AEM Series 2 Plug Play EMS 306320 User Manual
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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 6320
2010 Advanced Engine Management, Inc.
Page 1 of 13
Installation Instructions for:
EMS P/N 30-6320
2006 Mitsubishi EVO IX
2005 2006 Mitsubishi EVO IX (Euro)
2003 2004 Mitsubishi EVO VIII (RHD Euro)
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 13 Thank you for purchasing an AEM Engine Management System. 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 EM S is a stand alone system, which completely replaces the factory ECU and features un ique Plug and Play Technology, which means that each system is configured especial ly for your make and model of car without any jumper harnesses. There is no need to m odify 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 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 utilize aftermarket sensors and has many spare inputs and outputs allowing the eliminat ion of add on rev limiters, boost controllers, nitrous controllers, fuel computers, e tc. It also includes a configurable onboard 1MB data logger that can record any 16 EMS paramete rs at up to 250 samples per second. Every EMS comes with all functions installe d and activated; there is no need to purchase options or upgrades to unlock the full pot ential 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\Mitsubis hi-DSM\ Multiple calibrations may be supplied for each EMS; additional details of the test vehicle used to generate each calibration can be found in t he Calibration 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 th e need to tune the EMS for your specific application. AEM startup calibrations are not inten ded to be driven aggressively before tuning. We strongly recommend that every EMS be tun ed 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 p rocess; be warned that using your vehicle as a learning platform can damage your engi ne, your vehicle, and your EMS.
Page 3 of 13 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 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 is behind the glove box. 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. Do 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 b e reinstalled 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 conne cted to the PC’s USB port and receiving power from the vehicle, the “Found Ne w Hardware” window will appear. Select “Install from a list of specific lo cation (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 calibratio n 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\Mitsubis hi-DSM\ f) Set the throttle range: Select Wizards>>Set Throttle Range and follow the on screen instructions. When finished, check that the ‘Throttle’ channel never indicates
Page 4 of 13 less than 0.2% or greater than 99.8%, this is considered a sensor error and may cause some functions including idle feedback and ac celeration 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 p ressure 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 atmosp heric pressure correctly. b) Start the engine and make whatever adjustments may be needed to sustain a safe and reasonably smooth idle. Verify the ignition tim ing: 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 the timing value you selected. Use the Sync Adjustment Increase/Decrease buttons to make the physical reading match the timing number you select ed. 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 la cking, 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, m easure ECU pinout voltages, replace recently added or untested components with known good spares. Check that all EMS sensor inputs measure realistic temper ature 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. 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 w hich indicate the time between pulses on the Crank and T2 (Cam) signals. B oth of these channels should respond when the engine is cranking, if either sign al 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 pre ssed this usually indicates that there is a problem with the MAP sensor wiring or so ftware calibration (when the EMS detects that the MAP Volts are above or below t he min/max limits it will run in a failsafe mode using the TPS to Load table to gene rate an artificial Engine Load signal using the Throttle input). This may allow th e engine to sputter or start but not continue running properly.
Page 5 of 13
Application Notes for EMS P/N 30 6320 2006 Mitsubishi EVO IX
2005 2006 Mitsubishi EVO IX (Euro)
2003 2004 Mitsubishi EVO VIII (RHD Euro)
Mitsubishi Models: 2006 EVO IX 2005 2006 EVO IX (Euro)
2003 2004 EVO VIII (RHD
Euro) Spare Injector Drivers: Inj 7, Pin 8
Spare Injector Drivers: Inj 8, Pin 6
Spare Injector Drivers: Inj 9, Pin 19
Engine Displacement: 2.0L Spare Injector Drivers:
Inj 11, Pin 17
Engine Configuration: I4 Spare Injector Drivers: I nj 12, Pin 81
Firing Order: 1 3 4 2
N/A, S/C or T/C: Turbocharged
Load Sensor Type: Karman Vortex MAF Spare Coil Drivers: Coil 3, Pin 90
# Coils: 2 (wasted spark) Spare Coil Drivers: Coil 4, Pin 76
Ignition driver type: 0 5V, Falling Edge trigger
# Injectors: 4 (P&H drivers: Inj1 4) EGT #1 Lo cation: Pin 52
Injector Flow Rate: 550 cc/min EGT #2 Location: Pi n 72
Injector Resistance: 2.5 N EGT #3 Location: Pin 74
Factory Inj Resistors: Yes (6 N) EGT #4 Location: Pin 97
Injection Mode: Sequential Spare 0 5V Channels: MA F, Pin 66
Knock Sensors used: 1 Spare 0 5V Channels: ADCR11, Pin 93
Lambda Sensors used: 1 (aftermarket wideband:
factory O2 not supported) Spare 0 5V Channels: ADCR14, Pin 96
Spare Low Side Driver: Low Side 1, Pin 3
Idle Motor Type: Stepper Spare Low Side Driver: Lo
w Side 2, Pin 26
Main Relay Control: Yes (Switch1 in, Coil5 out) Spare Low Side Driver: Low Side 8, Pin 35
Crank Pickup Type: Hall Spare Low Side Driver: Low Side 12, Pin 48
Crank Teeth/Cycle: 4
Cam Pickup Type: Hall
Cam Teeth/Cycle: 2 Check Engine Light: Low Side 10 , Pin 22
Transmissions Offered: M/T, A/T Spare Switch Input:
Trans Supported: M/T Only Spare Switch Input: Swit ch 5, Pin 54
Drive Options: FWD, AWD
A/C Switch Input: Switch 6, Pin 83
Clutch Switch Input: Switch 4, Pin 88
WARNING:
Switch input pins must connect to ground; the switc h should not provide 12V power to the
EMS because that will not be detected as on or off. Connecting 12V power to Switch pins
may damage your EMS and void your warranty.
Wiring harness destinations for non USDM vehicles m ay be different than listed in the
pinout charts below. If installing this EMS on a ve hicle not originally sold in the US, please
verify that the vehicle’s wiring harness matches th e pinout shown here before installing.
The function of several pins have been changed from the original 30 1320 EMS, please
see the pinout chart for more info.
Page 6 of 13 Primary Load Sensor, EMS Fuel Strategy The factory MAF (mass air flow) sensor can be removed to help decrease intake air restriction; the EMS can be configured to use a MAP sensor to determine engine load. It is recommended to use a 3.5 bar MAP sensor or hi gher (P/N 30 2130 50). Please be aware that the IAT (Intake Air Temperature) sensor is integrated into the factory MAF sensor. If the factory MAF / IAT sensor is removed, you may wish to install an AEM IAT Sensor Kit (P/N 30 2010), which includes a sensor, wire connector, and aluminum weld in bung. While the factory MAF sensor locates the IAT sensor upstream of the turbocharger inlet, it may be preferable to install an IAT senso r downstream of the intercooler to accurately measure charge temperatures. The factory Mass Air Flow and Intake Air Temperatur e sensors can be used as the primary load input for the AEM EMS if desired. Plea se check the Notes section of each calibration for more info about the vehicle setup a nd fuel strategy that calibration was configured to use. EMS Fuel Map, Boost Fuel Trim Table The 30 6320 speed density conversion maps provided utilize the “Boost Fuel Trim Table” to provide a 1:1 fuel compensation above and below atmospheric pressure. In the startup calibration, the “ Boost Fuel TrimTable ” is 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 proce ss 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 insta lled or if the Load breakpoints are adjusted. The Boost Fue l Trim value should be set to 90 at 10kPa, 0 at 100 kPa, +100 at 200 kPa, +200 at 300 k Pa, etc… Peak and Hold Injector Drivers Injectors 1 6 include Peak (4 amps) and Hold (1 amp ) injector drivers. These drivers may be used with peak and hold or saturated type inject ors. The factory Mitsubishi wiring harness contains a resistor pack to prevent excessi ve current when using low impedance injectors with the stock ECU. With the 30 6320 inst alled, users can elect to remove and bypass the OEM resistor pack for more precise contr ol of low impedance injectors. Please note that the injector response time will be different with and without the factory injector resistor pack. If the OEM resistor pack ha s been removed and bypassed, please use the correct battery offset wizard for your inje ctors. Most battery offset wizards will specify if they are intended for use w ithout a resistor pack. Ignition System The Mitsubishi Lancer Evolution uses 2 wasted spark ignition coils. Because these “smart” coils have built in igniters, new “dumb” coils must be used if an aftermarket capacitive discharge ignition (CDI) system is to be installed. Some aftermarket ignition systems require a rising edge trigger, in which case an ext ernal igniter would also need to be used. The AEM Twin Fire ignition systems have a selectabl e trigger edge to eliminate the need for an external igniter. The EMS has individual cyl inder trims and can be configured to adjust the ignition timing for each cylinder (even using the factory coils in wasted spark mode). Cylinder 1 uses the Coil1 trim table, Cylin der 2 uses the Coil1 trim table, Cylinder 3 uses the Coil 2B trim table, and Cylinder 4 uses the Coil1B trim table.
Page 7 of 13 MIVEC System MIVEC stands for “Mitsubishi Innovative Valve timin g Electronic Control” and is used to describe the company’s cam timing and lift control system. This is term is used as a catch all for two distinctly different cam control system s offered by the company. The first is a variable intake valve lift and duration control sys tem which can be found on the 4G69 2.4L engine fitted to the regular Lancer. It operates si milarly to Honda’s VTEC system where the intake valve lift and duration change when the system is activated. The second is a variable intake cam timing control system that is f ound on the 4G63 2.0L Turbo engine fitted to the EVO IX. This system allows up to 31 d egrees of intake cam timing adjustment in relation to the crankshaft. (31 crankshaft degre es) This system is active on this EMS when used with th e provided startup calibrations and can be adjusted through the use of the ‘VVC 1 Targe t’. 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 c an vary from 0.0 degrees for no intake cam advance to 31 degrees for full intake ca m advance. Boost Control The Mitsubishi Lancer Evolution boost solenoid can be used and is setup in the base map for low boost. There is no wiring necessary. We hav e found through testing that the amount of boost the engine will make with the stock turbo is limited because of the low air flow capacity of the stock boost control solenoid. You may want to replace the stock boost control solenoid with a higher flowing one which wi ll allow you to run a higher boost level and will also reduce the amount boost taper at high er engine speeds. The AEM Boost Control Solenoid can be used as a replacement for t he stock solenoid. This solenoid has an outstanding pressure range rating and accepts 1/ 8” NPT for high boost applications. Charging System The EVO IX has the ability to shut down the alterna tor via the EMS. This is performed via the Injector#7 general purpose output (pin 8). Turn ing this ON will stop charging the battery, reducing the parasitic drain on the engine . This is not activated in the AEM startup calibrations. Fuel Pump Control The Low Side 11 output (pin 21) controls the main F uel Pump Relay which turns the pump on or off. The Low Side 4 output (pin 55) controls the Fuel Pu mp Low Speed Relay (Relay 3 in Mitsubishi wiring diagrams). This relay can be acti vated to decrease voltage sent to the fuel pump. This output is always disabled in the st art up calibration. The Low Side 12 output (pin 48) controls the Fuel P ressure Solenoid. The Fuel Pressure Solenoid causes the Fuel Pressure Regulator’s vacuu m line to reference atmospheric pressure rather than the intake manifold pressure. This will increase fuel pressure in vacuum, but the lack of pressure reference will lea d to insufficient fuel pressure when manifold pressure is above atmospheric pressure. Th is output is always disabled in the start up calibration. WARNING: Reducing the voltage sent to the fuel pump can affe ct fuel pump output (volume and/or pressure). If you wish to decrease f uel pump speed, monitor fuel pressure and air/fuel ratio very carefully to avoid engine d amage!
Page 8 of 13
Wiring accessories to the EMS:
Please follow this suggested wiring diagram when ad ding accessories such as UEGO
gauges, MAP sensors, IAT sensors, or switches for u se with the EMS. Note that wire
polarity is not important for the Air Temperature s ensor.
Page 9 of 13
Connection Diagram for EMS P/N 30 6320
PnP Means the Plug and Play system comes with this conf
igured for proper operation of this
device. Is still available for reassignment by the end user.
Avail Means the function is not currently allocated and is available for use Dedicated Means the location is fixed and cant be changed
Pin 2006 Mitsubishi Lancer EVO IX AEM EMS 30-6320 I/O Notes
1
No. 1 Injector P&H Injector #1 Output Injector 1 (Peak/Hold 4A/1A driver)
2 No. 4 Injector P&H Injector #4 Output Injector 4 (Peak/Hold 4A/1A driver)
3 Front Heated Oxygen Sensor Heater Low Side Driver # 1 Output Available Switched Gnd, 1.5A Max
4
PW #3 Output Available Switched Gnd, 1.5A Max
5
Secondary Air Control Solenoid Valve (European EVO Only) Idle #5 Output Available Switched Gnd, 1.5A Max
6 EGR Vacuum Solenoid (US Only) / Wastegate Solenoid
2
(European EVO Only) Injector #8 Output Available Switched Gnd, 1.5A Max
7
8 Generator G Terminal Injector #7 Output PnP for Alternator Control
9
No. 2 Injector P&H Injector #2 Output Injector 2 (Peak/Hold 4A/1A driver)
10 Injector #5 Output Available Switched Gnd, 1.5A Max
11 Ignition Power Transistor Coil 1 & 4 Coil #1 Output PnP for Coil 1 / Coil1B
12 Ignition Power Transistor Coil 2 & 3 Coil #2 Output PnP for Coil 2 / Coil2B
13 CAN1H Dedicated
14 Stepper Motor Coil A1 Idle #1 Output PnP for Stepper Idle Motor
15 Stepper Motor Coil B1 Idle #3 Output PnP for Stepper Idle Motor
16
Evaporative Emission Purge Solenoid Idle #7 Output Available Switched Gnd, 1.5A Max
17 Injector #11 Output Available Switched Gnd, 1.5A Max
18 Fan Control Module Low Side Driver #9 Output User 1 PW output, coolant
19 Volume Airflow Sensor Reset Signal Injector #9 Outp ut PnP for VAF Sensor
20 A/C Compressor Clutch Relay Low Side Driver #6 Output PnP for A/C
21
Fuel Pump Relay Low Side Driver
#11 Output PnP for Fuel Pump Control
22 Malfunction Indicator Lamp Low Side Driver
#10 Output Available Switched Gnd, 1.5A Max
23 High Side Driver #1 Output Available Switched 12V, 1.5A Max
24 No. 3 Injector P&H Injector #3 Output Injector 3 (Peak/Hold 4A/1A driver)
25 Injector #6 Output Available Switched Gnd, 1.5A Max
26
Rear Heated Oxygen Sensor Heater Low Side Driver #2 Output Available Switched Gnd, 1.5A Max
27
PW #1i Output Available Switched Gnd, 1.5A Max
28 Stepper Motor Coil A2 Idle #2 Output PnP for Stepper Idle Motor
29 Stepper Motor Coil B2 Idle #4 Output PnP for Stepper Idle Motor
30 Condenser Fan Relay HI Low Side Driver #3 Output PnP for Fan Control
31 Condenser Fan Relay LO Low Side Driver #5 Output PnP for Fan Control
32 Oil Feeder Control Valve Injector #10 Output PnP for MIVEC VVC
33 CAN1L Dedicated
34 Sensor Ground Sensor Ground Output Dedicated, sensors only
35
Evaporative Emission Ventilation Solenoid Low Side Driver #8 Output Available Switched Gnd, 1.5A Max
Page 10 of 13 Connection Diagram for EMS P/N 30 6320 PnP Means the Plug and Play system comes with this conf igured for proper operation of this device. Is still available for reassignment by the end user. Avail Means the function is not currently allocated and is available for use Dedicated Means the location is fixed and cant be changed Pin 2006 Mitsubishi Lancer EVO IX AEM EMS 30-6320 I/O Notes 41 Turbocharger Wastegate Solenoid PW #2 Output PnP for Boost Control 42 Sensor Supplied Voltage 5V Sensor Output Dedicated 43 Crankshaft Position Sensor Crank (T1) Input Dedicated 44 Engine Coolant Temperature Sensor Coolant Input PnP for Coolant Temperature 45 Tachometer Signal Low Side Driver #7 Output PnP for Tachometer 46 Power Ground Power Ground Input Dedicated 47 Power Supply Power Input Dedicated 48 Fuel Pressure Solenoid Valve Low Side Driver #12 Output PnP for Fuel Pressure Control 49 Sensor Ground Sensor Ground Output Dedicated 50 Camshaft Position Sensor Cam (T2) Input Dedicated 51 Barometric Pressure Sensor Baro Input PnP for Barometric Pressure 52 Generator FR Terminal EGT #1 Input Available, RTD Temperature 53 Intake Camshaft Position Sensor Car Speed Input PnP for MIVEC 54 Power Steering Pressure Switch Switch #5 Input Avail, switch must connect to ground 55 Fuel Pump Relay 3 (Low Speed) Low Side Driver #4 Output PnP for Fuel Pump 56 Intercooler Water Spray Motor (European EVO Only) P W #1 Output PnP for Intercooler Water Spray 57 MFI Relay Main Relay (C5) Output Dedicated 58 Power Ground Power Ground Input Dedicated 59 Power Supply Power Input Dedicated 60 Battery Backup Permanent Power Input Dedicated 61 Volume Airflow Sensor Spare Speed Input PnP for Air Flow Meter 62 Intake Air Temperature Sensor AIT Input PnP for Air Temperature 63 Idle #6 Output Available Switched Gnd, 1.5A Max 64 Idle #8 Output Available Switched Gnd, 1.5A Max 65 A/C Switch 2 Switch #3 Input PnP for A/C 66 Intercooler Water Spray Auto Switch (European EVO O nly) MAF Input Available, 0 5V sensor input 67 Intercooler Water Spray Manual Switch (European EVO Only) PW #1 Output Available Switched Gnd, 1.5A Max 68 Ignition Start Switch Cranking (SW1) Input Dedicated