that 
all EMS sensor inputs measure realistic temperature and/or pressure values.  
b) If  the  EMS  is not firing  the  coils  or injectors at  all,  open  the  Start tab  and  look for the 
‘Stat  Sync’d’  channel  to  turn  ON  when  cranking.  This indicates  that  the  EMS  has 
detected  the  expected  cam  and  crank  signals;    if  Stat  Sync’d  does  not  turn  on, 
monitor  the  Crank  Tooth  Period  and  T2PER  channels  which  indicate  the  time 
between  pulses  on  the  Crank  and  T2  (Cam)  signals.  Both  of  these  channels  should 
respond  when  the  engine  is  cranking,  if  either  signal  is  not  being  detected  or 
measuring  an  incorrect  number  of  pulses  per  engine  cycle  the  EMS  will  not  fire  the 
coils or injectors. 
c) If  the  Engine  Load  changes  when  the  throttle  is  pressed  this  usually  indicates  that 
there is a problem with the MAP sensor wiring or software calibration (when the EMS 
detects  that  the  MAP  Volts  are  above  or  below  the  min/max  limits  it  will  run  in  a 
failsafe mode using the TPS-to-Load table to generate an artificial Engine Load signal 
using the Throttle input). This may allow the engine to sputter or start but not continue 
running properly.  
 
Sufficient battery voltage during cranking (starting) 
Having  enough  battery  voltage  when  you  crank  over  your  vehicle  is  critical  to  the 
operation  of  your  vehicle  and  your  AEM  EMS.  For  the  EMS  to  function  properly,  the 
battery voltage must remain at or above 8 Volts when the vehicle is first starting. This 
is the time when your electrical system will be worked its hardest and be at its lowest 
voltage.  If  you  are  connected  to  your  Series  2  EMS  with  a  USB  communications 
cable,  and  you  experience  disconnecting  while  the  vehicle  is  cranking,  the  reason 
may  be  a battery  voltage  of  less  than  8  volts.  If  this is the  case,  you  can  confirm  this 
by connecting with a serial cable (a serial adapter may be required if your computer is 
not  equipped  with  a  serial  port)  and  check  in  the  AEMTuner  software  for  a  Channel 
called  “Run  Time”.  “Run  Time”  is  the  amount  of  time,  in  seconds,  that  the  EMS  has 
been  turned  on  for.  If  you  notice  that  this  Channel  goes  to  zero  while  the  EMS  is 
communicating  with  the  computer  and  the  vehicle  is  being  cranked,  that  means  the 
EMS has had lower than 8 Volts at some point and has reset the system. A thorough 
wiring  check  may  reveal  a  large  voltage  drop  causing  this  problem,  or  it  may  simply 
be the need for a new or a larger battery.  
						

							Page 10 of 17 
Application Notes for EMS P/N 30-6030 
K20A2, K20A3, K24A1, D17A1, D17A2, D17A6 
Make: Acura/Honda   Description Function ECU Pin # 
Model: Civic, Civic  SI, RSX, CR-V  Spare Injector Drivers: Injector 8 B7 and C5 
Years Covered: 2001-2005  Spare Injector Drivers: Injector 5 B14 and C2 
Engine Displacement: 1.7L, 2.0L, 2.4L  Spare Injector Drivers: Injector 6 B16 and C3 
Engine Configuration: Inline 4  Spare Injector Drivers: Injector 7 B18 and C4 
Firing Order: 1-3-4-2  Spare Injector Drivers: Injector 10 B23 and C6 
N/A, S/C or T/C: N/A  Spare Injector Drivers: Injector 9 E21 and C7 
Load Sensor Type: MAP  Spare Coil Drivers: Coil 6 E13 
MAP Min: 0.32V @ -13.9 psi  Boost Solenoid: PW 2 E10 and C12 
MAP Max: 4.84V @ 10.94 psi  Spare PWM Freq Driver (PW 1 inverted): PW 1i C19 
# Coils: 4  Spare PWM Freq Driver (PW 2 inverted): PW 2i C20 
Ignition driver type: 0-5V Falling Edge trigger  EGT 1 Location: EGT 1 B10 and C8 
# of Injectors: 4 (Inj 1-4)  EGT 2 Location: EGT 2 B11 and C9 
Factory Injectors: 215cc-330cc saturated  EGT 3 Location: EGT 3 B12 and C10 
Factory Inj Resistors: No  EGT 4 Location: EGT 4 B13 and C11 
Injection Mode: Sequential  Spare 0-5V Input Channel: ADCR 13 E14 
Knock Sensors used: 1 (Knock 1)  Spare 0-5V Input Channel: ADCR 11 E15 
Lambda Sensors used: 1 (O2 # 1, wideband sensor required, original O2 sensor not supported) 
 Spare 0-5V Input Channel: ADCR 14 E29 
   Spare Low Side Output Driver: Low side 1 A1 
   Spare Low Side Output Driver: Low side 5 B20 
Idle Motor Type: Duty-controlled solenoid PW 1  Spare Low Side Output Driver: Low side 4 B21 
Main Relay Control: Yes (hardware controlled)  Spare Low Side Output Driver: Low side 12 E6 
Crank Pickup Type: Hall Effect  Spare Low Side Output Driver: Low side 2 E8 
Crank Teeth/Cycle: 24 + 2  Spare Low Side Output Driver: Low side 6 E18 
Cam Pickup Type: Hall Effect  Spare Low Side Output Driver: Low side 9 E20 
Cam Teeth/Cycle: 4 + 1  Spare Low Side Output Driver: Idle 1 A14 
Transmissions Offered: Manual/Automatic  Spare Low Side Output Driver: Idle 3 B19 
Trans Supported: Manual  Spare Low Side Output Driver: Idle 5 E17 
Drive Options: FWD and AWD  Spare Low Side Output Driver: Idle 7 E25 
Supplied Connectors: Plug C with connectors  Check Engine Light: Low side 10 E31 
AEM Extension/patch harness 30-2986 or 30-2986CD  Spare High Side Driver: High side 2 A22 
AEM Plug/pin kit: N/A  Spare High Side Driver: High side 4 E28 
     Spare High Side Driver: Idle 2 A17 
     Spare High Side Driver: Idle 8 A31 
     Spare High Side Driver: Idle 4 B24 
     Spare High Side Driver: Idle 6 E19 
     VVC High Side Driver: High side 3 B1 
     VTEC High Side Driver: High side 1 B15 
     Spare Switch Input: Switch 1 E11 and C15 
     Spare Switch Input: Switch 2 E12 and C16 
     Spare Switch Input: Switch 5 E16 
     Spare Switch Input: Switch 6 E22 
     Spare Switch Input: Switch 3 C17 
      VTEC Switch Input: Switch 4 B9 
 
*** Important: Wire View of AEM EMS. Reference diagram below for pin location. *** 
 
WARNING:      
*All switch input pins must connect to ground; the switch should not provide 12V power to the EMS 
because that will not be detected as on or off.  22
10789111210101213141511981615141312111089212019181716151413121110
Connector A
2723222426251619
Connector B
312928301718222021242320
Connector C
181719212215
Connector D
14131716
12354619781243567234567123456
2119181716151413122011
Connector E
252423262731282930
741235689