This is exactly what this product was aimed at.

It allows you to grow out of your current injector size and pull some timing without going to a standalone. I am a big fan of keeping the OEM system wherever possible. No matter how much you tune a standalone, you will never match the thousands of hours that Honda put into the factory tune. The FIC allows you to keep that drivability, cold start, idle etc... and only tune where you need to.

 

I would place the AEM FIC right between the e-Manage Blue and e-Manage Ultimate. It has the most important feature of the Ultimate (direct injector control) but without all the hyper configurability.

It has logging but it is small and really only for 1 dyno pull. However, you can PC log quite alot. It does not have AFR control as it assumes the factory ECU will be in feedback and having the two of them doing battle is a bad thing. It does not sense knock, again, allowing the factory ECU to do that.

It was designed with a very narrow feature set that will do everything a guy bolting a 10-20 psi boost system on a car will need to fix the fuel and spark issues caused by the boost.

I have already seen street prices in the $397 range for the FIC with the universal "flying lead" harness (AEM P/N 30-1910) and there are no additional components needed. Thats less expensive than the e-Manage Blue but with the e-Manage Ultimate's injector drive functionality.

 

Will this have the same de-tuning problems that things like the VAFC have?

 

What do you mean de-tuning problems?

 

He means when the OEM ECU begins to learn and undo/reverse the changes made by VAFC. This required people to reset the OEM ECU every so often and sounds like a PITA to me.

I dont believe the AEM FIC has this drawback, but a confirmation would be nice

 

Where the ECU tried to correct for the increased flow of mods and go back to the stock specs. Maybe that only only NA cars, but where you have a mod on your car for a while (like intake/exhaust) and the ECU learns and compensates for it, so you end up with the same amount of power as stock

 

^I'm pretty sure this issue would be present regardless of whether the car is NA/FI.

 

Wow, I did not know that about VAFC's that over time the ecu fights back and changes the settings you have made via the VAFC.


A confomation would really be nice!

 

Excellent question.

De-tuning has been a problem for the last 10+ years but gets worse with each successive ECU release as the ECU's become more robust.

It happens when you try to fight the ECU rather than work with it (like attempting to change the AFR in areas where the OEM ECU is in feedback mode).

The design criteria used while developing the FIC was specifically chosen to prevent detuning. we do not try to brute force the factory ECU to do something it does not want to do. We dont intercept sensor signals and double them and other hokey stuff like that. In early testing we jacked a 350Z's MAF sensor to more than double the proper value and the afr only changed 0.3 points! it detuned us instantly.

Since the FIC controls fuel by intercepting the ECU's injector outputs, it allow the ECU to see and control the engines sensors normally, with very minimal monkeying around. As long as some common sense is used while setting it up then de-tuning wont be a problem.

 

Also if it can't control AFR then how would u tune an turbocharged s2000? Wouldn't the tuner have different ratios for that setup.