Aem f/ic update

Thanks, but for the JTEC -
What does the accel enrichment timer = 0 (97-98) mean? vs enabled (99-01)?
JTEC+ ?
 
So does that mean that on my '98 as soon as I accelerate it comes out of closed loop into open loop?
 
We look it up. The operation of the system is clearly defined in the Factory Service Manual. IMO, everyone would agree that they are worth every dime you pay for them. That being said, I picked mine up on Ebay along with the Factory AW4 Troubleshooting Manual for less than $30.00 including shipping. The only FSM I had to really pay for was the one for my Mercedes. Do not ask...

Why so cheap? the XJ manual was missing the front cover and the first 2 pages of the Introduction Section. Everything I post here on NAXJA that is XJ technical comes right out of the book.

Talyn, the F/IC8 has the acceleration enrichment software and I did not pick up on the JTEC portion of the discussion. My bad entirely. Mea Culpa...
 
There is also a newer firmware for the FIC6 that has accel enrichment, but its stuck in beta and I don't think it works that well. It seems like AEM has stopped supporting the FIC with updates.
 
Here is a link to some log analysis software from AEM.

http://forum.aempower.com/forum/index.php/topic,23299.0.html

I had occasion to speak with AEM Technical Support yesterday and they are recommending the "beta" versions of the F/IC software for both the F/IC6 and the 8. What was said to me was that AEM needs to "change the designator" on the website as those "Beta" versions are actually the current versions.

They, like so many other companies today, are chronically short handed.

If you do decide to use the latest versions, be advised:
When you open the file in the new software, a window will pop up stating a configuration mismatch. It will ask if you wish to convert the file and then you give it a name.
 
o-gauge-steamer said:
Here is a link to some log analysis software from AEM.
Click to expand...
Yes, that is the one I have been using. It is very well though out.
I had occasion to speak with AEM Technical Support yesterday and they are recommending the "beta" versions of the F/IC software for both the F/IC6 and the 8. What was said to me was that AEM needs to "change the designator" on the website as those "Beta" versions are actually the current versions.
Click to expand...
Good to know! I might give it a try, hope it doesn't turn out like the last change I tried. You are talking about the X file, correct?
 
Well, you know...

We are, all of us, here to share what we learn to the betterment of us all.

The file I am now using to program the F/IC is Version 1.06. Not sure what the version number is for the F/IC6, but it is the one that has the Acceleration Enrichment Pump. Initially, I downloaded and used Version 1.05 as I tend to avoid software labled "Beta" But, after getting the assurance form AEM that the 1.06 was the way to go, I grabbed it. Nice thing is, that I can switch back if there is an issue as the F/IC firmware has not been changed, just the programming software.

AEM is under the gun personel wise and are struggling to stay abreast of what needs to be done. It was a very interesting conversation as the Tech I spoke with stated that the tuning shops in SoCal, generally speaking, do not want to attempt to tune a F/IC. They push the customers for a full EMS change out.

Appears to be a tad silly to me.

What the Tech stated was that the shops "have a hard time" performing the edits to the maps. Really? Given the experience I have had, the AEM is by far one of the easiest devices to program as AEM allow you, the end user, to use which ever solution you are most comfortable with. Voltage, Fixed, or what I prefer, Percentage. My fuel map is in percentage of reduction of the factory drive signal to accommodate the larger injectors.

Took the time, at the outset of the project. to build a quick spreadsheet with AFR numbers and correction values. Made it easy to get the fuel side done as I could look up the current reading and apply the percentage correction to the map. Easy as pie this is.

My timing map needs to be "corrected". Which is to say, I have zero detonations as I have an extremely conservative map for my Forced Induction Installation. It was more agressive and I had detonations. Which I could not hear but my Kid could. He told me and I backed the map off. 2 minutes to change.

So, all of my maps (fuel, timing and frequency) are in negative numbers so as to hold back the injectors, pull the timing back under boost and to correct the speedometer respectively.
 
o-gauge-steamer said:
but it is the one that has the Acceleration Enrichment Pump.
Click to expand...
Have you played with that feature yet? I have heard that it didn't work well on the FIC6.
Initially, I downloaded and used Version 1.05 as I tend to avoid software labled "Beta"
Click to expand...
Same here
Nice thing is, that I can switch back if there is an issue as the F/IC firmware has not been changed, just the programming software.
Click to expand...
Haven't your calibration files been modified though?
They push the customers for a full EMS change out.
Click to expand...
That would be nice and all, but they don't make one specifically for us, its $$$$ and there would be a lot of home work to do to get everything else to work, even if you could get the gauges to work (97+).
the shops "have a hard time" performing the edits to the maps. Really?
Click to expand...
Really? Th eonly way it could be easier if it had a wideband and OBD II input that it used to determine open loop AFR and closed loop fuel trims.
 
Where the AEM really shines is when using bigger injectors and being able to use the '-%' to decrease the signal. If install 30% bigger injectors, just decrease idle by 30% and taper to 0% at wot if you sized your injectors properly for your HP. That will get you very close. Way better than MAP adjusting for different injectors. Same if using stock injectors and want to scale up for stroker, just add in '+%' to increase the injector time.
This is a great application for the AEM F/IC.
 
Talyn,
Ton o'questions.
1) Yes I have started mucking about with the Accel feature. As of now, it is set to require a 30% throttle change. The values for the shot duration are being tweeked. A carburetor will give a squirt with every positive move of the throttle.
2) Cal file is converted BUT... I saved the updated file to a new name so as to provide an easy return path. Can always just reload the previous version of the cal by using the 1.05 Version of the software.
3) Spot on inre the 97+ dash issues. But if one is going the way of installing an EMS or, for that matter, a GM ECU as part of a V8 retrofit, then replacing the dash is relatively easy.
4) If I understand your response, then I agree. What would be nice would be a version of the PCM that can accept the wideband input and for me (and others) the ability to deal with forced induction. But, difficult to set up? These chronic complainers should attempt to set up a Perfect Power SMT8-L. There is a genuine POS if ever there was one. It tried even my patience to the point of tossing the thing into the rubbish bin. And as some of you can imagine, I am not one to toss out parts.

F/IC6 vs F/IC8... I looked hard and decided that the F/IC8 was the way for me to go. More money but, more features such as the Frequency Table and an IAT Sensor input. Being an Enginner, the idea of an out of calibration Speedometer was an anathema.

Before anyone asks, still have not installed the IAT as I still do not have any help in removing the intake so I can tap drill it. I will also be covering the bottom of the manifold with Lava Mat but that is another story. Plan is to remove the sand cast (smooth it out) in order to promote the material adhesion by sanding. Good job for my Kid.

If folks have questions about their AEM products, I strongly urge them to call AEM. Without fail, I have had strong support. It may take more than one attempt tp get through (short handed) but the results are always good and they take the time to make sure your question has been answered to your satisfaction.

IMO, the biggest "secret" to getting the fuel table correct is to watch the Factory Short/Long Term Fuel Trims. In the F/IC8 manual, AEM makes the same statement. It only makes sense to allow the PCM to do the majority of the fuel work and use the F/IC for what it is designed for, adapting different injectors to the need. I have always used 5% for Short Term and 3% for Long Term Fuel Trims as the goal. You can access your trims via the OBDII port. If others have a better recommendation on the trim levels, I will gladly entertain it.

And, here is another thing comparing the Perfect Power to the AEM. I could not run my OBDII software at the same time as the PP software whereas I can with the AEM. Makes watching the Trims very easy as I just swap between aps. At fiirst, I thought it was a limitation of my Laptop but after intalling the AEM software and making the attempt, I came to the conclusion it is the software the PP uses. PP uses a bastardized version of LetRipp. Very clunky that.
 
It sound like a big 'Thank You' to you for sparing the rest of us from having to experience the far from perfect 'Prefect Power'.
 
o-gauge-steamer said:
Before anyone asks, still have not installed the IAT as I still do not have any help in removing the intake so I can tap drill it.
Click to expand...

I won't ask but, I am trying to work something out for you. Your hole in the intake manifold where the Sprintex temp sensor screwed in- You have a plug in it now-Right? And the threads are british but a 1/4"NPT fits and screws in. And the stock jeep IAT sensor is 3/8"NPT. Is this all correct?

I will find or make a IAT sensor that will screw into your unused intake manifold hole. Is your IAT wire long enough to reach that location?
Marty
 
I have, on hand, the AEM IAT sensor (OK, two of them actually, spares you know) that matches the F/IC. This is what is to be used and, hopefully in August when the Kid is on his summer break from University, I can get him here to help out. Plus I should like to get the Lava Mat instaleld on the manifold.

You do realize that this is a second IAT just for the F/IC? The factory IAT Sensor is in the
compressor intake just below the TB in an additional hole that I drilled/tapped at the
installation of the Supercharger.

Threads:
Sprintex Intake Manifold = 1/4 BPT
AEM IAT = 3/8 NPT

Marty, I do appreciate the offer but... The plan is in place, it will just take me till the
Fourth of Forever to Get It Done. Might be the Fifth of Forever...

Perfect Power. What a mammoth joke. Nevermind that lousy machine/human interface, you have Zero Control over the ignition. Sprintex's solution is to throw more fuel at it. With the SMT8-L in place, I routinely ran 12mpg in town. With the F/IC in place, 17mpg in town.

I am close to the one year mark with the Supercharger installed and it has been a very
interesting learning experience. If I needed to do another, I do believe it could be done in
an easy day provided the tuning is done on a Dyno.

Now that I think about it, I have done another Heep. A 93 YJ. So, that is two Supercharger installations for me! Yeah!! Would I help someone to do another? You betcha, in a heart beat.
 
My thought was being that it is 1/4"BPT and you can plug it with a 1/4"NPT plug that screws in and the stock IAT sensor is also 1/4"NPT, I'd give you a 2nd stock sensor to screw into the manifold. Then you just unplug the wire from the stock sensor that is under the TB and plug the wire into the sensor in the intake manifold, not permantly but on different occasions to just measure the IAT and then replug back into the under TB location. Heck even put a switch on it to go back and forth between the 2 locations. It won't input to the AEM but it will tell you your discharge intake air temp after the s/c. This is an important number. The higher temp it measures and sends to the ecu might cause a slight richening of the AFR but more importantly you will easily know just what your true post s/c intake temp is. Then plug it back into your below the TB location.
 
You can get premade NPT to BPT adapter plugs. 3/8 into 1/4 is going to be difficult though especially if you want to get the nose of the sensor into the actual airflow for a more accurate reading however. I would suggest redrilling and tapping the port out to 3/8 NPT, a 3/8 NPT tap is fairly inexpensive. They are around 30 dollars new from McMaster and I get them used from a local used tools dealer for a few bucks each after scrounging through the bin.

Under no circumstances would I swap between the two and just assume I know the actual temp, it seems like a good way to run on bad assumptions. Needs to be a real sensor there.

Of course, you could also check the resistance curve on the AEM sender and Sprintex sender and perhaps find if they are the same, or determine a way to convert the signal from the Sprintex sender to work with the AEM FIC or simply modify your maps to account for any differences. This is probably the cleanest way and all you need is an IR thermometer and a DMM, even assuming you can't find documentation for either sensor.
 
"Under no circumstances would I swap between the two and just assume I know the actual temp, it seems like a good way to run on bad assumptions. Needs to be a real sensor there."

I mean to put a real stock oem jeep IAT sensor there. That sensor will read correctly and thread into a 1/4"NPT. He can switch the stock wire to either sensor in either location.
 
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