AEM Undocumented Settings v1

5/21/2018 AEM Undocumented Settings v1

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AEM Undocumented SettingsLast updated: 11/23/07

HARDWARE !"#$S:

The crank sensor input can be from either a Magnetic Variable Reluctance (VR)

sensor or a Hall effect sensor. The two types of sensor require differenthardware settings on the !" board# so are selected by physical $umpers.

%umpe&s

%igure &' M M &*+&,** (&- M)

To allow for different input ranges of the crank sensors# physical hardware$umpers need to be set. Typical $umper /ames'

!rank sensor (01T&)!am ensor (01T2)peed ensor (01T,)pare peed ensor (01T3)

!456 & (01!&)!456 2 (01!2)!456 , (01!,)

!456 3 (01!3)

ensor Type 0umper 1osition/VR noneHigh 4utput (VR# M-) &+2 positionHall76ogic (*+89) 2+, position


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TIP:ome M !"s such as the &*+&,&, ha9e the $umpers on board to change theignition output# but don:t ha9e the transistor mounted to complete the circuit.5n these cases an igniter will need to be used to dri9e an M or some other !5systems directly. transistor can also be soldered onto the board in the blank01! board locations.

'AR SE$SR

The barometric sensors on the M M board on some applications are disabled tomake use of an e;ternal sensor built into the M% or other e;ternal barometricsensors. To enable the on+board sensor the $umper (012) will need to be mo9ed tothe 2+, position connecting the internal barometer circuit to the board.

SA"URA"ED DR#(ER) power transistor dri9er that turns fully on for the entireduration of the in$ector 1s usable flow range. The ? of an in$ector used with this type ofcircuit is more duty cycle sensiti9e due to heat dissipation considerations.This dri9er>s inducti9e suppression# which may be resistance# capacitance or@ener# significantly affects the in$ector>s ?d rates due to 9ariations in thecircuit>s current decay rate. This decay results in a change of the in$ector>sclosing time.

!EA*)HLD DR#(ER) dri9er that uses two le9els of current to operate thein$ector. The dri9er circuit applies battery 9oltage to the in$ector until apredetermined current le9el is reached. The current is then reduced and held ata lower le9el for the duration of the pulsewidth. This type of dri9er isnormally used with in$ectors ha9ing low resistance coils (typically around 2ohm). The accuracy of the dri9er peak current le9el (5p) and the hold currentle9el (5h) is held to A*.8*B.

Advantages:The high peak current minimi@es 4T response and the low hold currentminimi@es !T response. This method of control results in an increased linearrange of in$ector operation.

Disadvantages:Heat is primarily dissipated at the dri9er. !ircuitry is more

comple; than that of the saturated dri9er.

'asic SE"U! tips:

"+&ott,e con-igu&ation


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5n the calibration file# ad$ust the T1 min and ma; 9oltages manually ratherthan using the setup wi@ard.

et the T1 settings in such a way that the throttle readings /VR reach *B or&**B (e9en with 9ariances caused by engine bay temperature and on7off status).

;ample' et the Throttle setting so that you ne9er are under &B when fullyreleased and o9er CDB when fully depressed and the ignition 4/. This will sa9eyou from many headaches with throttle based trims.

#gnition "iming .+ec

lways check timing on the secondary side of the coil system. /e9er attempt touse the primary side as a pickup. oing so will cause an offset of true 5gnitiontiming that can in some cases 9ary or drift with rpm. 5n cases where a plug wireor other method of getting a secondary pickup signal isn:t possible# try settingup a temporary con9entional plug and wire coil setup or setup a plug wire in+between the !41 so that you can sync the ignition timing with a light.

4nce the basic ignition is synchroni@ed with a timing light# and while thetiming is still locked. Re9 the engine to roughly 8***rpm and check for timing

drift. d$ust the option Epickup comp delayF until minimal drift is noticed.

!icup .omp De,a"sed to compensate for timing pickup and ignition components latency andminimi@e 5gnition Timing GdriftG. Typical 9alue 3*

UEL Map con-igu&ation:

LD0M!. fuel map compression factor used to impro9e the dynamic range of the fuel map.288 is an uncompressed map.

Mic&osec/it%ueling table scalar. "sed as a multiplier for the raw 9alues in the fuel table.

.am/.&an ptions

.&an L Sens Aoe

ome VR crank sensors gi9e too high an output at high engine speeds causinge;cessi9e noise and dropped signals. This feature allows the sensiti9ity of the!" to be switched to a lower setting at an engine speed abo9e a user setamount. Typically &8**rpm.

.&an H Sens 'e,o4

High channel sensiti9ity when below this 9alue. This should be set below the 4/9alue (hysteresis). %or logic le9el sensors (hall effect)# set to *

.&an Rising Edge

Rising edge of the crank signal is used as the significant edge when 4/.Typically *%% in VR7M- applications.

.&an a,,ing Edge

%alling edge of the crank signal is used as the significant edge if 4/.Typically 4%% in logic7hall applications.


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Snc Ea&,

ynchroni@e on the first cam pulse. This will ignore code that looks for anentire engine cycle %TR the first cam pulse to 9erify the correct number ofteeth has past. 5mpro9es starting significantly.

.&an Snc Sip%ires ignition directly off of the crank sensor without waiting for a cam inputfor synchroni@ation. This option is not meant for applications with more thanone coil output. 4nly for cars that use distributors or batch fire72cycleengines that mechanically cannot fire spark out of sequence.

#gn 5 1/6 "oot+5ntended for a low tooth count crank pattern# where there is one timing e9entper input timing pulse. !losely tied to the !rank 6T fire option and the toothcontrol table.

5n Mitsubishi applications# the 2nd tooth = (Tooth !ontrol). The 5ng I &73option is only used by the G!rank lt %ireG mode by ad9ancing timing by .28internal degrees while cranking# and for checking for synchroni@ation.

.&an #nect A,,

nables a fuel 1R5M pulse which is tunable by temperature on the G5nitial !rank1ulse TableG# adding a single pulse of fuel before Gtat ync>dG is turned onand as soon as the engine starts cranking regardless of engine cycle.

Use:1riming a cold engine for starting. Typically the warmer the engine theless 1R5M is needed.

Snc #gno&e

The synchroni@ation strategy is ignored abo9e this engine speed# if * thensynchroni@ation is always tested.

Snc E&&o& R/Sisables Etat ync>dF if this number of ync errors is detected. lso used asthe number of good syncs to re+establish synchroni@ation.

.&an AL" #RE


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5n some cases# e9en if you get tat ync>d to show 4/ and get no timing errors#this doesn:t mean your $ob is done and the engine will start. %or e;ample#getting ignition during cranking correct is a bit tricky if you ha9e a wheelwith few significant crank edges. 5n this case you need to ha9e a significantedge at about &* degrees JT! and ha9e to use the !rank lt %ire method to makethe M instead fire on the edge itself. ometimes it will be necessary to shiftthe edges# in which case you:ll need to do some tweaking with the Tooth !ontroltable.

5n such cases# ha9ing a simple generator of square wa9es (a parallel 61T port onyour notebook and a small program will do it) attached to the crank and caminputs of yourM and an oscilloscope attached to your cam signal and ignition channels is amust in order to get it firing correctly.

""H .$"RL "A'LE con-igu&ation:

The M !" is designed around an internal counter of &2 markers# known as

teeth# per crank re9olution. 5gnition

!ycle Teeth is the number of internal teeth in one ignition cycle. Thisprocessing using the tooth control table# allows many crank tooth patterns totranslate into a &2 tooth crank wheel that may be processed by a user scalar toabsolute crank degrees.

/ote' 5deally there should be &2 or 23 process significant edge teeth at aregular ,* degrees to create the internal &2 teeth

%igure 2' !ustom 23+tooth trigger disc


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""H .$"RL "A'LE5n order to impro9e timing pattern fle;ibility# the Tooth !ontrol table assignedwith the 9alue KTooth processes the crank signalL the actions to be taken areencoded in , bits'

Tooth !ontrol /umber Jits (*#) %unction

* *** o nothing

&**& 1rocess significant edge

2 *&*1rocess alternati9e edgeL used for crankfiring

, *&&%orce reset of KTooh if loss of syncoccurs

3&** Test for synchroni@ation

8 &*&1rocess significant edge and test forsynchroni@ation

= &&*1rocess alternati9e edge and test forsynchroni@ation

D&&& Reser9ed

tring must end in , (*&&) to indicate end of sequence.

There are , synchroni@ation strategies. 4nly one may be acti9e.

&. Snc .&an S countync !rank !ount is for the cam7crank patterns that ha9e e9enly spaced teethon the crank position sensor trigger wheel with no missing teeth# but has morethan one tooth on the cam position sensor trigger wheel. ince there:s more thanone cam tooth# we can:t use ync !am !ount as it would try to sync in multiplespots.


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/ow# the M will count =# =# and &2 crank teeth between each of the can teethand it will use the unique count of &2 teeth as the reference point for engineposition.

The option GMN ync TestG is where you tell the M what count 9alue to use as areference as the M does not do this automatically.

TIP: ync !am !ount method can also be used for trigger wheels on which not allthe teeth are e9enly spaced (Teeth can be skipped using the tooth table) andalso this method can be used with cam signals with multiple teeth too.

;ample' setup is using a wheel with not e9enly spaced teeth (&&* deg# D* deg# &&* deg#D* deg)# and a cam sensor# which has two teeth in engine cycle (3 cam edges) andthe M starting calibration uses the ync !am !ount method. 5t can be set torun using the ync !rank !ount method as well.

To choose which one# look at a scope of & engine cycle range of your crank andcam signals o9erlaid. Then decide if you can find a unique sync point by either

counting crank edges between two cam edges (ync !rank !ount) or cam edgesbetween significant crank edges (ync !am !ount). 5n this e;ample# it can be setto use either method.

2. Snc .am .ountMost basic of all the ync methods our M uses. This is for cam7crank patternsthat ha9e equally spaced teeth on the crank position sensor trigger wheel# nomissing teeth# and one tooth on the cam position sensor trigger wheel.


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M8 "ime"sed to detect short# long# e;tra# or missing teeth. "sed to make Gd ToothG Timethat is compared with the new tooth time to detect the missing or e;tra tooth#if detected it is displayed in Miss Time. 5f left as * will it not be used.

M8 "ime Sta&t

"sed to make d Tooth Time (when in start mode) that is compared with the newtooth time to detect the missing or e;tra tooth# if detected it is displayed in

D "oot+ time Tooth time O M7N time.

#nection con-igu&ation

#necto& !+ase)synchroni@es the in$ection e9ent to the 9al9e opening angle forbest emissions and throttle response. !hanging this 9alue mo9es all of thein$ectors ad9anced or retarded in relation to T!.

Use:Mo9e this number up or down to obtain the best idle# and throttle response.%or fine tuning of this use the E5n$ector ngle MapF is used.

brief e;planation of how in$ector phasing works in the M software'

5t actually depends on where your cam sync falls relati9e to T!. This is beste;plained using an e;ample'

5f option 5n$ect Tooth P*& *.** teethand the 5n$ d9 Map ,8D degreesand option 5n$ector 1hase *.** teeth

The in$ector will open at the first significant crank edge following the camsync edge. 5f the falling edge is your significant edge# the opening time willcorrespond to the first falling edge of the crank signal. The 5n$ d9 Map has a

range of +,=* degrees to I,8D degrees. The smaller 5n$ d9 M1 9alue# the laterthe in$ector fires. Qou can monitor the actual opening position of the in$ectorby logging the parameter %uel 5n$ P*& 4pen in teeth. 5f all of the abo9e istrue# this parameter should read *.** teeth. o to know e;actly where yourin$ection e9ents are happening relati9e to T!# you need to know where your camsync e9ent happens because e9erything is based off of that signal.

M specific'

The M ,*+&,NN timing pattern control is a little more complicated since itdoesn:t ha9e a single cam sync pulse. Joth the rising and falling edges of thecam signal are significant. These cars ha9e se9eral e9enly spaced teethfollowed by a wide tooth on the cam. 5n this case# if all of the abo9e is true#the in$ector opening will coincide with the first falling edge of the cranksensor signal following the wide cam tooth pulse.

.#L DWELL con-igu&ation:

!oil dwell time is the period of time the coil is charged prior to firingwhich is most important for an inducti9e generated spark. %or a !5 ignitionsetup this time doesn:t matter as much. ll a !5 bo; uses from the !" ignitionsignal is the trigger edges. %or how long time the signal stays high or low (the


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dwell time) between the edges has absolutely no function. The spark comes fromthe energy stored in a capacitor and not from inducti9e charging the coil.

(Disclaimer: Coil dwell calculation is closely tied to te cran! sensor toot

count and te toot control ta"le# To avoid damaging ignition components and$or

your E%S& AE% suggests tat users utili'e te Coil Dwell i'ard# )e sure to

cange Coil Dwell settings in very small increments& and veri*y canges wit an

oscilloscope#+

D4e,, Ma9)This is the ma;imum time between coil charging in crank teeth. large number allows more a9ailable time to charge the coil while a smallernumber allows less time to charge. This sets the ma; duty cycle allowed#regardless of other settings. This is the ma;imum G4/G time of the coil.et this to (Ma; uty !ycle esired /umber of !rank Teeth 1er 5gnition 9ent)

%or instance# the RN+D uses a &2+tooth crank sensor# and is firing the coilse9ery = crank teeth# so in order to limit the ma;imum uty !ycle to ==B# setwell Ma; to 3. (3 *.== =) etting this to , would yield a 8*B ma; dutycycle.

D4e,, Min) This is the time between coil charging in crank teeth. small numberallows more time between each charge while a larger number allows less time.This sets the minimum duty cycle# regardless of other settings. This is theminimum G4%%G time of the coil.

et this to (Ma; uty !ycle esired /umber of !rank Teeth 1er 5gnition 9ent)

TIP:Qou could perform a similar set of calculations here# but 5 prefer to setthis to a low 9alue (*.&+*.8) and use other settings to decide the minimum dwelltime.

.oi, D4e,, acto&)This factor ad$usts the multiplier in the charge timecalculation for each coil. !oil dwell factor is $ust a unit less number# so a

programmer somewhere decided to multiply it by 2 in the calculation.

5gnition !harge Time 2 !oil well %actor (well 9s Jatt Volts 9alue) (well 9s R1M 9alue)

%or instance# here are my table 9alues at 2*** R1M'well %actor' ,*well 9s Jatt Volts' 8*well 9s R1M' &**

This results in a ,.*ms coil charge time',*** us (,.* ms) 2 ,* &** 8*

NM16'ince there are a few factors being multiplied# there are a few different waysto achie9e the same solution. Here:s how 5:9e been doing it# using a &CC, RN+Das an e;ample.

Here is some data gathered from a stock !"'R1M 7 well 7 uty !ycle'


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2*** ++ ,.* ++ 2*,8** ++ 2.C ++ ,,88** ++ 2.D ++ 8*D*** ++ 2.= ++ =*D8** ++ 2.3 ++ =2

/otice the dwell time is decreasing# which will decrease the amount of sparkenergy (which isn:t desirable in most cases). This is to a9oid o9erheating thecoils from ha9ing an e;cessi9ely+high duty cycle.

E9amp,e "&igge& con-igu&ations:

&2tooth cam dri9en hall7logic sensor with & cam tooth

Qou must make se9eral configuration changes in order for the M !" torecogni@e the H66 signal properly.&. 4pen your M calibration file2. -o to etup SS ensors SS !am7!rank ensor SS 4ptions !am7!ranketup,. Make the following changes if you>re still running a single channel ignitionsystem and the distributor for spark distribution'

4ptions !am7!rank%uel Teeth' &2park Teeth' ,5gn Range' &.8*Tooth Time Min' 8*

!rank lt %ire U !rank lt 5n9ert U 5gn I & 7 3 Tooth U ng !ycle & Re9 U

Make the following changes if you>re running a 2+channel ignition in a wastedspark configuration'

4ptions !am7!rank%uel Teeth' &2park Teeth' =5gn Range' &.8*Tooth Time Min' 8*!rank lt %ire U !rank lt 5n9ert U 5gn I & 7 3 Tooth U ng !ycle & Re9 U

Make the following changes if you>re running a 3+channel ignition setup'

4ptions !am7!rank%uel Teeth' &2park Teeth' &2


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5gn Range' &.8*Tooth Time Min' 8*!rank lt %ire U !rank lt 5n9ert U 5gn I & 7 3 Tooth U ng !ycle & Re9 U

4ptions ync etupync arly UN!rank ync kip U Missing' *MN ync Test' &2MN Time' *ync Teeth' &ync rr R7' &&ync 5gnore' *

Tooth !ontrol Tableet tooth control at 8 from position * & , on position &2# and * for theremaining table (8#8#8#8#8#8#8#8#8#8#8#,)

4ptions 5n$ector 1hasing5n$ector 1hase' D.**5n$ect Tooth P*&' =.**5n$ect Tooth P*2' ,.**5n$ect Tooth P*,' C.**5n$ect Tooth P*3' *.**5n$ect Tooth P*8' *.**5n$ect Tooth P*=' *.**5n$ect Tooth P*D' *.**5n$ect Tooth P*' *.**5n$ect Tooth P*C' *.**5n$ect Tooth P&*' *.**

4ptions 5gn 1hasing5gnition ync' *.3, (MA .HA$;E DE!E$D#$; U!$ UR S$.)1ickup elay !omp' &8* (MA .HA$;E)5gn Tooth P*&' =.**5gn Tooth P*2' ,.**5gn Tooth P*,' C.**5gn Tooth P*3' *.**5gn Tooth P*8' *.**5gn Tooth P*=' *.**5gn Tooth P*D' *.**5gn Tooth P*' *.**5gn Tooth P*C' *.**5gn Tooth P&*' *.**

-o to 5gnition +S d9anced 5gnition +S !oil well etup +S !oil well


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well Min' *.*8

5nside# on the bottom board# find $umpers 01T& and 01T2. 5f you>re looking atthe board with the harness connector to your left# they will be on the left sideof the board# near the harness connector. There are a total of 3 $umpers there#01T 01T2# 01T,# and 01T3. o not mo9e 01T, or 01T3.

'S" .M! tuning st&ateg:

'oost .ompensation tuning5f at say 3X R1M and &**X1 you need N amount of fuel to get Q 7% then at 3XR1M and 2**X1 you will need 2N fuel to get the same Q 7%. Make senseY Qes# ine;treme cases the V of the motor will change at some point due to restrictionssomewhere but for the most part this concept holds true.

5f you look at a %ull Joost !omp>d mapping you will see that all fuel columnsare the same 9ertically. The way that works is there:s a %uel Modifier tablecalled EJoost %uel !orrectionF. This is setup usually so that say &**X1 is aG@ero pointG + no change (the @ero point can be anywhere you choose). Jut 2**X1effects a I&**B change in fuel and *X1 is a +&**B change in fueling. 1oints in

between are linear. Making sense so farY

/ow + you can Joost !omp a mapping that:s done cell by cell $ust by applyingthose B changes to the e;isting map. The effect is greater granularity infueling although you MQ need to modify something called the Microsec7Jit.Microec7Jit defines the number G&G in the R< 9iew of the fuel map + more onthat later 4kay# so you now ha9e a mapping that is Joost !omp:d but numbers upand down are not the same + should dri9e as fine as the original map. Qou canstop at this point or go further. 5% you stop here# as 5 did once upon a time#and tune multiple load rows for the same 7% you:ll get a surprise as they allbecome the same number.

4kay# go do a


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Joost !omp it:s also possible to get into a situation where say the car islugging on a hill and more throttle $ust makes it go pig rich but load doesn:tgo up quickly. 5:m actually about to con9ert to this method to try it out.

Make senseY 6ot:s of ways to skin this catZ

Documents

AEM Undocumented Settings v1