AEM Series 2 Plug Play EMS 306100 User Manual
Have a look at the manual AEM Series 2 Plug Play EMS 306100 User Manual online for free. It’s possible to download the document as PDF or print. UserManuals.tech offer 223 AEM manuals and user’s guides for free. Share the user manual or guide on Facebook, Twitter or Google+.
ADVANCED ENGINE MANAGEMENT INC.
2205 126
th Street Unit A Hawthorne, CA. 90250
Phone: (310) 484 2322 Fax: (310) 484 0152 Http://www.aempower.com
Instruction Part Number: 10 6100 (instructions revi sed Nov 2009)
2009 Advanced Engine Management, Inc.
Page 1 of 12
Installation Instructions for:
EMS P/N 30-6100
1993-1998 Toyota Supra TT
WARNING:
!
This installation is not for the tuning novice nor the PC illiterate!
Use this system with EXTREME caution! The AEM EMS System
allows for total flexibility in engine tuning. Misu se of this
product can destroy your engine! If you are not wel l versed in
engine dynamics and the tuning of management system s or are
not PC literate, please do not attempt the installa tion. Refer the
installation to a AEM trained tuning shop or call 8 00-423-0046
for technical assistance. You should also visit the AEM EMS
Tech Forum at http://www.aempower.com
NOTE: AEM holds no responsibility for any engine da mage that
results from the misuse of this product!
This product is legal in California for racing vehi cles only and should never
be used on public highways.
Page 2 of 12 This product is legal in California for racing vehicles only and should never be used on public highwa ys. Thank you for purchasing an AEM Engine Management S ystem. The AEM Engine Management System (EMS) is the resul t of extensive development on a wide variety of cars. Each system is engineered for the particular application. The AEM EMS differs from all others in several ways. The EMS is a stand alone system that completely replaces the factory ECU and features unique Plug and Play Techn ology, which means that each system is configured especially for your make and model of ca r without any jumper harnesses. There is no need to modify your factory wiring harness and i n most cases your car may be returned to stock in a matter of minutes. For stock and slightly modified vehicles, the suppl ied startup calibrations are configured to work with OEM sensors, providing a solid starting p oint for beginner tuning. For more heavily modified cars, the EMS can be reconfigured to utili ze 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 sampl es 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 ve hicles uses the stock sensors and actuators. After installing the AEMTuner software, the startup calibration will be saved to the following folder on your PC: C:\Program Files\AEM\AEMTuner\Calibrations\Toyota” in the AEMTuner Multiple calibrations may be supplied for each EMS; additional details of the test vehicle used to generate each calibration can be found in the Ca libration Notes section for that file. Please visit the AEM Performance Electronics Forum at http://www.aempower.com and register. We always post the most current strategy release, PC Software and startup calibrations online. On the forum, you can find and share many helpful hints/tips to make your EMS perform its best. TUNING NOTES AND WARNING: While the supplied startup calibration may be a goo d starting point and can save considerable time and money, it will not replace the need to tun e 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 usi ng your vehicle as a learning platform can damage your engine, your vehicle, and your EMS.
Page 3 of 12 This product is legal in California for racing vehicles only and should never be used on public highwa ys. Read and understand these instructions BEFORE attempting to install this product. 1) Install AEMTuner software onto your PC The latest version of the AEMTuner software can be downloaded from the AEMTuner section of the AEM Performance Electronics forums. Series 2 units are not well supported by the older AEMPro tuning software. 2) Remove the Stock Engine Control Unit a) Access the stock Engine Control Unit (ECU). The loc ation of the ECU on the Supra is behind the passenger side kick panel. b) Carefully disconnect the wiring harness from the EC U. Avoid excessive stress or pulling on the wires, as this may damage the wiring harness. Some factory ECUs use a bolt to retain the factory connectors, and it must be removed before the harness can be disconnected. There may be more than one connector, and they must all be removed without damage to work properly with the AEM ECU. D o not cut any of the wires in the factory wiring harness to remove them. c) Remove the fasteners securing the ECU to the car bo dy, and set them aside. Do not destroy or discard the factory ECU, as it can be re installed easily for street use and troubleshooting. 3) Install the AEM Engine Management System a) Plug the factory wiring harness into the AEM EMS an d position it so the wires are not pulled tight or stressed in any manner. Secure the EMS with the provided Velcro fasteners. b) Plug the comms cable into the EMS and into your PC. c) Turn the ignition on but do not attempt to start the engine. d) The USB drivers must be installed the first time yo u connect to a Series 2 EMS with an onboard USB port. When the Series 2 EMS is connecte d to the PC’s USB port and receiving power from the vehicle, the “Found New Ha rdware” window will appear. Select “Install from a list of specific location (Advanced )” and browse to the following folder: C:\Program Files\AEM\AEMTuner\USB Drivers (Series 2 )\ e) With the AEMTuner software open, select ECU>>Upload Calibration to upload the startup calibration file (.cal) that most closely m atches the vehicle’s configuration to be tuned. Check the Notes section of the calibration f or more info about the vehicle it was configured for. These files can be found in the fol lowing folder: C:\Program Files\AEM\AEMTuner\Calibrations\Toyota\
Page 4 of 12 This product is legal in California for racing vehicles only and should never be used on public highwa ys. f) Set the throttle range: Select Wizards>>Set Throttl e Range and follow the on screen instructions. When finished, check that the ‘Thrott le’ channel never indicates less than 0.2% or greater than 99.8%, this is considered a se nsor error and may cause some functions including idle feedback and acceleration fuel to operate incorrectly. 4) Ready to begin tuning the vehicle. a) Before starting the engine, verify that the fuel pu mp runs for a couple of seconds when the key is turned on and there is sufficient pressu re 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 atmospheri c 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 and compare the physical timing numbers to th e timing value you selected. Use the Sync Adjustment Increase/Decrease buttons to make the physical reading match the timing number you selected. c) Note: This calibration needs to be properly tuned b efore driving the vehicle. It is intended for racing vehicles and may not operate sm oothly at idle or part throttle. NEVER TUNE THE VEHICLE WHILE DRIVING 5) Troubleshooting an engine that will not start a) Double check all the basics first… engines need air , fuel, compression, and a correctly timed spark event. If any of these are lacking, we suggest checking simple things first. Depending on the symptoms, it may be best to inspec t fuses, sufficient battery voltage, properly mated wiring connectors, spark using a tim ing light or by removing the spark plug, wiring continuity tests, measure ECU pinout v oltages, replace recently added or untested components with known good spares. Check t hat all EMS sensor inputs measure realistic temperature and/or pressure value s. b) If the EMS is not firing the coils or injectors at all, open the Start tab and look for the ‘Stat Sync’d’ channel to turn ON when cranking. Thi s indicates that the EMS has detected the expected cam and crank signals; if St at Sync’d does not turn on, monitor the Crank Tooth Period and T2PER channels which ind icate the time between pulses on the Crank and T2 (Cam) signals. Both of these ch annels should respond when the engine is cranking, if either signal is not being d etected or measuring an incorrect number of pulses per engine cycle the EMS will not fire the coils or injectors. c) If the Engine Load changes when the throttle is pre ssed this usually indicates that there is a problem with the MAP sensor wiring or software calibration (when the EMS detects that the MAP Volts are above or below the min/max l imits it will run in a failsafe mode using the TPS to Load table to generate an artifici al Engine Load signal using the Throttle input). This may allow the engine to sputt er or start but not continue running properly.
Page 5 of 12 This product is legal in California for racing vehicles only and should never be used on public highwa ys. Application Notes for EMS P/N 30-6100 1993-1998 Supra Make: Toyota Supplied Connectors: Spare pins Model: Supra Spare Injector Drivers: Inj 7, Pin 70 B Years Covered: * 1993 1998 Spare Injector Drivers: Inj 8, Pin A36 Engine Displacement: 3.0L Spare Injector Drivers: Inj 9, Pin 74B (EVAP wire) Engine Configuration: I6 Spare Injector Drivers: I nj 10, Pin 75B(EGR wire) Firing Order: 1 5 3 6 2 4 Spare Injector Drivers: Inj 11, Pin A19 N/A, S/C or T/C: N/A (93 97)TT (93 98) Spare Injector Drivers: Inj 12, Pin A17 Load Sensor Type: MAP Spare Coil Drivers: Map Min: 1.09v @ 11.7 PSI Spare Coil Drivers: Map Max: 4.98V @ 18.3 PSI Spare Coil Drivers: # Coils: 6 sequential outputs Spare Coil Drivers: Ignition driver type: 0 5V Falling Edge trigger Boost Solenoid: PW 2, Pin 60B How to hook up a CDI: Wire after igniter EGT #1 Lo cation: Pin 2B # Injectors: 6 (Inj 1 6) EGT #2 Location: Pin 4B Injector Flow Rate: 550 cc/min EGT #3 Location: Pi n 8B Injector Resistance: 2.3 O (OEM resistor pack) EGT #4 Location: Pin 67B Injection Mode: Sequential Spare 0 5V Channels: AD R14 Pin 24B (2k2 P/U) Knock Sensors used: 1 & 2 Spare 0 5V Channels: ABP RESS, Pin 29A Lambda Sensors used: 1 & 2 Spare 0 5V Channels: Idle Motor Type: Stepper Spare Low Side Driver: Lo w Side 7, Pin 38A Main Relay Control: Yes Spare Low Side Driver: Low Side 9, Pin 68B Crank Pickup Type: Magnetic (2 wire) Spare Low Side Driver: Low Side 11, Pin 59B Crank Teeth/Cycle: 24 Spare Low Side Driver: Cam Pickup Type: Magnetic (2 wire) Check Engine Li ght: Low Side 10, Pin 6A Cam Teeth/Cycle: 1 Brake Switch Input: Switch 6, P in 4A Transmissions Offered: M/T, A/T Spare Switch Input: Switch 3, Pin 3A Trans Supported: M/T, A/T A/C Switch Input: ADR11, Pin 34A Drive Options: RWD Primary Load Sensor The factory Mass Air Flow (MAF) sensor is not used as the load input in the startup calibration as supplied by AEM. The MAF sensor has been shown to be restrictive and, therefore, AEM recommends using the MAP sensor as the primary load input. The factory MAP sensor will reliably read pressures up to approximately 230 kPa (18 psig) of boost. Above this pressure, it is recommended to use a 3 bar MAP sensor or higher (Part # AEM 30 2130 50). Fuel Pump Control As supplied from Toyota, the OEM ECU interfaces wit h a fuel pump ECU to control the speed, high or low, of the fuel pump based on load. The A EM EMS has the ability to replicate this functionality; however it is configured in the Star tup Calibration to run the fuel pump at high speed at all times. The EMS Output COIL8 (Pin 22A) is used to send a 5V signal instructing the OEM fuel pump ECU to energize the fuel pump. Configuring User PW Out to use LS8 and, for example, User PW Analog In to MAP Volts will allow the voltage sent to the fue l pump ECU to be varied in relation to MAP Volts/pressure. Increasing the dut y cycle of the LS8 output will decrease the speed of the fuel pump.
Page 6 of 12 This product is legal in California for racing vehicles only and should never be used on public highwa ys. WARNING: Reducing the voltage sent to the fuel pump can aff ect fuel pump output (volume and/or pressure). If you wish to decrease pump spe ed, monitor fuel pressure and air fuel ratio very carefully to avoid engine damage! WARNING: Do not use pin 22A to control a fuel pump relay di rectly, it must be connected to the OEM fuel pump ECU only. If an aftermarket fuel pump relay will be installed, wire it to be controlled using a spare low side output (for insta nce, LS9 is available on pin 68B). Be sure to configure the output to use the Fuel Pump function using Tools>>Configure Outputs. EMS Fuel Map, Boost Fuel Trim Table The 30 6100 maps provided utilize the “Boost Fuel Trim Table” to provide a 1:1 fuel compensation above atmospheric pressure. In the sta rtup calibration, the “Boost Fuel Trim Table ” is configured to provide twice as much fuel when the manifold pressure is twice as high; this should help simplify the tuning process for di fferent 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 br eakpoints are adjusted. The Boost Fuel Correct value should be set to 0 at 100 kPa, +100 a t 200 kPa, +200 at 300 kPa, etc… Sequential Ignition Coil Outputs The 30 6100 EMS is equipped with six (6) sequential coil outputs. Ignition timing for each cylinder can be independently trimmed if desired us ing the “Coil1 – Coil6 Ign Trim” tables. Peak and Hold Injector Drivers Injectors 1 12 include Peak (4 amps) and Hold (1 am p) injector drivers. These drivers may be used with peak and hold or saturated type injectors . The factory Toyota wiring harness contains a resistor pack to prevent excessive curre nt when using low impedance injectors with the stock ECU. With the 30 6100 installed, users ca n elect to remove and bypass the OEM resistor pack for more precise control of low imped ance injectors. Please note that the injector response time will be different with and without the factory injector resistor pack. If the OEM resistor pack has been re moved and bypassed, please choose the correct battery offset for your injectors using the Setup Wizard. Most battery offset wizard configurations will specify if they ar e intended for use without a resistor pack.
Page 7 of 12 This product is legal in California for racing vehicles only and should never be used on public highwa ys. Automatic Transmission Control The A/T Gear Desired Up and A/T Gear Desired Down maps are used to determine which gear the car should be in depending on Vehicle Spee d and Throttle position. The startup calibration is configured to shift gears earlier at low throttle percentages and later at high throttle percentages; this will keep the engine at a lower RPM when cruising and a higher RPM when accelerating. The Gear Desired Up map determin es when to shift up during acceleration or when the throttle is increased. The Gear Desired Down map determines when to shift down during deceleration or when the throttle is decreas ed. Automatic Transmission: Wide Open Throttle Shifting The A/T WOT Shift Point table is used to calibrate the RPM at which the EM S sends the command to perform the gear change when the throttl e is held above a certain percentage. If the Throttle percentage is higher than the A/T WOT On Above option, the EMS will ignore the A/T Gear Desired maps and activate the shift solenoids at the RPM c ommanded in the A/T WOT Shift Point table. Due to the mechanical and hydraulic respons e time of the transmission it will not shift at the exact RPM that the EMS com mands it to. It may be necessary to set the shift point more than 1000 RPM lower than the desir ed max engine RPM, please be cautious when adjusting the WOT Shift Point table. Automatic Transmission: Line Pressure The Options A/T LPress 1 Period - A/T LPress 3 Period are configured in the Startup Calibration to be 98.44 ms and must not be changed. This frequency is increased by hardware external to the main processor and output to the transmission solenoids at 300Hz. The table below details how the three line pressure solenoids are controlled: AEM EMS Option EMS Output Toyota Name Pin Function A/T LPress 1 Valve PW1 Sol No5 12B Line Pressure A/T LPress 2 Valve HS1 Sol No4 13B Gear Engagement Speed A/T LPress 3 Valve PW3 Sol No3 14B Converter Lockup Note that higher duty cycles will result in a lower line pressure and/or gear engagement speed. Lower line pressure (high duty cycles in the LPress tables) generally translates into slower and softer shifts and lower clutch/band holding force. Higher line pressure (low duty cycles in the LPress tables) generally translates into quicker sh ift speeds and firmer shifts and higher clutch/band holding force. Automatic Transmission: Neutral Exit Retard Even with the lowest possible line pressure, excess transmission shock or harshness may be felt when moving the gear select lever to Drive or Reverse. To further decrease this shock, the EMS can be configured to retard ignition timing whe n shifting into gear from Park or Neutral. The options “AT N Rtd Max”, “AT N Rtd Step,” and “A T N Rtd Tme” can be used to adjust how quickly timing is retarded, the maximum amount of t iming retard, and the length of time the ignition timing is retarded for. Note that A/T Shif t Retard must be enabled if these settings are to be used. The startup calibration for Automatic T ransmission vehicles is configured to retard the ignition when shifting out of Park or Neutral. Traction Control The factory Supra traction control is not supported with the AEM EMS. No removal of components or other action is required from the end user.
Page 8 of 12 This product is legal in California for racing vehicles only and should never be used on public highwa ys. Connection Diagram for EMS P/N 30 6100 1993 1998 Toyota Supra WARNING: pin labeling scheme follows Toyota service manual convention; diagram shows wire side of connector. Pin labels molded into plastic connector may not be accurate, check diagram carefully. Pin# 93-98 Supra 2JZGTE AEM P/N 30-6100 I/O Availability & Notes 1A Switched 12v at key on Main Relay circuit Input Dedicated, activates Switch 1 input 2A Vehicle Speed Sensor Car Speed Input PnP for VSS signal (MT)* 3A Kickdown switch Switch 3 Input Available, switch must connect to GND 4A Brake switch input (12V) Switch 6 Input Available, switch must connect to GND 5A Not Used 6A Malfunction Indicator Lamp LS10 Output Available, switched GND output (1.5A max) 7A Reverse indicator input, A/T only ATPR (GEAR) In put PNP reverse input (auto only) 8A SDL (98 only) Not Used 9A 2nd gear indicator input, A/T only ATP2 (GEAR) I nput PNP 2nd gear indicator (auto only) 10A 1st gear indicator input, A/T only ATP1 (GEAR) Input PNP 1st gear indicator (auto only) 11A ABS to ABS and TRAC ECU CAN1L Output Dedicated 12A OD1 to cruise control ECU CAN1H Output Dedicated 13A TRC To TRAC ECU Reserved Reserved for future use 14A TRC+ To TRAC ECU Reserved Reserved for future use 15A ELS for Idle up Diode Not Used 16A LS7 (Tach out for climate control) LS7 Output PnP for Tacho Out 17A TT For DATALINK connector Injector 12 Output Available, P&H Injector driver 4A/1A 18A Trans mode selector sw (A/T only) Switch 5 Inpu t PnP for Manual trans mode (auto only) 19A TE2 to DATALINK connector Injector 11 Output Available, P&H Injector driver 4A/1A 20A TE1 For DATALINK connector Not Used 21A DI from Fuel Pump ecu Not Used 22A Fuel pump control (FPC) Coil 8 / LS8 Output PnP 0 5V FPC signal, not for use with relays 23A ACMG to A/C Magnetic clutch LS6 Output PNP for A/C compressor relay 24A Main Relay Control Main Relay (HS2) Output Dedicated, activates Main Relay with 12V 25A Trans mode light (A/T only) ATIND (Coil7) Outpu t PNP manual mode indicator (auto only) 26A EFI to TRAC ECU EFI TRC Input Dedicated 27A EFI+ to TRAC ECU EFI+TRC Input Dedicated 28A Over Drive Switch input (A/T only) Switch 4 Input PNP for Overdrive input (auto only) 29A Baro (ADCR12) Input Available, Spare 0 5V Sensor Input 30A Not Used 31A +12V Power from main relay +12V Switched Both Dedicated 32A Not Used 33A +12V permanent battery backup power Permanent + 12V Input Dedicated, used to store internal datalog 34A A/C signal from A/C amplifier ADCR11 Input PNP for Air Conditioning request switch 35A HALLPWR Output +12V Output 36A Injector 8 Output Spare P&H Injector 4A/1A 37A Not Used 38A NEO to TRAC ECU LS7 PnP for spare Tacho Out 39A VTO2 (98 only) Not Used 40A VTO1 (98 only) Not Used
Page 9 of 12 This product is legal in California for racing vehicles only and should never be used on public highwa ys. 1B Input Shaft Speed (B21) ground Timing Ground Out put Dedicated 2B EGT 1 Input Jumper: 0 5V, thermistor or EGT pull up 3B VSS Ground Timing Ground Output Dedicated 4B EGT 2 Input Jumper: 0 5V, thermistor or EGT pull up 5B Cam Sensor 2 (G2) Ground Not Used 6B Cam Sensor 1 (G1) Ground Timing Ground Output Dedicated 7B Crank Sensor (NE) Ground Timing Ground Output Dedicated 8B EGT 3 Input Jumper: 0 5V, thermistor or EGT pull up 9B Auto Trans Sol No2 S2 (Auto only) HS3 Output PNP Auto Trans sol #2 10B Auto Trans Sol No1 S1 (Auto only) HS4 Output PNP Auto Trans sol #1 11B 5V Sensor Reference power +5V Sensor Output Dedicated 12B A/T Sol No5 (Line Press, A/T only) PW 1 Output PNP Auto line pressure 13B A/T Sol No4 (Engagement, A/T only) PW 4 Output PNP Auto gear engagement speed 14B A/T Sol No3 (Converter, A/T only) PW 3 Output PNP Auto Converter Lockup 15B Injector 6 Injector 6 Output PnP Injector 6 (P&H 4A/1A driver) 16B Injector 5 Injector 5 Output PnP Injector 5 (P&H 4A/1A driver) 17B Injector 4 Injector 4 Output PnP Injector 4 (P&H 4A/1A driver) 18B Injector 3 Injector 3 Output PnP Injector 3 (P&H 4A/1A driver) 19B Injector 2 Injector 2 Output PnP Injector 2 (P&H 4A/1A driver) 20B Injector 1 Injector 1 Output PnP Injector 1 (P&H 4A/1A driver) 21B Input Shaft Speed signal (Auto only) Switch 2 I nput Available Switch input 22B Not Used 23B Tail Shaft Speed sensor (Auto only) T4 (Spare S peed) Input PNP for Vehicle Speed with AT vehicles 24B Auto Trans Fluid Temp (Auto only) ADCR14 Input Available 0 5V input, 2.2k pull up to 5V 25B Cam Sensor 2 (G2) Input Not Used 26B Cam Sensor 1 (G1) input Cam Sensor + Input Dedicated 27B Crank Sensor (NE) input Crank Sensor + Input Dedicated 28B Sensor Ground Sensor Ground Output Dedicated, Sensors only 29B DATALINK connector IDLE7 Output PNP Idle control motor 30B IDLE8 Output PNP Idle control motor 31B Auto Trans Sol No5 (SLT+, Auto only) +12V Switc hed Output PNP Auto trans line pressure 32B Idle 4 IDLE4 Output PNP Idle control motor 33B Idle 1 IDLE1 Output PNP Idle control motor 34B Idle 3 IDLE3 Output PNP Idle control motor 35B Idle 2 IDLE2 Output PNP Idle control motor 36B IDLE5 Output Available idle driver 37B IDLE6 Output Available idle driver 38B VSV For exhaust bypass valve LS4 Output PNP for EBP on stock twins 39B VSV For Exhaust gas control valve LS5 Output PNP for EGC on stock twins 40B VSV For intake air control LS3 Output PNP for IAC for stock twins 41B 5V Reference +5V Sensor Output Dedicated 42B Sub Throttle TPS signal input Not Use d 43B TPS signal input TPS Input Dedicated 44B Coolant Sensor Input Coolant Input Dedicated 45B Air Temp Sensor Air Temp Input Dedicated 46B EGR gas Temp Sensor Not Used 47B AFR#1 O2 #1 Input Dedicated, 0 5V signal 48B AFR#2 O2 #2 Input Dedicated, 0 5V signal
Page 10 of 12 This product is legal in California for racing vehicles only and should never be used on public highwa ys.
49B Rear Knock Sensor Knock 2 Input
Dedicated, software knock filter
50B Front Knock Sensor Knock 1 Input Dedicated, software knock filter
51B FAIL (98 only)
Not Used
52B Igniter 6 Coil 6 Output Jumper: falling (5 0V) or rising (0 12V) edge
53B Igniter 5 Coil 5 Output Jumper: falling (5 0V) or rising (0 12V) edge
54B Igniter 4 Coil 4 Output Jumper: falling (5 0V) or rising (0 12V) edge
55B Igniter 3 Coil 3 Output Jumper: falling (5 0V) or rising (0 12V) edge
56B Igniter 2 Coil 2 Output Jumper: falling (5 0V) or rising (0 12V) edge
57B Igniter 1 Coil 1 Output Jumper: falling (5 0V) or rising (0 12V) edge
58B Igniter return IGF1 to ECU ( 5V signal) Not Used
59B LS11 Output Available Switched Ground 1.5amp max
60B Boost Control PW2 Output PNP for boost control
61B Not Used
62B Map Sensor Input MAP Input Dedicated
63B Idle2 Sw from Sub TPS to ECU & TRAC N ot Used
64B Idle1 Sw from Sub TPS to ECU & TRAC Not Used
65B Sensor Ground Sensor Ground Output Dedicated, Sensors only
66B VG signal for Airflow meter MAF Input Available 0 to 5v input, 100k pull up to 5V
67B EFIF (98 only) EGT 4 Input Jumper: 0 5V, thermistor or EGT pull up
68B LS9 Output Available Switched Ground 1.5amp max
69B Chassis Ground Power Ground Both Dedicated
70B Injector 7 Output Available, P&H Injector driver 4A/1A
71B Ox 1 Heater Ground LS12 Output Available Switched Ground 1.5amp max
72B Ox 2 Heater Ground LS2 Output Available Switched Ground 1.5amp max
73B Fuel Pressure up VSV LS1 Output PNP fuel pressure up VSV
74B EVAP Solenoid Injector 9 Output PNP for EVAP control
75B EGR Solenoid Injector 10 Output PNP for EGR control
76B Neutral Starting switch ATPNP (Gear) Input PNP for Neutral indicator
77B Cranking signal input (12V) Not Used
78B Chassis Ground (98 only) Power Ground Both Dedicated
79B Chassis Ground Power Ground Both Dedicated
80B Chassis Ground Power Ground Both Dedicated