Prep'd turbo install problem
04-01-2014, 04:52 PM
#21
I talked to Paul at dezod and he said insert the bypass wire while the harness is plugged and that should tell if there is something wrong with the harness. Well I plugged in the small bypass wire to see if I would get a CEL and I didnt. That tells me that the harness is fine. I really doubt the FIC is bad. I think im going to install everything then see what happens. Probably wont get a good tune with that code tho.
04-01-2014, 06:24 PM
#22
04-01-2014, 06:26 PM
#23
Did you calibrate the RPMS in the FIC?
What firmware on FIC?
04-01-2014, 06:28 PM
#24
Senior Member
SL Member
Join Date: Jul 2010
Location: 608
Posts: 2,231
Hahahaha. Most of the time, getting a used kit for $2K less than a new one ends up costing you the $2K to get that cheaper one up and running... I'm hoping for the best for you. Maybe Paul will cut you a deal on one he might have laying around ;)
04-01-2014, 06:33 PM
#25
The firmware is 3.0.7 and I've calibrated the RPMS to 0000 while it is off. If I do have to buy a new FIC, I might just buy the whole FIC and harness and make sure it's from you guys.
04-01-2014, 06:47 PM
#26
You obviously didn't do it right.
Go to Setup>Calibration
Punch a number into the RPMs you can hold steady throttle to. Say 3000RPMS. Follow directions.......car must be running
http://www.aemelectronics.com/Images...%2030-1910.pdf
***See page 27
"The RPM calibration is performed by running the engine at the RPM shown in the RPM
box, as directed by the on-screen instructions. The RPM in the window can be changed
if desired. Click Auto in the RPM section and follow the on-screen instructions. The TPS
calibration is a two-point calibration, one at 0% throttle and one at 100% throttle. Click
Auto in the TPS section and follow the on-screen instructions to calibrate the TPS.
(Note: For drive by wire applications, the engine may need to be running in order to
open the throttle plate to 100%. Quickly blip the throttle to 100% and click the ok
button.) Always verify the TPS and RPM calibrations after uploading a file from a
different source. (Note: The TPS and RPM calibration settings are stored in the
calibration file.)"
Same with TPS.
Then go to the little hammer and wrench on top. Look at the ignition load input and make sure it's set to MAP.
04-01-2014, 07:21 PM
#27
Senior Member
SL Member
Join Date: Jul 2010
Location: 608
Posts: 2,231
True story
No. The firmware.......Z300, Z104, Z107?
You obviously didn't do it right.
Go to Setup>Calibration
Punch a number into the RPMs you can hold steady throttle to. Say 3000RPMS. Follow directions.......car must be running
http://www.aemelectronics.com/Images...%2030-1910.pdf
***See page 27
"The RPM calibration is performed by running the engine at the RPM shown in the RPM
box, as directed by the on-screen instructions. The RPM in the window can be changed
if desired. Click Auto in the RPM section and follow the on-screen instructions. The TPS
calibration is a two-point calibration, one at 0% throttle and one at 100% throttle. Click
Auto in the TPS section and follow the on-screen instructions to calibrate the TPS.
(Note: For drive by wire applications, the engine may need to be running in order to
open the throttle plate to 100%. Quickly blip the throttle to 100% and click the ok
button.) Always verify the TPS and RPM calibrations after uploading a file from a
different source. (Note: The TPS and RPM calibration settings are stored in the
calibration file.)"
Same with TPS.
Then go to the little hammer and wrench on top. Look at the ignition load input and make sure it's set to MAP.
No. The firmware.......Z300, Z104, Z107?
You obviously didn't do it right.
Go to Setup>Calibration
Punch a number into the RPMs you can hold steady throttle to. Say 3000RPMS. Follow directions.......car must be running
http://www.aemelectronics.com/Images...%2030-1910.pdf
***See page 27
"The RPM calibration is performed by running the engine at the RPM shown in the RPM
box, as directed by the on-screen instructions. The RPM in the window can be changed
if desired. Click Auto in the RPM section and follow the on-screen instructions. The TPS
calibration is a two-point calibration, one at 0% throttle and one at 100% throttle. Click
Auto in the TPS section and follow the on-screen instructions to calibrate the TPS.
(Note: For drive by wire applications, the engine may need to be running in order to
open the throttle plate to 100%. Quickly blip the throttle to 100% and click the ok
button.) Always verify the TPS and RPM calibrations after uploading a file from a
different source. (Note: The TPS and RPM calibration settings are stored in the
calibration file.)"
Same with TPS.
Then go to the little hammer and wrench on top. Look at the ignition load input and make sure it's set to MAP.
04-01-2014, 07:27 PM
#28
This just in: Hehe. Just talked to AEM tech support about the FIC unit and they said it doesn't sound like the FIC unit is bad since its able to communicate with the ECU. The harness is good if the bypass harness is in and the car starts without CEL. The ECU just doesnt like the noise its getting from the FIC (which can be fixed with resistors) Gonna try different size resistors later on today. Or even the same ones, maybe the ones I have are bad. Is there a polarity on the resistors that needs to be faced a certain way for install?
Woops on the calibration hehe. its flashed to Z104 and ive tried Z107 as well. bout to leave work grab some resistors and try that mod again. I'm learning Paul lol sorry.
Woops on the calibration hehe. its flashed to Z104 and ive tried Z107 as well. bout to leave work grab some resistors and try that mod again. I'm learning Paul lol sorry.
04-01-2014, 08:09 PM
#29
From experience, I don't totally agree here. If the resistor values where incorrect, the PNP harness with the bypass would STILL trigger the CEL. Think about it.
04-01-2014, 08:22 PM
#30
04-01-2014, 09:16 PM
#34
04-01-2014, 09:38 PM
#36
Do you know what tells us?
That means resistance is not the issue. Why? Because regardless of resistance stock or 2.2K it's same result with the wiring as is and no CEL. Again, this means all is well with the resistance values for the factory ECU to run and see the signal properly. The problem is most definitely the FIC's altering output of that signal. Because the FIC intercepts the crank to control timing, it has an input which we know is right because the factory ECU likes what it sees regardless. The FIC in the mix is garbing the signal output to the ECU which triggers the CEL.
That means resistance is not the issue. Why? Because regardless of resistance stock or 2.2K it's same result with the wiring as is and no CEL. Again, this means all is well with the resistance values for the factory ECU to run and see the signal properly. The problem is most definitely the FIC's altering output of that signal. Because the FIC intercepts the crank to control timing, it has an input which we know is right because the factory ECU likes what it sees regardless. The FIC in the mix is garbing the signal output to the ECU which triggers the CEL.
04-01-2014, 09:45 PM
#37
Do you know what tells us?
That means resistance is not the issue. Why? Because regardless of resistance stock or 2.2K it's same result with the wiring as is and no CEL. Again, this means all is well with the resistance values for the factory ECU to run and see the signal properly. The problem is most definitely the FIC's altering output of that signal. Because the FIC intercepts the crank to control timing, it has an input which we know is right because the factory ECU likes what it sees regardless. The FIC in the mix is garbing the signal output to the ECU which triggers the CEL.
That means resistance is not the issue. Why? Because regardless of resistance stock or 2.2K it's same result with the wiring as is and no CEL. Again, this means all is well with the resistance values for the factory ECU to run and see the signal properly. The problem is most definitely the FIC's altering output of that signal. Because the FIC intercepts the crank to control timing, it has an input which we know is right because the factory ECU likes what it sees regardless. The FIC in the mix is garbing the signal output to the ECU which triggers the CEL.
04-01-2014, 09:48 PM
#38
Well, check one more thing for me. Make sure your resistor is installed right. One leg of it needs to go to the orange/blk and the other leg of that resistor needs to go to the yellow/white stripe.
04-01-2014, 10:36 PM
#39
Yup orange/black to white/yellow on 22 pin connector. Yellow/black to blue/black on 24 pin connector. This is the right setup right?
Last edited by Jonny5ive; 04-02-2014 at 12:11 AM.
04-02-2014, 02:19 PM
#40