Aem f/ic update

o-gauge-steamer said:
FYI, the 1931 Hemi version of the F/IC 8 has to do with an unusal thing the factory PCM does. It routinely wakes up and takes a look around. Finding no problems, it goes back to sleep. Weird...
Click to expand...
When the vehicle is off?
 
FWIW, I spoke with AEM today regarding the mounting of the FIC. Both people I spoke to recommended mounting the FIC inside the vehicle due to the unit not being weather tight. You will have to extend the harness if you do so as AEM does not offer a longer harness. One person was named Henry and had a 2000 XJ as well.. he was unaware of the Cali emissions package even thought he lived in Cali.
 
Ya I'm kind of tempted to try and smog my jeep with the fic and 9lb pulley in place once she's tuned just to see what would happen. If she failes I'll just drop it back to the 5pm and disconnect the fic and I know it will Pass that way I've done it before. But I am using the 1913 unit with no issues like I said other than part throttle lean out.
 
Does your supercharger have a CARB number? Or do you live in one of the blessed counties in CA that doesn't do a visual inspection? I'm not so lucky.
 
I do have a carb EO but my jeep is a tj so I have it a bit easier. I do have 2 xj's that's why I'm on this site. As far as setup it's all relative but unfortunately stupid Ca carb is not. And I live in a full inspection county. There's a few that slide it but id rather be legal
 
I had seen the one for the TJ but didn't realize thats what you had. Now I see it is right in your sig. My Mustang has run cleaner both times I upped the boost and I have never had the smog tech take out a caliper and measure the pully even though it says what the pulley size it is supposed to be in the CARB paperwork so you should be good as long as you adjust the tune.
 
Ya that's what I'm hoping. I'm still messing with my DIY tune but I'm still gonna take it down south to get it done professional I have no doubt in my mind they'll extract alot more than I can from it with my guessing lol.
 
My tune from procharger was pig rich. I adjusted it a bit and made it a tiny better but when I got my professional dyno tune it was a completely different car. Now I just make sure everything is still fine whenever I add another part. Now that I have the second money pit (Jeep) it hasn't been getting much love. Post up some dyno numbers if you get some.
 
I am going to be installing a wideband (I'm staring at it now) so hope to remove some of the guess work in the une. Problem is, it takes two people to get this done as there will be two laptops (one for the OBDII, one for the AEM) and an AFR gauge to keep track of. I take logs of the runs but it does not beat actually seeing exactly where the cursor is on the map by a set of good eyes.

Hardware List for Your Review and Comment: (really, I would like the input)
40# Injectors.
AEM 30-1930 F/IC 8.
AEM 30-4100 AFR UEGO.

One my partners and I are happy with both the YJ and my XJ I'll post up Dyno Runs. My baseline is 107.7hp and 168.9ftlbs. Take into consideration an altitude of 6500' and the fact that I have P235/75 tires on it with the stock 3.55:1 gearing. Both of which will be changing, but not until after the tuned dyno run.
 
You are right a sexing set of eyes is best but if you use aem logger and have your sideband hooked up to your fic you can see your load afr and rpm on the graph use the cursor and get an exact area too. Also remember the fic though one cell is lighted up it can actually be in-between up to 4 cells at once. 40# should be good I'm running 36# and having no issues fueling.
 
Haha stupid iPhone autospell. Oh well
 
So, I guess sexing must be high on your word choices if the autospell suses it for you. TMI Dude.

My wideband should, hopefully get installed this week and I am expecting the injectors to show along with the F/IC this week as well.
 
I installed my AEM FIC on Sunday. Started around 2:30 and finished up around 9 or so. That was including removing the Apexi, running the wires into the cab, soldering, heat shrink, electrical tape, wire looming, pretty much everything aside from the finish mounting of the unit. Crank, cam, injectors, and MAP were intercepted. TPS, O2s and of course power/ground was taped. I used a 1000 ohm resistor on the O2 sensors.

I still need to tie my WEGO into it, wire up the switch (for dual cals or logging init), and securely mount the unit. And of course work on the calibration. I ran the wires for A & B map to the bay, but I don't know if I will hook them up to anything. Maybe the intake air temp sender.

Before I installed it I decided it would be best to flash it to the latest firmware files. That wasn't suck a good idea as the Z110 file didn't play well with the Jeep PCM. All kind of badness.. bucking, jerking, lean than rich, etc. Limped it home. Monday evening I re flashed it with the Z107 firmware (which it shipped with) and its working fine. So, don't use the Z110 firmware.

Now I just need to work on the fuel trims then play. I may try to move the CPS to increase the timing a bit.
 
I have the same issues with my tune I'm going to try the downgrade well i guess upgrase the firmware tomorrow night maybe only problem is I'm working the next 4 days. And I spent all day today on my shifter and new valvebody. I also need to wire in my new shift light I installed.
 
Because all you can do via the FIC is retard it. It won't advance it due to the fact that its going off the sensors and it can't see the future. So, you have to advance it some other way and retard it via the FIC if necessary. You might be able to play with the MAP sensor map to change the timing a bit, but you would be fighting with the fuel map then.
 
Ya no advancing in AEM unfortunately
 
Getting a dyno tune on Thursday at all out performance in Fresno CA from the recommendation of many local friends. Hopefully it goes good and we can get some good numbers
 
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