AEM released a few more details on their "yet to be released" Fuel and Ignition Controller. They mention 05-07 Cobalt support, haven't said which models, but my guess is its made for the 2.2 being for factory NA cars and running this with a 32 bit PCM in the 2.4 would be a PITA.

It comes with its own MAP sensor, allows for MAF clamp , and since they mention Cobalt support they pretty much answered my questions about it being able to support "GM MAFs" and "O2 sensor clamping" (or similar workaround), both needed on an Ecotec.

Link to their site.

Pretty much the most promising news I've seen short of the first 2.2 using an SMT6.

 

sounds like something promising. It says it will support up to 25psi on the internal MAP sensor. Also says you can control the stock injectors or put in larger ones and they will soon include plug and play specific wiring hardness' for certain cars. lets hope the cobalt is included.

 

Now that looks like a REAL solution. Finally something that has some promise.

 

I was hoping you would see this thread, kinda the reason I created it.

I actually am as happy to see this as eprom tuning. This is completely made for aftermarket forced induction setups, probably give you better control for air/fuel management than the stock PCM is setup to do. The limits on how far fueling/airflow/spark tables can go are probably much wider with this device than the stock PCM OS can handle.

It sounds like they are hinting that there will be plug n play harnesses and base maps to go along with it, kinda like how the standalone EMS is sold.

 

They open in about 45 minutes. I'm going to call and see which Cobalt ECM's they plan on supporting (since there are, oh, 4 of them!)

 

Clickidy click, subscribed...

 

My money's on it working on all of them. Since its still technically a piggyback, the ECM itself shouldn't matter, just the way the ECM handles the sensors on the car and provides signals to the ignition and fuel injectors.

If you think of it, see if they'll tell ya if it handles GM digital (frequency based) MAF sensors and has an o2 clamp to get around PE delay.

Be sure to let us know what they tell ya.

 

$553 retail, to be released Mid-June.

All he could tell me about the specific applications was that it was universal, but that the plug-and play harnesses might not be made for each different ECM. He had nothing on the specifics about using it with GM stuff, such as the PE issue.

 

I can't see how they're touting it as THE OBD2 vehicle piggyback without having an O2 clamp option, so that SHOULD be in there, hence the fix for any type of PE delay. O2 clamping allows the PCM to think its still stoich since the reported o2 signal will be faked as such anytime the piggyback starts adding fuel (PE). Emanage has this feature which is called an O2 sensor adaptor.

The GM maf support SHOULD be there as well since they're claiming it works on the Cobalts and all Cobalts I know of use MAF as a primary air meter, except for the 2.4 which uses a combination of maf and map but still has a digital maf.

 

We have been also following this once close.

 

Well it seems as though its released for an msrp of about 414 bucks.

I downloaded the installation manual and was surprised by a few things. First off was their lack of support for GM style MAFs. At first this completely confused me as their site says it will support 05-07 Cobalts. Then after about 5 minutes of really grinding the gears on the old noodle I realized that with this controller you don't actually need to intercept the INCOMING airflow sensors other than perhaps clamping the MAP but rather modify the OUTGOING fuel injector pulse width and fine tuning via narrowband.

Easy as pie...intercept the narrowband o2 sensor, use a dashawk or interceptor to tune fuel trims, modify the narrowband in closed loop for fine tuning and elimination of PE delay then in boost clamp the MAP and modify outgoing fuel injector pulse width to match your desired A/F via a UEGO sensor.

Kudos to AEM.

 

I just want something with closed loop UEGO control

in the real AEM controllers (as well as MoTeC and others) having that is a real benefit for tuning outside of 14.7, which is where im concerned with the most..

(<--- hates narrowband)

 

This type of controller is used by the WRX/EVO's with great success, in the form of the turboxs utec. I think you would have to do extra leg work in the installing and tuning aspect.

 

i thought it was going to be better then that. thats exactly how the smt-6 alters fuel trim is by masking the o2 signal and making the computer think the afr is too high so it starts adding fuel. i will actually be starting on that next week with 32lb injectors on 8psi(to see if it really works).

 

Here is some more info i have gathered on the FIC. Very promising. im actually going to be buying it and testing to see how well it works with my 2.2

Following info from FIC_Tuning_Tips PDF File:

STARTING THE ENGINE & INITIAL F/IC TUNING
If you are using the stock injectors, you should be able to wire in the F/IC and start the
engine without making any changes to the base calibration as no change in fuel quantity
is required. If larger aftermarket injectors are installed, the fuel map must be adjusted to
compensate for the larger flow rate of the aftermarket injectors.
Correction = ( stock injector / new injector ) - 1
Example: 240cc to 370cc lb/hr injectors: = 240/370 - 1 = -35%

Once the vehicle is running you can go into the timing map and set a conservative
timing curve. A commonly accepted rule of thumb is to remove one degree of timing for
every psi of boost added. Take the car for a short test run and monitor the closed loop
fuel trims via your OBD-II scanner. Adjust the fuel map if needed to get the fuel trims as
close to zero as possible. Remember, positive fuel trims indicate too little fuel and
negative trims are caused by too much fuel.
Before applying any boost to the engine, the MAF/MAP clamp voltage must be set. This
value should represent the maximum value that the ECU would see in a normally
aspirated vehicle. Determine this by making a log of a high rpm high load condition.
View the logged data and find the highest recorded MAF voltage. If you don’t have a
MAF sensor, take the MAP sensor voltage reading with the engine off. Multiply these
values by 1.1 and enter it as the Max Voltage Clamp in the MAF section.
FUEL TUNING
Now you can begin tuning the boosted section of the MAP based fuel map. Most cars
will be operating in open loop mode by the time the engine starts building boost. Here,
fuel can be added to the MAP based fuel map to account for the increased manifold
pressure. With the MAF or MAP sensor clamped, the ECU will output a near constant
fuel pulse regardless of boost level so all additional fuel will have to be supplied by the
F/IC. You need to add fuel as soon as boost levels are met. A good rule is to have an
extra 125% fuel at 30 PSIa (~15 PSI boost at sea level) as you do at atmospheric
manifold pressure (~15 PSIa).

The FIC looks to be a REALLY good way to tune our cars. My only concern is will it be able to tune in closed loop. I guess thats where the o2 map comes into play? I will find out more on that.

The calculations for larger injectors:

The 2.2 has a stock injector size of 24lb/hr. That makes it a 252cc injector. If i want to run larger injectors on my car it would come out to:

(32lb/hr)252/336 - 1 = -25%

(42.5lb/hr)252/446.25 - 1 = -43.52%

(60lb/hr)252/630 - 1 = -60%


-----AEM Forum post for Scien Tc-------

The Scion tC has a uncommon O2 sensor style but the F/IC can still modify your target AFR's. It is assumed that you have the F/IC hooked up per the recommended connection diagram from AEM. It is also assumed that you have an independent AFR device to confirm the proper operation. It doesnt have to stay on the car but it is valuable during setup to confirm proper operation.

Step 1:
Open the Setup dialog box
In the O2 sensor section (top right)
Load Input = MAP (Sets the Y axis of the O2 map to the internal MAP sensor)
Mode = Voltage (says the table will contain raw voltages)
Period = 250
Bank1 Hi voltage = 4.95
Bank1 Lo voltage = 0.0

Now open the O2 Map by either clicking on the icon with the big "O" in it or select "O2 Map" under the maps menu.

The O2 Map is a 21 RPM (X Axis) by 17 Boost (Y Axis) table. In each cell is the voltage you want for each operating point (The F/IC interpolates between the 4 nearest breakpoints for smooth transitions).

Set up the load axis by clicking on each breakpoint and setting it to whatever you want. You can also drag a bunch of them and it will interpolate between the end points. Do the same with the RPM. These two sets of breakpoints are unique to this table so changing them wont change them in other tables.

Enter the desired closed loop AFR target into the cells of the table using the following values.

AFR Value
17.4 4.0
17.0 3.9
16.6 3.8
16.2 3.7
15.8 3.6
15.5 3.5
15.2 3.4
14.9 3.3
14.7 3.2
14.4 3.1
14.2 3.0
14.0 2.9
13.8 2.8
13.6 2.7
13.5 2.6
13.3 2.5
13.2 2.4
13.1 2.3
13.0 2.2
12.9 2.1
12.8 2.0
12.7 1.9
12.6 1.8
12.5 1.7
12.4 1.5
12.3 1.4
12.2 1.3
12.1 1.2
12.0 1.1
11.9 1.0

So if you want 13:1 AFR in a particular point, put 2.2 in that point in the table. Some minor tweaking may be required but these values will get you VERY close. As long as the factory ECU is in feedback then these values will be used.

IMPORTANT:
If you just change the target AFR, the factory ECU will adjust the trims to achieve the desired AFR. BUT, if you make huge changes then you will get huge trim corrections and the chance of a check engine code for excessive trims. Dont forget to adjust the fuel maps to add the approximate amount you are requesting here. That way the trims will stay near zero!

AEM Forum Post asking about larger injectors in a stock car:

(Quote)While I'd prefer to use larger injectors in this particular application I also like to try and keep his life as easy as possible. I'm guessing there is no way to be able to just drop in larger injectors even with a completely stock car and have the F/IC be able to compensate for that to keep stock driveability?(END QUOTE)

One of our long term beta tests was just that. We took a 06 350Z and put in 720cc injectors. No other changes. The drivability was excellent and the cold start was unchanged. It was driven by our chief engineer for a week as his daily driver and he could detect no change in operation (an he is **** retentive to the nth degree). He then turned it over to the cars owner and she drove it for a month with no problems and no notice of anything different. Since the F/IC intercepts the injector output the engine starting fuel is adjusted also. This in not done when only the MAF sensor is intercepted like many of the units out there do.

 

Ignore those Scion o2 feedback instructions, they use a proprietary o2 sensor that is neither like a narowband or uego.

I downloaded the software and was checking it out a little bit and like it very much. It has the AEM-esque user interface I'm used to with Greddy eManage-like adder tables to keep things simple (I grew up on both so I love this). It does do everything that an SMT will but the SMT6/7 learning curve is a bit steep and I've never liked their UI.



Links to screenshots of AEM EMS, eManage and SMT6 for comparison:

AEM Standalone EMS
Greddy eManage Blue
SMT6

 

if tunings not out by the time i get back to $4k (blew all my money on susp and traction upgrades) or by the time summer ends (which ever comes last), then im probably going to go this route...ill need to find a shop that knows how to tune with this though...

course im sure a lot of people will tune the garret kit with this once its out, so i can just use their settings and have someone tweak them to my car/location.

 

and every single one of those load and rpm points are fully customizable. you can set your own rpm/load points or you can set a min and a max then tell it to calculate between the two so its a steady increase. The SMT6 you can only go between min and max and it only gives you 16rpm points and 8 load points. I believe the FIC has 27 rpm points. It allows for a much finer tuned setup.

If SCT's tune doesnt come out within 30 days, ill be using this with my new procharger running 15-20psi to start. ~350-400whp.

If anyone wants to purchase this product, please let me know, i can get it for less then AEM's retail value.(and no it didnt come off the back of a truck). could also do a group buy but i dont think i can since im not a supporting vendor. =( well i can on ionforums . net =P

 

Sway...

you're going to a procharger now?

 

Yeah, it will have no problem reaching my power goal and i could go up to 600+hp anytime i want, as long as the tranny holds. The turbo is too small for anything over ~300whp and my goal is 350+. Its not costing me anything extra anyways since my buddy(white 2.2 w/ bodykit) is buying the kit and thats paying for the procharger, piping, and port/polish(thats if SCT comes out in time).

The FIC is going on both our cars if SCT doesnt come out by the time my engine is fully broken in. It woulda been done by now if i didnt have family problems.

 

It's called changing the turbocharger...

Sorry but it just sounds like a waste of time that you went through the whole turbo ordeal just to now get a Procharger honestly in my eyes is going backwards.

 

dependent on the final product, map sizes, user interface, ect this may be a good replacement for the 05-06 ss/sc's as well if you want to get away from the limited factory ECM...until now big stuff 3 was the only other product i was possibly considering.

+1 on that....

if you'd like i can post the needed formulas to spec the turbo

 

I know but theres only about an inch of space behind the engine. i would need to modify the exhaust manifold for an external wastegate, and to fit the turbo back there. then that would require moding the intercooler piping. I know its not much, but neither is the procharger and i have the ability to run anywhere between 300 and 600hp. We already have the mounts, just need to run the piping. And my buddy gets the turbo kit he wants for dirt cheap. I see it as starting over with this engine build. Plus there are benefits im getting out of running this setup.

 

1. You don't have to go external, even though I would recommend it, there are reliable high horsepower cars running fine internally.

2. If you still wanted to go external and you think fitment is a issue, contact a company that will design you a manifold that will fit properly.

3. You knew all this stuff from the beginning. I don't understand why you went through with it if you knew the turbocharger wasn't capable of providing what you wanted power wise and if you though space was a issue...

But it's your money and your car.

 

so what exactly does this mean.." not to be a total newb.." but doe this mean that i can squeez more hp out of my car or is this like another system like a dash hawk... im kinda lost... lol