We just finished tuning the AEM on my bone stock 2000 Viper GTS with the AEM and I am very impressed with the results. When many of us think of standalones we think of them running on race cars that never see the street. Cars that often stumble to start and sometimes sputter on the track, with an idle that's not always consistent and are sometimes only tuned for WOT operation. What the AEM Engine Management System and our Service Department (TorqueFreaks) brings to the table is something utterly different.
The driveability on my car has improved dramatically. The car idles smooth as glass, no roughness. Part throttle feel has improved dramatically. The car no longer makes popping sounds on deceleration. Under full throttle operation, the power increased dramatically. It runs more like a refined sports-car with more power at every rpm.
The knock sensor location with our dual knock sensor kit worked perfectly with this car. We tuned the knock noise table, and set up safety measures to pull out timing and inject extra fuel in the case of any pre-ignition. We also verified this by advancing the timing until pre-ignition occured and verified timing retard and a corresponding fuel increase. This will be greatly beneficial for those running boosted applications where small amounts of knock can be catastrophic as well as those running alternative fuels and trying to maximize timing with them. It will also be greatly beneficial to those running Nitrous which I'll explain later.
The dual channel wide-band worked flawlessly. Now that we've tuned the fuel map, we turned O2 feedback on. This O2 feedback now monitors the A:F ratio at all times and anytime it varies from our settings, the computer automatically adjusts to achieve that A:F ratio. We use this particularly under cruise to optimize fuel economy, and under boost or WOT operation to ensure the A:F stays within a safe range.
You can datalog any engine parameter that you want. One item of importance we always pay particular attention to is Injector Duty Cycle. Surprisingly, this bone stock Viper was at 92% injector duty cycle when we made 461 ft-lbs. This is not a safe duty cycle to be at, and as we begin modifying this car we will need to address the injectors immediately.
The next image shows the before and after dyno results of this Viper. On the earlier pull with the stock ECU, we could audibly hear some knock and that is why we didn't do a full pull. On the later pull you can see that A:F was much safer and horsepower and torque were increased.
Now, onto the datalogging capabilites I was talking about. As you can see in the following diagram, the AEM will datalog anything you want to see. On this particular graph we datalogged, knock, which shows both knock raw values "Knock#1 Raw" and "Knock#2 Raw". The computer then overlays our knock noise table which is what we set up to say "hey, anything above this voltage at this rpm is knock", those inturn show up as real knock shown by "Knock#1" and "Knock#2". You can also see the results of both O2 sensors on this graph. When you are looking at the laptop, you simply click anywhere on the screen and it will show you the corresponding values in the upper right anywhere along your plot.
Our next step possibly later this evening is to tune this car for race fuel and maximize the power potential without any other modifications.
If you have any questions about how this system works, I'll have our tuner from TorqueFreaks reply to all of your questions on this thread. You can also click www.horsepowerfreaks.com for kit pricing and information about the various options. Part way down the screen are the HorsepowerFreaks bundled kits which include everything you'll need based on your particular application.
Here's a video of one of the dyno pulls... aemviperondyno.wmv
Take care,
Chris.
The driveability on my car has improved dramatically. The car idles smooth as glass, no roughness. Part throttle feel has improved dramatically. The car no longer makes popping sounds on deceleration. Under full throttle operation, the power increased dramatically. It runs more like a refined sports-car with more power at every rpm.
The knock sensor location with our dual knock sensor kit worked perfectly with this car. We tuned the knock noise table, and set up safety measures to pull out timing and inject extra fuel in the case of any pre-ignition. We also verified this by advancing the timing until pre-ignition occured and verified timing retard and a corresponding fuel increase. This will be greatly beneficial for those running boosted applications where small amounts of knock can be catastrophic as well as those running alternative fuels and trying to maximize timing with them. It will also be greatly beneficial to those running Nitrous which I'll explain later.
The dual channel wide-band worked flawlessly. Now that we've tuned the fuel map, we turned O2 feedback on. This O2 feedback now monitors the A:F ratio at all times and anytime it varies from our settings, the computer automatically adjusts to achieve that A:F ratio. We use this particularly under cruise to optimize fuel economy, and under boost or WOT operation to ensure the A:F stays within a safe range.
You can datalog any engine parameter that you want. One item of importance we always pay particular attention to is Injector Duty Cycle. Surprisingly, this bone stock Viper was at 92% injector duty cycle when we made 461 ft-lbs. This is not a safe duty cycle to be at, and as we begin modifying this car we will need to address the injectors immediately.
The next image shows the before and after dyno results of this Viper. On the earlier pull with the stock ECU, we could audibly hear some knock and that is why we didn't do a full pull. On the later pull you can see that A:F was much safer and horsepower and torque were increased.
You must be registered for see images
Now, onto the datalogging capabilites I was talking about. As you can see in the following diagram, the AEM will datalog anything you want to see. On this particular graph we datalogged, knock, which shows both knock raw values "Knock#1 Raw" and "Knock#2 Raw". The computer then overlays our knock noise table which is what we set up to say "hey, anything above this voltage at this rpm is knock", those inturn show up as real knock shown by "Knock#1" and "Knock#2". You can also see the results of both O2 sensors on this graph. When you are looking at the laptop, you simply click anywhere on the screen and it will show you the corresponding values in the upper right anywhere along your plot.
You must be registered for see images
Our next step possibly later this evening is to tune this car for race fuel and maximize the power potential without any other modifications.
If you have any questions about how this system works, I'll have our tuner from TorqueFreaks reply to all of your questions on this thread. You can also click www.horsepowerfreaks.com for kit pricing and information about the various options. Part way down the screen are the HorsepowerFreaks bundled kits which include everything you'll need based on your particular application.
Here's a video of one of the dyno pulls... aemviperondyno.wmv
Take care,
Chris.
The AEM's capabilities are absolutely amazing and as Viper owners, you get the cream of the crop AEM with a billet, weatherproof enclosure; dual wideband O2 sensors; the ability to use magnetic or hall effect cam and crank pickups; and 4 analog inputs which can be configured to use RTD sensors, thermistor sensors, or your standard 0-5V sensors.
j/k
