dsddcd

I worte this the other day as a check list and would be instersted to see what the real tuners out there think.


AEM EMS S200 Basic Setup

Configure
Units
Logging Options

Setup
Set Primary Battery Offset for the Injectors
Setup Sensors
MAP (Verify Calibration is Correct)
O2 (Pin C16 for Units w/ External WB)
Correct Coolant Temp Calibration
Set Revlimiter
Set Breakpoints
Load vs RPM
VSS if using Boost by VSS
TPS if using Boost by TP
(Remember Break Points do not have to be linear, try scaling with high resolution in areas that you normally drive in. For instance a street car should see high resolution in low RPM / load and a race car would be High RPM / Load....)

Change Logging Setup

Fuel
Rescale Fuel map (Base Injector 360CC @ 45 PSI Recommend Working in Raw)
Scale Raw Values By Changing the MicrobitSec to increase Resolution in Vacuum
Setup O2 Feedback Target Table ( Try 14.7:1 @ Idle, 14.0:1 Part Throttle, 11.7:1 in Boost)
Veryify Air Temperature Trims
Verify Warm Up Enrichment

Ignition
Rescale Ignition Table ( Pull 2 DEG Per PSI to Start over the base N/A Map at ) PSIG)
Verify Air Temperature Trim
Verify Coolant Temperature Trim
Check Ignition vs Idle
Increase Ignition vs Start to 10 deg
Coil Dwell Wizard for Aftermarket Coils Only (Download Latest Wizard File)

Configure: ECU Setup
Set TP Min and Max
Check TDC Timing (Before tuning the Idle S2000 Experience High RPM Drift)

Engine Start
Set Crank Injector Time Table to (0,0) and Ramp up Linearly across the Throttle Range andTry Starting Until the Correct Value is found by opening the throttle more each time
Modify Initial Crank Pulse Table to Get Car to Start Faster
Leave the last few breakpoints of the Crank Inkector Time Table to 0 as for Flood Clearing

Idle
Idel Target Table (Set Idle around 1000 RPM for Best Results)
Idle Target Vs Base (Tune From 800 RPM - 2000 RPM w/ Idle Feedback Off and 02 Feedback Off)
Fuel Trim vs RPM (I found 14.0:1 To be a Sweet Spot for Idle on my car)
Setup Timing VS RPM
Advanced Idle - Check FB Parameters keep deadband low
Tune A/C Idle A/C Load Comp & On Delay

Dyno Tuning:
Use AutoMap Table for Real Time Fuel Logging Only
F6 Enable the Data Logger which will only data log the Parameters Screen that is open in AEM Pro or Tuner
AEM’s Boost Fuel Correction under Fuel Trims works very well and I have had great luck with it. (Search Boost Fuel Comp for More Details)
Based on fueling for Maximum torque I have been setting my part throttle AFR's at 13.5:1 but this will reduce gas milage
Timing in the midrange is often more advanced then most think spend plenty of time here and think about your Breakpoints.

Sensors: Vtec
Once I ruff in the fuel I set Vtec at 7500 RPM and run it up to 7000RPM
Next I turn it on a 4000RPM and make a run up to 7000RPM
Usually I set the crossover 200-300 RPM above the Torque Crossover Point
S2000’s tend to have 4500-5000RPM crossovers with FI except for Log manifolds which are usually better around 6000-7000RPM
It is best to not engage below 4500 RPM or over 7000 RPM or valve train damage can occur.
I have found that a 40% Throttle Position for Engament works well
The Load Adjustment is set by each car, if too low Vtec will engage before the turbo spools and cause hesitation, having it at 2-5PSI usually is accepatble.
I have not found the Vtec Fuel of Spark Offest to be useful, if crossover is set correctly fuel and timing are linear around the crossover

Boost Control
Run Wizard for AEM Boost Solenoid and use AEM recommended vacuum hose routing
To Start Turn On Boost W/G Output
Select Boost From Load on Mass Air Cars Only
Set Fuel Cut Load
Add Duty Cycle to the Boost WG Duty Map until you see a 1-2PSI change from the WG pressure
If boost increases or tappers adjust WG Duty Cycle until the boost flat lines
Next go to the Boost Target Comp Table and increase the % at each boost level until it holds properly
Then Go to Advanced and Select The Target Option ( HI/Lo for a fixed Level)

Feedback is required to Compensate for Climatic Changes
Next Enable Boost FB On Error and Set the Boost Error Table
For fine tuning enable and tune PI control rather than Boost Error Table

Knock Control
Data Log the Knock voltage in all gears, different throttle positions through the RPM band with conservative timing and or race gas
Modify the Knock Sensor Cal Table so that the ceiling is 5%-10% above the recoded values at that RPM
Change the Ignition and Fuel Retard %

Configure Outputs
Modify value for LS10 (Check Engine Light)

PI (Proportional / Integral) Tuning
Zeigler / Nicholas Method

Step 1:
Make sure you have all other parameters tuned before starting

Step 2:
Increase the Proportional gain in 1/2 steps of the previous Proportional gain. After each increase, if there's no oscillation change the setpoint slightly to trigger an oscillation.

Step 3:
Adjust the Proportional gain so oscillation is sustained. i.e. same amplitude. If the oscillation is increasing, decrease the Proportional value. Conversely, increase the Proportional gain if the oscillation is decreasing.

Step 4:
Measure the Period (Peak to Peak of the Wave) of the sustained oscillation, this will be in seconds

Step 5:
Set the Proportional Gain to 0.45* the Current Value
Set the Integral Gain to the Period (sec) / 1.2


Turn on Telemetry if using a Serial Gauge under Setup <<Advanced>>

maluch

I am no expert but here is one thing you may have missed:

dont bother changing the coolant temp calibration, it is close enough to "correct" calibration. you should change the air temperature sensor calibration as this one is way off in the 10 degC and under range.

you make the O2 feedback tuning sound so easy...

i applaud the amount of research you did before installation.

timg

Great list.

The big thing I found was the boost comp works well, but not with a throttle mod. I was never able to get great driveability with the throttle mod. Instead, I just remapped boost comp over the entire fuel map. That shifts up the vacuum raw fuel values to give you more granularity at idle and shifts down the boosted values to give you more room on the high end (and easier/safer tuning of boost). Cell by cell tuning of the vacuum areas on a dyno will make them perfect. With things setup that way, I still get over 30 mpg on the highway, yet make over 440 whp.

Tim

dsddcd

OP Modified

Thank your for your input, yes it is DEFINATLY easier said than done.