MP3, MSP and P5 Engine Management solution

[ViksMSP]

There's no need to run extra injectors when you have full control of them(just larger).
The AEM has the ability to run 10 injectors.
My employee has a Banshee with a GSXR motor that is turbo'd and we use the AEM to tune it.

(wow) What does he do with it?? That's got to be at least 300bhp, and must weigh in at around 300 as well, i feel bad for the tires...

Sorry(off topic)
Closed.

 

[Turbo Matty P]

im holding out for the parrallel unit myself. ....i have a feeling the traction control feature and fuel control will go hand-in-hand with a 100hp shot of n20....

P5+N20+AEM P&P = embarrassed civic Si owners.

 

[70]

....(snip)

P5+N20+AEM P&P = embarrassed civic Si owners.

Funny, I always thought, Protege 5 = embarrased Civic Si owners.

The Protege 5 is so much better.

 

[perfworks]

The Software and motherboards are all the same for the AEM.If you were to pull apart a Honda box and a Mustang box the motherboard is EXACTLY the same.The difference is the connector that mates the 2 together.
AEM did this for mass production and cost reasons.There motherboards are produced in NV. and the software engineering is done in England.

Yes, we are developing a Turbo kit for the Focus and have talked with a few people about burning chips for us..I would be interested in seeing your box when it's complete.

Current project we are working on:
Twin Turbo Z06 Corvette
Twin Turbo 03 GT Mustang
Turbo Protege
In the next coming months we are looking at finshing the Focus.We have already built the intercooler, turbo header and a few charge pipes.

Yes the motherboards are all close to being identical. BUT there is a daughterboard for each unit that is used to make it a one off on each make of car. The AEM Boxes use two boards so as to make them compatible for the individual car. They are some what universal in the software but boxes are not really interchangable unless you have two vehicles with similar configurable inputs and outputs that you can wire it in. NOT that you cant reconfigure them, just that they were originally designed for a specific purpose.
Also Gems was resposible for the majority of the circuitry in the past. BUT AEM has there own versiosn now and does, I beleive all of there own R&D for their own products.Gems was a major part a few years ago. They still work together but not really very directly anymore. The software from the English Gems versions is similar but the boxes not compatable. Either way they are a fantastic company with a very compitent staff. I dont see another engine management company that is as involved as they are with the import tuning market as they are.

 

[perfworks]

Nick, I have another for ya

You said that Andy can make a T3/T4 work on his kit. Question is will u be able to tune it properly for the AEM? Also how much boost do u think I will be able to run around town & at the track? Would it really be worth going with a ball-bearing T3/T4 or stick with the T3 Andy's using? but I do prefer the T3/T4

Yes we can tune it without any problem. We will need to talk about any further mods you have done to the vehicle so as to give you a better picture. The most important part for you is to have a stronger bottom end if you plan on running a moderate boost level for the street.
Let me know what your plans are and I can give you a better pic as to which route to take.

 

[Turbo Matty P]

Funny, I always thought, Protege 5 = embarrased Civic Si owners.

The Protege 5 is so much better.

better, but not fastAr...now it'll be both.

 

[midnightracr]

Nick: My plans at this time is to buy a turbo & later when I get up enough money I will go forged. Like I said I would really prefer buying the T3/T4 over the T3. As for right now I would buy it & only run it on the street & save the track for when I have forged internals but I do eventually want to run it at the track. I'm pretty sure that I will only see the real power from the T3/T4 when I'm forged because of the low boost levels I will be forced to run until then which is why I'm debating which one is better the former or the T4. help me decide u know more about it than i do but I do know the T3/T4 will make a lot more power than the other & at higher rpm's too which is what i really like

 

[Mental Addiction]

(wow) What does he do with it?? That's got to be at least 300bhp, and must weigh in at around 300 as well, i feel bad for the tires...

Sorry(off topic)
Closed.

The AEM is so diverse.He dyno'd it awhile back.I'll find out what it made.

 

[svxin]

he he he i thought this was a secret i cant wait to put this unit in my car.....

 

[hukster00]

is there any big diffrence between the Parallel system and the Standalone what can the standalone do that parallel cant ? to me they seem the same

 

[Little Beavis]

is there any big diffrence between the Parallel system and the Standalone what can the standalone do that parallel cant ? to me they seem the same

Agree. . .this question has been asked a number of times. . .

What benefit would there be to a standalone. If you have full control of fuel and timing with the parallel, what could the standalone offer?

Please. . .inquiring minds want to know!

 

[Equinox]

Agree. . .this question has been asked a number of times. . .

What benefit would there be to a standalone. If you have full control of fuel and timing with the parallel, what could the standalone offer?

Please. . .inquiring minds want to know!

well you could take the stock ECU out into a field and beat it into shreds with a bat with all of your office friends.

 

[ViksMSP]

I already bought myself a new bat.

 

[perfworks]

Nick: My plans at this time is to buy a turbo & later when I get up enough money I will go forged. Like I said I would really prefer buying the T3/T4 over the T3. As for right now I would buy it & only run it on the street & save the track for when I have forged internals but I do eventually want to run it at the track. I'm pretty sure that I will only see the real power from the T3/T4 when I'm forged because of the low boost levels I will be forced to run until then which is why I'm debating which one is better the former or the T4. help me decide u know more about it than i do but I do know the T3/T4 will make a lot more power than the other & at higher rpm's too which is what i really like

I like the T3 and the Hybrid for the street.. I can also understand your logic behind your decision. BUT my only problem with the T3 turbine itself (along with the T4) Is that 5 bolt bastard flange. It is meant to run an internally gated flapper. It also makes for a bad discharge diameter for a true free flowing downpipe. I may have a MUCH better option for you. I would rather discuss this via PM as I have a slew of custom turbine designs I am trying for a 2.0 application, and would like to keep it hushed for now.

 

[perfworks]

he he he i thought this was a secret i cant wait to put this unit in my car.....

YOUR car is a big secret and will blow the socks off these guys soon.
Especially with the AEM you may have the fastest Protege on the street and track

 

[Equinox]

I like the T3 and the Hybrid for the street.. I can also understand your logic behind your decision. BUT my only problem with the T3 turbine itself (along with the T4) Is that 5 bolt bastard flange. It is meant to run an internally gated flapper. It also makes for a bad discharge diameter for a true free flowing downpipe. I may have a MUCH better option for you. I would rather discuss this via PM as I have a slew of custom turbine designs I am trying for a 2.0 application, and would like to keep it hushed for now.

oh sure says this as I buy a t3, oh well I'm a machinist, I think I can make this T3 flow great


btw there is a guy in puerto rico running 12s with 380whp, so I dunno about fastest protege. JIC also has a 400whp drag protege. To be the fastest, you'll have to be one of the very few who have rebuilt their trannies.

 

[perfworks]

is there any big diffrence between the Parallel system and the Standalone what can the standalone do that parallel cant ? to me they seem the same

I went over this many times in prior pages. I will repost the original statement for you guys. If there is still confusion I will clear things up again. Look for the next post.

 

[perfworks]

I cant get into way too much information here about various functions. I can explain how things work, but I wont get into how we configure our unit. I cant. I hope you all can understand.

Now first of all the stock Protege ECU utilizes an EECV EMS from Ford motor company. IT IS HELL for those looking to upgrade to forced induction. And still hell for the MSP's just trying to get a little more out of their car.
Simply put, The programming and the vehicles were designed one way and they want to keep it that way from the factory.
Piggy backs will only do so much. By the time you get to a point where you are satisfied with the your power levels, you have to worry about reliabilty and the adaptive strategy in the stock ecu.

The stock ECU in the protege has a data stream system. Or DLC. (data link connection). It is used to turn certain outputs on and off, activate solenoids , relays ETC. In our Parallel system we use the stock ecu in conjunction with the AEM unit. It is there only to maintain functionality to the ammenities like AC, Cruise control, Stock tachometer, etc.
The AEM in this particular VERSION will be used to control EVERY fuel and timing aspect for the engine to run. THE STOCK ECU DOESNT HAVE ANY CONTROL OVER THESE ITEMS ANY LONGER.
This goes for all the AEM versions we will introduce. The standalone version will be just that, a standalone. Just running the vehicle off the configurable inputs and outputs we program into it.
Unfortunately some stock functions are lost. NOT ALL!!!! just the Tachometer display at this point that we are aware of. We are doing further testing and this should be resolved also within a month. BUT some dont mind this little drawback. They use aftermarket Tachs and are done with it.
Not telling you guys you should but it is an option. Some just dont mind it. BUT in order to make everyone happy and run the vehicle like it came from the factory, we chose the Parallel mode.
Then you have the RACE version. This is a software version that will be custom spec'd for the customer upon reqeust. ANY and every aspect the enduser will need will be configured. This is not a priced item. It will depend soley on the vehicle and what the customer expects from the EMS to run ALONE for MAX performance only.
Obviously this wont be something many people will run on the stret, AT least not legally

Britt-
The unit doesnt need to switch mapping. Its not like a piggyback ECU where it has to work with the stock fuel and ignition curves. It will incorporate its own parameters to work out of. It will act like an NA car when you are not in boost and like a FI vehicle when in boost. Its all in the tuning. We will have it configured to work in that fashion. Also the stok functions will work fine with the parallel setup. We are going to still work on the data needed to configure the stock dash to work without the stock ECU in place. It will happen. Just right now the tach doesnt work . give it a month then it will be OK

Tonka-
One of the problems with using a devise to just lean out the mixture is that in turn it will most likely affect igntion timing directly. That will lead to worst detonation problems then what the Proteges face now.

Installshield- Thanks

Matty- I would love to speculate but I cant at this time. I will get some prelim figures out very soon though.

Igdrasil- The AEM has an active Knock retard and fuel enriching procedure. This function will be ON. It will be much more agressive then the stock unit. It will retard based on detonation and add fuel if need be. It works off percentage of throttle, fuel and ignition timing.
It doesnt just retard off boost or set intervals. It will adjust timing depending on the set parameters we set into the unit. It will keep your car as safe as possible. Even when YOU dont hear the audible knock.
I have set the units we work on now to retad a set percentage based on load and boost level. Along with adding fuel to counter knock and keep cylinder temps low.
I will get into alot of specifics once we get the units out here in the coming weeks.
Im just tired guys. I know I missed some questions. Just please feel free to ask what you like and I will answer then the best way I can.

Here is one quote

 

[perfworks]

I'll break it down slightly for you using this example.
Again it is not limited to these controls. This is basically an example to show the reason for the two different units and sub structures within.

Parallel-
-Stock ECU still active along with the AEM PnP unit
- The stock ECU will still output commands to the following drivers: IAC, Cruise control, Dash (tach, speedo, fuel gauge etc), Vtcs opration , Vics chamber activation, Alternator compensation adn regulation, Powersteering Pressure. There are alot more but I think you all get the point.
- AEM EMS will directly control ALL of your Timing and Opening of the injectors. The stock ECU will have NOTHING to do with fuel or ignition any longer. The AEM will be programmed as a "sub contractor" to deliver the essentials needed to get the car running properly, efficiently and for the best possible performance at the given application.
- The Parallel system allows you to keep your everyday functions the same as it came from the factory. BUT still gives you the tunability you need to make it into a track monster.
- It allows you to always have the ability to PLUG your ECU back in god forbid you have any issues with the unit or drivability or ANYTHING. SAFETY precautions only guys. You never know when something can go wrong and you dont want to be stranded. Now depending on your level of performance you should not have ANY problems like this but it is a safety measure I like to employ.
(AGAIN , I wont go into every function as it will take all day and night just to post about it)

Standalone- The AEM EMS will control EVERYTHING. Fuel , timing Vics, Vtcs, AC compensation and control, alternator, blah and some more BLAH. EVERYTHING! That means addition tuning and labor. So naturaly the price will be higher.

Someone had mentioned something about CAM control? The protege doesnt have a "vtec" type setup BUT this is what you do control with it.
Depending on cam profile, the rpm scaling in the AEM can be varied so as to compensate for needed tuning in that range. In other words (lamens terms), If you desire to tune the cams with adjustable gears and would like to change your powerband, this is what you will do. Simply by "creating" resolution in the software for the particular range of rpm you are looking to modify. If the cams really start to breathe well around 4000 and fall off at around 6700rpm (example guys) we will have it tuned so that the AEM will have closer break points in that range . That way you can tune for every 200 RPM rather than 500-700 rpm. We can fine tune the fuel and igntion curve more precisely by inputing the range in which we prefer to have the AEM "pay more attention". Again there is alot more to it. Im just trying to generalize so everyone understands. This unit is amazing. It does everything. Or at least I should say it has the ability to do everything you need for the car.
Another good thing about the Parallel system and the Standalone is the following:
We can and will employ this on auto cars. Meaning in parallel mode we will contol the car for FI and NA just as well as it would be for a manual vehicle. Both the units will vary in function. The parallel system will utilize the stock controls in the ecu for the TRANS shifting BUT we can program it to "watch" the stock ecu and not let it over rev. OR when someone wants to go to full standalone we can control the auto tranny shiftpoints and VSS ETC. Trust me when I say EVERYTHING!

And here is another.
Please look these over and If It is not answered, I will be more than happy to explain further

 

[perfworks]

Agree. . .this question has been asked a number of times. . .

What benefit would there be to a standalone. If you have full control of fuel and timing with the parallel, what could the standalone offer?

Please. . .inquiring minds want to know!

Beavis I have answered this already. I will go into it again if it is not clear from my previous post. BUT the main difference is the fact that the standalone right now will only run an aftermarket tach. The standalone is much more expensive because of the tuning we must do to get EVERY ammenity and function operational. The stock ECU already has the function we need to get things running right.
We also can run an auto tranny from the standalone. There are many more examples I have already went thru.