Aem Fic Fmu

[bruce91nsx]

Based on this:
http://forum.aempower.com/forum/index.php/topic,21283.0.html

I asked boomslang (http://www.boomslang.us/aemfic.htm) to build a wiring harness for my OBD1 nsx.

They said it would take about four days, and then they will ship it to me. About a week or so before it arrives.

This is a plug-and-play wiring harness for an AEM F/IC for my 91 nsx.

cheers,
bruce

 

[bruce91nsx]

I think it is going to be a hit to someone just looking to enter the market, run low boost, and save till they can upgrade to the full EMS.

J. R.

uhhhh. hmm.
Or it could be a really, really simple answer for those who only want to control timing and a/f, beyond low boost.

I do not think that this is a baby step on the way to the full EMS... but I could be wrong!

--bruce

 

[powerneedy]

this is what have been looking for! so how much for a 91 nsx with the harness?

thanks

-Rhett

 

[bruce91nsx]

this is what have been looking for! so how much for a 91 nsx with the harness?

thanks

-Rhett

Price for the F/IC is here: http://www.aempower.com/ViewCategory.aspx?CategoryID=116

Price for the harness is here: http://www.boomslang.us/aemfic.htm (same price as the 97-99)

cheers,
--bruce

 

[Flexer]

uhhhh. hmm.
Or it could be a really, really simple answer for those who only want to control timing and a/f, beyond low boost.

I do not think that this is a baby step on the way to the full EMS... but I could be wrong!

--bruce

ok ok. Not a baby step. I'll take that back. But I guess if you were only going to get an AEM EMS just to pull timing and add fuel then the FIC is a better option. But the beauty of the EMS is all the other options you get.

o2 feedback
2-step
full wastegate control meaning gear,rpm,tps dependent boost.
tunable AIT and Baro tables to help make the car drivable year round no matter what the season

I guess bruce what i am saying is you get what you pay for. If your just looking to turbo the car, and have it work and run then thats great.

SHOOT, that would probably be good enough for me. But for others who are looking to take the tunning to the next level the FIC isn't going to cut it. Sure AEM could add those features but remember this is a entry level control box. Right?

J. R.

 

[WOODY]

It seems to me that the cost for the FIC plus a boost controller make the cost difference to upgrade to a full AEM ECU worth it for OBD I. For OBD II however the FIC + controller is a great solution and can handle fuel, timing and boost control needs to 15 PSI, and continue to utilize the stock algorithms to get smooth starts and stock performance under vaccuum conditions.

 

[Elite]

I haven't looked at it very close, but I'm assuming it doesn't datalog/monitor knock correct?

 

[bruce91nsx]

ok ok. Not a baby step. I'll take that back. But I guess if you were only going to get an AEM EMS just to pull timing and add fuel then the FIC is a better option. But the beauty of the EMS is all the other options you get.

o2 feedback
2-step
full wastegate control meaning gear,rpm,tps dependent boost.
tunable AIT and Baro tables to help make the car drivable year round no matter what the season

I guess bruce what i am saying is you get what you pay for. If your just looking to turbo the car, and have it work and run then thats great.

SHOOT, that would probably be good enough for me. But for others who are looking to take the tunning to the next level the FIC isn't going to cut it. Sure AEM could add those features but remember this is a entry level control box. Right?

J. R.

J.R.
I can't disagree with you at all. Especially when it comes to the broad range of opportunities for tuning (tunning? my wife *loves* tunning! :tongue: ) available when replacing the original NSX CPU. :biggrin: :wink:
--bruce

 

[Flexer]

J.R.
I can't disagree with you at all. Especially when it comes to the broad range of opportunities for tuning (tunning? my wife *loves* tunning! :tongue: ) available when replacing the original NSX CPU. :biggrin: :wink:
--bruce

Man, one of these days I'm going to learn how to spell. :tongue:

J. R.

 

[powerneedy]

well i would like to see how this works... how easy it is compared to the ems... what options you have and what you can toy with

 

[Flexer]

well i would like to see how this works... how easy it is compared to the ems... what options you have and what you can toy with

The EMS is pretty easy if you read the manual. Here you are making that comment but I bet you haven't read the manual have you? :biggrin:

I have downloaded the software for the FIC, and if you thought the aempro was confusing then this is going to be just as confusing. I happen to think they are both pretty straight forward.

But then again I read the instructions! :tongue:

J. R.

 

[Chuck]

After a few months of testing/refinement in my 97, I can say that AEM has nailed it. We did have some cold start issues initially, but they are now gone. The cars runs identical to stock, with no loss of functionality (TCS, for instance works like a charm). Well, as close to stock given the HP gain of a Lovefab turbo. :biggrin: I have had the new F/IC module installed now for a few weeks and have put it through the paces and it's perfect. It is ready for prime time, in my estimation.

Just wondering if you (or anyone else with OBDII) have any further comments after running this unit a little longer.

 

[ScienceofSpeed]

One word of caution to users planning on using the FIC on OBD1 cars. Unlike OBD2 cars, for which this device was intended for, you cannot monitor short and long term fuel trim. The car will make fuel trim changes for closed loop conditions. The car should be dyno tested again after some road miles allow the ECU to make it's changes. We've also had some issues with fuel enrichment at VTEC when the RPM engagement point changes to a different point due to varying conditions.

thanks,
-- Chris

 

[nsxlr8]

I don't know. We are going to put it on the dyno in the next few weeks. I was just happy to get the car up to 100% drivability. HP gains would be a bonus.

Did you post the Dyno?

 

[Duffer]

The car ran excellent up until I put it to sleep for the winter. I can't provide any further updates until April. I guess that is one of the many downsides to living in Michigan. Well, at least we have a great economy and low crime. :wink:

I have not had a dyno completed yet. Ran into complications simply with the logistics of getting my car over to the dyno shop. Now it won't happen until spring time. Stay tuned.......

 

[warren1205]

I haven't looked at it very close, but I'm assuming it doesn't datalog/monitor knock correct?

you are correct. it does not moniter knock.

 

[bruce91nsx]

One word of caution to users planning on using the FIC on OBD1 cars. Unlike OBD2 cars, for which this device was intended for, you cannot monitor short and long term fuel trim. The car will make fuel trim changes for closed loop conditions. The car should be dyno tested again after some road miles allow the ECU to make it's changes. We've also had some issues with fuel enrichment at VTEC when the RPM engagement point changes to a different point due to varying conditions.

thanks,
-- Chris

Chris:
You bring up some important points! But I have some questions:
1. Doesn't the F/IC work by fooling the ECU? So... how much of an impact would it have on long-term fuel trims? I assume that the ECU would adjust its long-term fuel trims as normal... adjusting for conditions just as if the F/IC hadn't been installed. In your experience, how big of a problem has this been? Does it border on dangerous? Lean conditions? Or are only subtle changes needed where the F/IC programming is off just a little.
2. If the battery dies, or the ECU is reset for any reason, will the F/IC need to be reprogrammed because long-term fuel trims have been reset? And then again after some road miles and the ECU has relearned?
3. I understand that VTEC can kick in based on load, rather than purely RPM. Doesn't the F/IC have some control over VTEC and can't it also interpret load and be programmed accordingly?
4. Would VTEC and a/f be consistent at WOT?
5. How rich do things go if VTEC kicks in at a point that is not programmed into the F/IC... as low as an a/f of 10?
6. Are these concerns being addressed by AEM?

Thanks so much in advance... and I have a huge appreciation for your R&D.

--bruce

 

[bruce91nsx]

Warren:
I see you blew a head gasket.. so sorry!
Was it in any way related to the F/IC?

I watched your video, and it certainly looked like there weren't any problems with the tuning...

Did you encounter any problems with the tuning? How did you compensate?

thanks,
--bruce

 

[Cody@LoveFab]

Chris:
You bring up some important points! But I have some questions:
1. Doesn't the F/IC work by fooling the ECU? So... how much of an impact would it have on long-term fuel trims? I assume that the ECU would adjust its long-term fuel trims as normal... adjusting for conditions just as if the F/IC hadn't been installed. In your experience, how big of a problem has this been? Does it border on dangerous? Lean conditions? Or are only subtle changes needed where the F/IC programming is off just a little.
2. If the battery dies, or the ECU is reset for any reason, will the F/IC need to be reprogrammed because long-term fuel trims have been reset? And then again after some road miles and the ECU has relearned?
3. I understand that VTEC can kick in based on load, rather than purely RPM. Doesn't the F/IC have some control over VTEC and can't it also interpret load and be programmed accordingly?
4. Would VTEC and a/f be consistent at WOT?
5. How rich do things go if VTEC kicks in at a point that is not programmed into the F/IC... as low as an a/f of 10?
6. Are these concerns being addressed by AEM?

Thanks so much in advance... and I have a huge appreciation for your R&D.

--bruce

1. If you have the air/fuels way off compared to what the stock ECU should see, the fuel trims in the ECU will be pegged one way or the other. With OBD2 you can view the trims and manually ajdust the A/F through the FIC software to get the trims as close to 0% as possible. Without this key information, undesired running conditions could occur, either rich or lean.

2. The FIC does NOT lose calibrations if/when the power to the unit is cutoff.

3. The VTEC(or rather 12Voutput) output activation is Load, TPS, and RPM adjustable.

4. Yes, VTEC and A/Fs have been consistent in our testing. However, we have NOT yet adjusted VTEC changeover points because they perfectly suited the characteristics of the turbo that was installed at the time.

5. The entire fuel map is tuneable, so if you move the VTEC activation point, you'll have to tune accordingly. Tuning knowledge combined with trial and error will probably be the best way to determine what adjustments are needed.

6. AEM has been VERY helpful in any issues that I have had, but based on the past few months of use, I don't think there are any issues to be concerned about. The FIC was designed for OBD2 cars, so if you install the FIC on an OBD1 car, it will be up to you to get it to run properly.

 

[bruce91nsx]

Thanks, Tinker219

I also received this reply from AEM in the AEM forum: http://forum.aempower.com/forum/index.php/topic,21283.msg115818.html#msg115818

Re: F/IC Installation Notes: Acura NSX 91-94, 97-99
« Reply #4 on: Today at 08:43:29 AM »
1. The FIC has an O2 table, which allows you to change the O2 signal that is sent to the stock ECU. For older cars, we recommend using the O2 table in Offset mode, with MAP as the load (y-axis for the O2 table). Values between -0.1 and -0.4 will change the sensor voltage in a way that makes the car run richer than 14.7 in closed loop mode. As with any other aspect of the car's tune, you should verify that your changes are working the way you intend them to. Without adjusting any other parameter in the FIC, you should be able to "trick" the stock ECU into running richer in closed-loop mode using the O2 table. This is very important: if you do not use the O2 table properly, the stock ECU will change the short- and long-term fuel trims until the AFRs are about 14.7 in closed-loop mode. I haven't personally tested the NSX, but most new cars respond VERY quickly to the O2 sensor voltage: for instance, adding 10% fuel via the FIC's fuel map caused the AFRs to change from 15 to 14 at idle, but the stock ECU detected the change and corrected back to 15 AFR in under ten seconds. If the car was tuned at 12.0 AFR and the stock ECU trims cause this to revert to 14.7 AFR that could cause engine damage. If at all possible, I would suggest tuning a couple of OBD2 NSX's so you can get an idea of what O2 voltages are required to keep them happy. Having an OBD scanner is a HUGE help in this case.

2. Resetting the stock ECU will not change the FIC's calibration, and should not change the way the car runs. A good tune should run well when the fuel trims are zero, and if the O2 table is configured properly the FIC will not cause the short-and long-term fuel trims to change significantly.

3. The FIC could be used to take control over the VTEC solenoid. As you mentioned, the stock ECU does not simply engage VTEC based on RPM, it is taking load and/or throttle position into account as well. Furthermore, the stock ECU changes fuel and timing when it activates the VTEC solenoid, and it might be difficult to tune around this if you were to control the VTEC engagement point with the FIC.

4. An NSX owner or Honda specialist could tell you more about this than I could. If you have installed the FIC Version 2 software, you can datalog the VTEC solenoid voltage and a wideband signal using the FIC's analog inputs. The VTEC signal is 12-14V, so you would need to create a 'resistor divider' circuit to avoid damaging the FIC. Let me know if you need help with this.

5. See above

6. Although we have tested on a couple of NSXs to verify that the FIC is working properly, these were customer vehicles, some of them with pretty wild engine setups, and most NSX owners even requested that we avoid driving their pride and joy.


--bruce

 

[warren1205]

Warren:
I see you blew a head gasket.. so sorry!
Was it in any way related to the F/IC?

I watched your video, and it certainly looked like there weren't any problems with the tuning...

Did you encounter any problems with the tuning? How did you compensate?

thanks,
--bruce

I never had any issues with tunning or having to retune. I was curious to know myself just incase sh*t happens. i left the battery unpluged for a few hours and all seemed fine. I been running the fic almost 5K miles without retuning and all was ok.

 

[Alittleboost]

Questions:

I have a 95 NSX, CTSC Low boost, CT Exhaust, CT Headers.

1. This unit will work for a 95 OBD2? or 97+ only?
2. Any AEM tuner can tune this on a dyno?
3. If I wanted to upgrade to a 3.2 Litter Whipple Pulley roughly around 8-9lbs boost,injectors (550cc), aem fpr..this would be a nice "strong" piggy back for safe driving and low to moderate increase in HP?

I'm going to prolly take it into autowave.

 

[warren1205]

yes

 

[DRZZZ]

Questions:

I have a 95 NSX, CTSC Low boost, CT Exhaust, CT Headers.

1. This unit will work for a 95 OBD2? or 97+ only?
2. Any AEM tuner can tune this on a dyno?
3. If I wanted to upgrade to a 3.2 Litter Whipple Pulley roughly around 8-9lbs boost,injectors (550cc), aem fpr..this would be a nice "strong" piggy back for safe driving and low to moderate increase in HP?

I'm going to prolly take it into autowave.

This sounds like me! I also need a new fuel pump, right? I wonder what kind of hp/TQ increase we can expect.....

 

[Alittleboost]

This sounds like me! I also need a new fuel pump, right? I wonder what kind of hp/TQ increase we can expect.....

Oh yea..I forgot about that...anybody running the FIC with a CTSC yet?...seems like a good streetable option and be able to pass smog.