Aem f/ic update

[kastein]

Yeah, but doesn't the AEM need to read that sender? I may be wrong here but I thought it had its own sender, which is the one that is in question here. Will a stock XJ one work in that application?

This seems like a question for O-G-S.

 

[CobraMarty]

I'm not saying to use the sensor for the AEM. I am saying to use it just a few times until he pulls the manifold off and redrills it, so that he can get and know what his real manifold intake post supercharger temps are right now. He doesn't need it connected more than a for a few days to get a sense of what the intake temps are i.e. idling, cruise, low boost, high boost especially after 15 inutes warmup. This way he can use his scan tool/OBD port to read the temps.

 

[CobraMarty]

What I mean is that on supercharged engines, and for any engine for that matter, Knowing the charge air temperature is of utmost importance.

He can easily take scan tool/OBD readings of his stock IAT sensor in it's current position (under the TB/before the supercharger) after a 15 minute warm up/drive at idle, cruise, slow non boost acceleration, low boost acceleration and high boost WOT acceleration. These temps can all be measured in 5 minutes.

Then unplug the IAT sensor wire and plug it into a 2nd stock IAT sensor that is screwed into the 1/4"BPT hole and using the scan tool/OBD take a second set of temperature readings at the same- idle, cruise, slow non boost acceleration, low boost acceleration and high boost WOT acceleration. These temps can all be measured in another 5 minutes.

Then he can pull out that 2nd IAT sensor which was screwed into the manifold and screw a plug into it and reconnect the IAT sensor wire to the sensor located under the TB. Back to how it was before and then wait for the time when he pulls the manifold off and redrills the hole for 3/8"NPT and puts in the AEM temp sensor and connect it to the FIC.

30 minutes work and he has 10 data points, 5 before the s/c and 5 after the s/c.

 

[O-Gauge Steamer]

To resolve any confusion here...........
The AEM IAT Sensor is for the F/IC8 to read. The factory IAT Sensor is for the PCM to read and operate on. The F/IC does not require the Sensor, it is an optional addition that I would like to make. For my own edification I might add.

Under no circumstance would I ever consider putting the Factory IAT on the discharge side of the compressor. The PCM would freak out over the temperatures.

My installation, as it stands, works just fine thank you all very much. In order for the AEM Sensor to be installed, the discharge side manifold must be remove, drilled, tapped and reinstalled. What is so difficult to understand/accept about this. It is not a debatable point. I will add some heat blocking at the same time as it will be off of the Heep anyway. Lava Mat for sure and posibly a Header Blanket. Have not decided though I need to as the Kif will be here on 2 August.

Marty,
Let This Go. I Will Not Be Moving The Stock Sensor Around Just To Take Measurements. I am actually SORRY I EVER MENTIONED THIS. And, I am dropping the discussion.

Certainement, et fini, oui?

 

[kastein]

That's all pretty much as I expected. Moving stuff around is hack guesswork and no way would a 3/8 into 1/4 adapter ever get you an accurate reading.

Got a 3/8 NPT tap already? I think I have a spare I paid like 50c to $1 for, can mail it to you if you want. I'll go look for it.

 

[CobraMarty]

Under no circumstance would I ever consider putting the Factory IAT on the discharge side of the compressor. The PCM would freak out over the temperatures.

But you don't even know what your discharge/intake temps are at that location, so how do you know that the PCM would freak out. On a stock setup, the IAT sensor is located in the intake manifold and I have seen it read as high as 180-190 degrees and no PCM freak out.

I would never do a supercharger or turbocharger install without knowing and testing the discharge side temps. Maybe your detonation problem is more related to this issue/problem rather than your fuel or timing curve.

You can lead a horse to water and even stick his head in it but you can't get him to drink.

 

[CobraMarty]

That's all pretty much as I expected. Moving stuff around is hack guesswork and no way would a 3/8 into 1/4 adapter ever get you an accurate reading.

There is no using an adapter, The stock IAT sensor will screw in.

 

[h-townxj]

so just an update on my problems that i held off on resolving just became to fustrated and needed to take a step back.

i still have a random for no given reason die at idle ocassionally, not like a bad iac like somebody turned off the key. even after replacing all of my sensors no to avail and searching for all shorts nothing found. i am starting to belive it is my hex file. ever since i switched to the z107 from the z110 all of my problems have started. so i now belive it is the hex file my jeep is the opposite of gradon's. just a guess im gona try switching back this week. i need to go buy a new battery first as mine has been discharged and not used in months. hope to give an update. crossing my fingers that this will fix it. next step compleatly disconnect the FIC charge back to the original avenger setup with no piggy back if that fix's my poblem then i feel i may just need to ditch the fic unfortunatly. and probably give the unichip a shot. have a few leads on some tuners for it. and a buddy with a neon that may buy my fic.

 

[Talyn]

On initial install I was running the z110 firmware with everything zeroed out. I basically had to limp home as anything above 1/4 throttle caused bogging, back firing, erratic AFR and all kinds of nastyness. A reflash to the z107 firmware and it ran well. I also found out a few weeks ago that the PCM doesn't like the z104 either. Which Jeep of yours is the FIC on?

 

[h-townxj]

its on my 2000 TJ. i dunno for me this is just another theory. considering all of my problems started after my reflash. maybe ill pull it off the jeep tonight and reflash it compleatly clean and see what happns. just keep trying different ones.

 

[O-Gauge Steamer]

Hate to say this but, these issues are all good reasons to run the F/IC8. I have had zero issues with it and can recommend it to everyone. It just works, as advertised.

Programming is not interchangable with the F/IC 6 but that is a small point.

It is interesting to note that in my last conversation with AEM, they indicated that a large number of the SoCal tuning shops do not care to work with the F/IC6. I am beginning to get why that is...

 

[Talyn]

My FIC6 works fine as long as I don't play with the firmware. z107 is what works for me, which is the same one that h-town is having problems with.

 

[h-townxj]

And honestly there is no guarentee it is the firmware. Honestly there his a huge chance I blew the PCM up that day. My battery was dead so I threw it on my charger which is a very old manual charger. I left it on pretty long. And from what I've real it's possibek to overload the PCM doing so.

 

[O-Gauge Steamer]

Kind of my point. As I understand it, in order to use the acceration pump simulator portion of the F/IC, does not the F/IC6 have to have a firmware change?

At the time I made the decision, I carefully read all of the posts on the AEM site. There were a ton of complaints with regards to firmware updates on the F/IC6 and none on the F/IC8. It was one of the deciding reasons for me, but not the only reason.

It is odd though that the z107 works fine for Talyn and h-townxj is having issues. There must be other factors here we are not seeing.

My Kid will be here at the end of the week so... Once again I will be attempting to push the timing. He will run the laptop as I try to force detonations. As of this date, with the very conservative ignition table in use, the KS-4 knock sensor is reporting a detonation free engine.

But, at the end of the day, as long as the hardware does what you want, does it reallly make any difference which F/IC is used?

Here is a thought. We could use Dropbox as a clearing house for F/IC programming if there were an interest in sharing. Many sets of eyes are better than one set. Or, just directly email them.

I would be willing to share my set of tables even though the program cannot be loaded, directly, into a F/IC6. I would do it just so qualified others could give constructive feedback. All that one would need to do is download the "Beta" F/IC8 programming (ver1.06) software to be able to read the file. The 1.05 version does not contain the acceleration pump simulator and will not read my current file owing to the configuration differences. Although I do have a saved copy of the previous version, just in case... My fuel and ignition tables will look odd to you stroker guys as there are 40lb injectors in the Heep. Plus, you need to keep in mind I am successfully using forced induction.

What are your thoughts on pooling programs? Yes, No, Drop Dead Fool?

 

[Talyn]

Kind of my point. As I understand it, in order to use the acceration pump simulator portion of the F/IC, does not the F/IC6 have to have a firmware change?

Yes, in order to upgrade to the latest software on the FIC6 you need upgrade to the latest x3.81 firmware (not the z firmware). IIRC gradon said the x3.81 didn't work for him.

At the time I made the decision, I carefully read all of the posts on the AEM site. There were a ton of complaints with regards to firmware updates on the F/IC6 and none on the F/IC8. It was one of the deciding reasons for me, but not the only reason.

Had I known that the FIC8 had the correct injector circuits for the JTEC PCM I may have gone with it over the FIC6. I like the extra memory for on board logging and there was another feature on the 8 that looked interesting, but can't remember right now.

It is odd though that the z107 works fine for Talyn and h-townxj is having issues. There must be other factors here we are not seeing.

Perhaps there is. In my case it like the FIC was dumping fuel to the one bank and pulling it on the other bank. Or it may have been trying to drive the O2 sensors even though that map was zeroed. I am wondering if somehow the maps get corrupted during a reflash. I flash the firmware, send the cal zeroed, then send the usable cal. I'm wondering if more may need to be done to clear the cal maps. Maybe change all the cells to something other than what they have, like a -1 through out. When the FIC updates, does it only update the cells that have changed, or the whole cal file?

What are your thoughts on pooling programs? Yes, No, Drop Dead Fool?

I would mind doing that, but I need to put some more work in the file first to get it to where I want it. I need time and a better OBDII program than the Autoengunity I have now. Just have to get around to buying it. It would probably be best to zip the cal file with a txt description file with the FIC software/z/x versions and the engine combo description.

 

[O-Gauge Steamer]

The extra feature may be the frequency table. It can be used for several applications, I use it to correct the speedometer. As it turns out, P185/75R16s (32.8") sitting behind 4.56 gears and an AW4 whilst still keeping the factory speedometer drive gear, calls for a -10.9% correction. Not -11% mind you...

Some MAF sensors are frequency based and the table can be used to force change here as well.

The F/IC8 also will accept input from an AEM IAT sensor altough, it does not have a corection table asociated with the sensor. Just provides a reference for the user. To get dynamic correction, you have to go with the EMS as, let's face it, the F/IC is a pointed tool. I will be getting my IAT installed next week when the Kid finally gets here. He is delaying coming home to earn more money at the University where he attends and works.

Who taught him to be a money grubber? Oh... Yah... I remember... But then his delay means I do not have to cough up the money so he can eat.

Cal Files. As far as my understanding goes, the entire file is rewritten. Just as an Excel file is. Even one cell change results in a new file. I keep copies of every iteration. Which is how, when I had the reportedly horrible detonation (being near deef, I can't hear the detonations meself) I plugged the previous file back in.

JTEC compatability. What with the comments I read on the AEM website about the F/IC6 and Chryco compatability plus the update issues, I called them and asked questions. It is an old habit. One of the reasons it takes so long for me to make a decision (no, not the Senility) is fact gathering. Being on a fixed income and being 100% disabled, I have to step very softly indeed.

One of the things I like about AEM is they are always willing to help out with answers.

FYI, I have not attempted to update the firmware on my F/IC8 and most likely will never do so as it performs as needed.

I know I harp on the sharing thing, but... Some of youse guys out there actually do know what you are doing. I hold several of you in high regard.

 

[Talyn]

The F/IC8 also will accept input from an AEM IAT sensor altough, it does not have a corection table asociated with the sensor.

The FIC 6 also has two additional inputs/modification analog channels A and B. You can change the output value of what every you have plugged into it just as you would do for the injectors. It can be based on MAP, MAF, TPS, and Analog A/B. However, they can only be used to change themselves, not like using it as a load selection on the fuel cal.

 

[O-Gauge Steamer]

The F/IC8 also has the Analog Channels. Functionally, it has all of the same features plus the extras.

If someone were to ask, I would say that the F/IC8 is worth the extra bucks. But that is just my opinion.

And it appears I need to proof read my posts before hitting the go button. I do believe there are two "r"s in correction.

 

[CobraMarty]

There are probably not many complaints/problems with the F/IC8 vs the F/IC6 b/c not many are in use. I would think that there are at least 10-F/IC6's out there for every 1-F/IC8.

 

[h-townxj]

Well back to my current issues started the jeeo up with new firmware and hex files.... No change in the stalling. FML.. So some new thoughts have came to mind when she dies its like someone just turned off the key. Is it possible that with the o2 map I am pissing off the PC. And causing it to shut down the asd. Also could my wacked out oil pressure sender do the same? Tonight I am going to zero out my O2 maps and see what the heck happens.