An updated release of AEMPro and a new ECU Firmware release is out!

AEMPro v3.18
AEMLog v3.08
Strategy v1.03

Version 1.03 release notes:

The AEM EMS Version 1.03 software will look dramatically different than the previous v.094
release. Many terms have been renamed and much time has been spent making the software
more intuitive.

A new context sensitive help feature has been implemented. Whenever the mouse is passed
over a parameter, option, table or map the help system will display the information for that topic.
You should resize your help menu so it displays in the lower right corner and then close the help
window so it will remember it's size and position for the future. You can disable this feature by
de-selecting "Context Sensitive Help" under the help menu.

Changes from V0.89, V.094, or V0.95 to v1.03:

* Added default templates and dashboard for quicker tuning

* Added Context Sensitive help

* Renamed many terms for better understanding.

* Instituted new *.CAL format for the calibration files, allows more data space.

* Added Tuning "wizards" which include sensor libraries for most common injectors, temp
sensors, O2 sensors etc... as well as general tuning strategies preprogrammed.

* Strengthened the comms routines to ensure reliable operation and to prevent EMI from
corrupting the calibration or firmware.

* Added Dedicated Fan output function that includes hysterisis so the fan will not cycle on/off
when at the switch point.

* Strengthened the Dwell control routines so no rollover occurs at very long dwells and high
RPM's

* Added a 5 second delay to the shut off of the internal logger when the enable conditions are
ceased to be met.

* Fixed the bug that would make an automatic stay in the lower gear despite the WOT
conditions being met.

* Added ability for the EMS to determine what gear you are in based on engine RPM and
wheelspeed.

* Traction Control added.

* Complete redo of idle control. Now more powerful and much more simple to tune.

* Hi Idle bug fixed. Sometimes would hang at high idle speed.

* Fixed 128 MPH max speed bug

* Added 2nd A/C output so more than 1 output driver can be activated when the A/C is turned
on.

* Added closed loop VVT support

* Added ability to support multiplexed coil outputs

To install, download all the files onto your computer and run the first one. It will install all the
files, calibrations, manuals and everything else on to your computer. Each file is under 1.4MB
so you can put it on a floppy to transfer it to your laptop if need be.
Setup Instructions:

1. Run AEMPro for the first time. When the Conversion utility appears, let it convert any .gdf
files you may have to .cal files. You will have to point it to the folder with your .gdf file(s) in it.

2. Once the files have been converted to .cal files you will need to convert the V0.89/0.94/0.95
.cal to a V1.03 .cal. An automatic conversion utility has been added to simplify this process.
3. In AEMPro go to File|Convert and select the appropriate conversion option from the list box
on the left and then the .cal you want to convert. Save the file.

4. Open the .cal file you just converted in AEMPro.

5. Go to the menu Setup|Sensors|Crank/Cam Pickups and select the Crank/Cam sensor
Wizard. click on the sensor that applies to your car and then click OK. What appears to be a
checkbox under the Match Column only shows if your cal file matches one of the listed
sensors, you do not chose the sensor by double clicking in the box, you only need to
highlight the sensor name and click OK.
6. Go to the menu Setup|Sensors|Manifold Pressure Sensor and select the wizard. choose the
correct sensor for your application and click OK. If you want to make changes to these
settings or you have a sensor that is not listed go to the Options Manifold Pressure Sensor
and input the correct information here. All values for Load will need to be input in kPa. The
unit can then be changed by going to the Configure|Units menu.
7. Go to the menu Setup|Sensors|Oxygen/UEGO sensors and run the wizard. Select the
correct sensor(s) for your application. The Lambda units can be changed to AFR in the
Configure|Units menu.

8. Go to the Idle menu then choose the template for Idle.

9. In the Options - Idle dialog box, set the options Idle FB Below RPM equal to Idle FB Above
RPM. This will effectively disable the closed loop idle control during the initial setup
process. Select the Idle % vs Target table and set all values equal to 40%. This will cause
the idle valve to go directly to this position at startup and hold constant.
10. Go to the menu Options|Configure Outputs. Select the output from the drop down lists
associated with fuel pump control in your application. Refer to your connection diagram to
identify your fuel pump output control. Ensure the basic activation criteria are always met
and that the fuel pump function is activated. Pay special attention to the Road Spd criteria.
Make sure this condition is always met. For example, if the Activation criteria for Road Spd
is set to at least 255 MPH. This means the fuel pump will never activate unless your vehicle
speed is at least 255 MPH. Make any changes as necessary.

11. Go to the menu Options|Configure Outputs. Review all configured outputs for your
application. Ensure the activation criteria are appropriate. Refer to your connection
diagram for a listing of the outputs used in your application.

12. Go to Options|Full List. Set Ign Advance Offset to 0.00, Ign Advance Scalar to 1.00, TC
Accel Offset to 0.00 and TC Accel Scalar to 1.00.

13. If you are running a stock Ford Mustang MAP sensor (’86-’88), go to
Setup|Sensors|Manifold Pressure Sensor|Ford MAP Sensor|Options – Ford MAP Sensor.
From the Map Analog Input drop down list, select the option Frequency #4.

14. For all MAP sensors other than the stock Ford Mustang MAP sensor (’86-’88), go to
Setup|Sensors|Manifold Pressure Sensor|Ford MAP Sensor|Options – Ford MAP Sensor.
Ensure that “None” is selected in the drop down list for Map Analog Input Options.
15. If you are running the stock DSM KV MAF sensor, go to Setup|Sensors|Cam/Crank
Sensor|Advanced Cam/Crank|Options – Advanced Cam/Crank and select the check box for
the option T4 ON. This will allow the EMS to interpret the frequency output from your MAF
sensor. This is a new option in 1.03.

16. If you are using a 30-1010 EMS, go to Setup|Sensors|Cam/Crank Sensor|Advanced

Cam/Crank|Options – Advanced Cam/Crank and select the check box for the option T4 ON.

17. Save the file.

18. Before continuing, disconnect all injectors and coils (remove the harness connector).
During firmware update, the EMS software does not control the outputs for a brief
period of time. This step is a safeguard to protect the vehicle’s hardware.

19. Connect to the EMS.

20. Go to ECU|Update EMS Firmware. Follow the on-screen instruction to update the firmware.
The firmware update process is now an automated procedure. The software will check each
item as it is completed.

21. When the window above is displayed, click Next twice then select the AEM15 v1.03.fin file.
22. Click Next then when prompted to select the calibration file for upload, remember to select
the file saved above.

The software will clear the current calibration file from memory.
The above window displays the status of the firmware upgrade. DO NOT INTERRUPT THIS
PROCESS.
The software will automatically upload the chosen calibration file.

Click close when each item is shown as completed.

23. If the firmware update process is not successful during the first attempt, cancel, cycle
vehicle power and repeat the procedure a second time. If the second attempt is still not
successful, use the ISPBootTester recovery utility to load the firmware (.fin) file. This
executable is located in the Fin recovery folder in the AEM Pro directory. Instructions are
included in the same folder.

24. IMPORTANT NOTE: Æ When the firmware update and calibration file upload process
is completed, cycle the vehicle power.

25. Re-connect all injector and coil wiring.

26. Connect to the EMS.

27. Open the Main Parameter window. Go to Parameters|Main and check the values to make
sure everything is OK. Select appropriate units from Configure|Units|Unit Preferences.

28. Ensure that your engine load reading is appropriate for your location and altitude at key-on
and engine off.

29. Start the car.

30. Once started, the new idle control scheme will need to be setup. Go to the Idle % vs Target
table and manually adjust these values to determine what % open position corresponds to
each RPM point in the table. Simply highlight the whole table and use the + or – keys to
manually adjust the idle valve position. Note the % open positions at each point. When
finished, enter these values into the table at the appropriate RPM point.

31. Re-set Idle FB Below RPM and Idle FB Above RPM to appropriate values for your
application. 1400 and 400 RPM are typical for these settings.

32. Confirm ignition timing by using the ignition sync function. Go to Configure|ECU Setup|Set
Ignition and follow the on-screen instructions.

33. If any problems are encountered during this process. Compare your calibration file to the
provided AEM Base map for your application.
New Options

A/C Min Speed – Minimum engine RPM for the A/C to be turned on.

A/C Output #2 – Second output enabled at A/C activation. Can be used for turning on a
condenser fan.

A/T Gear Drive A – For use with auto trans control function. Set to highest gear selection
possible in automatic mode without overdrive selected. For example, set to 3 for 4 speed auto
with overdrive cancel feature.

A/T Gear Drive M – For use with auto trans control function. Set to highest gear selection
possible in manual mode without overdrive selected. For example, set to 3 for 4 speed auto
with overdrive cancel feature.

A/T WOT Gear Delay – Programmable delay for automatic transmission WOT shifting.

A/T WOT Gear Max – Maximum allowable automatic transmission forward gear.

Anti Lag Input – Sets the anti-lag switch input channel.

Cam Range – For scaling cam angle into cam advance. Used by VVC function.

Cam Start – Offset for cam advance of zero. Used by VVC function.

Crank Inject All – Enables a batch fire mode during engine cranking.

Fequency #4 Div – Sets the divisor if the spare speed input is used as a frequency MAP sensor
input. Currently, only used with Ford MAP sensors.

Gear Hy Defeat – Sets the maximum throttle position over which automatic transmission gear
hysteresis is disabled.

HW Tooth Skip – Means of speeding up the interrupt program. Example use is for 60 – 2
pattern with high rev capabilities ~ 12,000 RPM +

Ign Multiplex – Activates the ignition multiplex output for coil control.

MAP Analog Input – Used on applications using a frequency based MAP sensor.

MX Test – Enables the multiplex functions.

PWM #9 – If you’re turned off inj 9,10 and enable PWM 9/10, these injector drivers now become
PWM outputs. Currently dedicated to VVC function.

PWM #10 – If you’re turned off inj 9,10 and enable PWM 9/10, these injector drivers now
become PWM outputs. Currently dedicated to VVC function.

PWM #9/10 Period – Sets frequency for PWM 9/10 function.

Rad Fan Off Below – Defines the coolant temperature used to shut off radiator fan.

Rad Fan On Above – Defines the coolant temperature used to turn on radiator fan.

Sync Cam Count – Where Cam_Count = Sync_teeth. Cam_count is the number of cam teeth
between crank teeth, as in old Subaru pattern and Dodge Viper.

Sync Crank S Count – Where S_Sync_Tooth = MX_Sync_test and Sync_Tooth = Sync_teeth

S_Sync_Tooth is the number of crank teeth between cam teeth. Sync_tooth is the value of
Fuel_tooth at the synchronising cam tooth. Use Early_Sync in this mode.

Sync Ignore – Above a certain RPM, you can ignore the sync input. Good if you have a noisy
cam signal. Zero is safe.

Sync MX – Where test are performed if a missing tooth is detected. And where
MX_Sync_count = MX_Sync_test and Cam_Count = Sync_teeth. MX_Sync_Count is the
number of normal crank teeth between missing teeth. Cam_count is the number of cam teeth in
the same interval.

TC Adjust Input – 0 – 5V Analog input for use with traction control function. Used to vary
acceleration sensitivity externally through a 0 – 5V potentiometer.

TC Ignition Retard – Sets the amount of ignition retard used when the limit defined in the
Ignition Retard Trip Table is exceeded.

TC Ignition Cut – Sets the amount of ignition cut used when the limit defined in the Ignition Cut
Trip Table is exceeded.

TC Fuel Cut – Sets the amount of Fuel cut used when the limit defined in the Fuel Cut Trip
Table is exceeded.

TC Ignition Retard Restore – Sets the amount of ignition advance returned to the ignition timing
calculation per engine revolution. This option is used to remove the ignition retard. A small
number will return the timing slowly. A large number will return the timing quickly.

TC Ign Restore - This option defines the amount of ignition cut % removed per engine
revolution. A small number will remove the cut slowly. A large number will remove the cut
quickly.
TC Fuel Restore - This option defines the amount of fuel cut % removed per engine revolution.
A small number will remove the cut slowly. A large number will remove the cut quickly.

TC Gear From Sensor – Use this option for automatic transmission applications where a
variable resistance potentiometer is used to determine gear lever position.

TC Gear Ratio – Select this option if gear position must be determined based on the ratio of
engine speed versus vehicle speed (manual transmission applications with no gear position
sensor input).

GearCal Spd 1 - Option normally reserved for vehicle speed and used along with engine speed
to calculate gear ratio.

GearCal Spd 2 – Option normally reserved for engine RPM (Crank) and used along with vehicle
speed to calculate gear ratio.

GearCal M – Option to define a multiplier to scale the amplitude of the gear ratio calculation.

TC Switch Input – Option used to define a switched input to enable traction control

TC Adjust Input – Option used to setup a 0 – 5V input through a potentiometer. When this input
is activated, the signal will adjust the acceleration sensitivity externally. This can be used to
establish different settings for varying road conditions, wet vs dry, etc.

TC Min VSS – Traction control disabled below the vehicle speed defined by this option.

TC Speed/Time – With this option enabled and TC Timebase OFF, Param Engine Acceleration
Raw = ∆RPM/Rev Current RPM – Previous RPM (last sampled) with sample updated each time
fuel tooth resets. With this option enabled and TC Timebase ON, Param Engine Acceleration
Raw = ∆RPM/4.1 ms Current RPM – Previous RPM (last sampled) with sample rate = 4.1 ms

TC Timebase – When enabled, raw engine acceleration calculated over a period of 4.1 ms
rather than at fuel tooth reset.

TC vs Road Speed – Sets sensitivity tables to be based on vehicle speed rather than engine
RPM.

Traction Control – Enables or disables traction control.

TC Max – Defines the maximum raw engine acceleration rate under optimum traction
conditions.

Valve Control – Enables the VVC Function

VVC Cam #2 – Can support signals coming in on t2 input or t3 input. If #2 is enabled t3 is used
for VVC function.
VVC Default – Should anything go wrong, default duty is used…fail safe condition.

VVC FB I – Integral constant for VVC feedback function.

VVC FB Max – Sets maximum limit for VVC feedback function.

VVC FB Min – Sets minimum limit for VVC feedback function.

VVC FB P – proportional constant for VVC feedback function.

VVC Gain – Gain constant for VVC feedback function. Currently not in use.

VVC Invert – Inverts VVC control signal. Currently not in use.

VVC Out Max – Sets maximum duty for VVC valve. Analogous to WG Max option for boost
control.

VVC Out Min – Sets minimum duty for VVC valve. Analogous to WG Min option for boost
control.

VVC Rate – Sets update rate for VVC control function.

VVC Stopped – Sets duty cycle output before and during cranking for VVC control function.
Defines an initial position.

New Tables

Idle % vs Target table – Defines the % idle opening required to achieve the target engine RPM.

TC Fuel Cut Trip table – Defines the limit versus gear position over which the traction control
fuel cut function is enabled.

TC Ignition Cut Trip table – Defines the limit versus gear position over which the traction control
ignition cut function is enabled.

TC Ignition Retard Trip table – Defines the limit versus gear position over which the traction
control ignition retard function is enabled.

TC Sensitivity RPM table – Used to vary the engine acceleration sensitivity vs RPM.

TC Sensitivity VSS table – Used to vary the engine acceleration sensitivity vs vehicle speed.

VC Duty table – Changes your desired advance into a duty cycle.

VVC Error – Sets instantaneous correction helps feedback. Analogous to WG Error Table
New Maps

Valve Map – Defines desired advance map for VVC valve control.