^^ How To: AEM F/IC-6 Install, Tuning, and Help Thread

I have a 1998 3.4 with a supercharger, 2002 Tacoma injectors, 170° t-stat, Denso IK22 Iridium Power Spark Plugs, TRD headers, Snow Performance methanol injection. My problem is this, my A/F ratio is around 14.5 to 15.0 at highway speeds, which I feel is lean and 11.5 to 12.5 under full throttle. I still get a ping at low rpms and part throttle, I have to down shift or full throttle to stop it.
I am now considering the Split Second FTC1-017D Fuel/Timing Calibrator, AEM 30-1910 6 Cylinder Fuel & Ignition Controller or URD 7th injector kit. I need to do something, but I do not have the programming knowledge for tuning software.

 

is there any way you can provide a link with this plug and play wire harness for sale? I have a 2004 and not sure if i read that the plug and play is only for the 1998 and previous. not 100% on that.

but if you do know where i can find a plug and play harness for my 2004 3.4L that would help greatly.

 

what would be the fix for the 2nd narrowband sensor re calibrating the fuel trims back to stock. I've read somewhere that the FIC can scew/tune the 1st wideband afr sensor but the 2nd sensor posses a problem with the FIC.

any info on that subject matter?

 

The 2nd sensor does not do that. It only monitors the converter for functionality.

BTW, what are your truck specs?

 

I have been running the 17D since 2004 with the Supra injectors. Good for it's time but I'm moving on to either the AEM which I have already or say screw it and go MS3 stand alone and wire the stock ECU to think it is in control.

 

can you please elaborate on this issue? not sure what this means and if this is actually a problem that i will run into if i choose the FIC route.

dont want the rear o2 sensor screwing up the tuning process. it seems you used a "split second enricher" to have the ability to scew both front and rear sensors. do i need this enricher if i want to use this FIC with the supercharger?

 

2004 DC 3.4L v6 auto! (supercharger install in progress and trying to collect all info/parts i need before i actually drop it in there).

plan on running stock pulley located at sea level.

currently deciding between URD 7th injector or AEM FIC-6. just trying to figure out all the pro's and cons of both systems.

thanks for the input

 

I've read people mention the rear o2 will influence the fuel trims but I've never seen conclusive evidence nor experienced it personally with over 12,000 miles on my FIC. For the price the FIC completely blows the 7th out of the water. There is no comparison. If you can find a used 7th for like $600 I might consider it a competitor. The FIC is like $400 IIRC and you can run "cheap" injectors that will hold up just fine for $2-300. Cost aside it is also a superior tuning method. The install is a bitch but it's not difficult. The days leading up to the install of my turbo kit/FIC I literally didn't know what an "afr" was. It's not rocket science, you just cut some wires and solder them back together.

 

I was running with my rear o2 sensor installed but zip tied up in the free air. I experienced some strange things with AFR hunting and fuel LTFTs jumping. It seems to have been resolved about a year ago by properly adding my rear o2 sensor back into the mix. I actually run a high flow cat too, and never throw a po420 anymore either. I do not know how or why the ECU uses the rear o2 for front sensor calibration but I can assure you it does not mess with my AEM tune whatsoever. Same tune in my truck now for a year + (Yeah, I'm lazy and it works well) Do not worry about it messing up the tuning process.

When you're just cruising 14.7 is the AFR you want to see. It goes 12.5 under WOT with stock computer. Everything you described sounds totally normal. HOWEVER, the issue with pinging you are getting is when you are getting into boost but the ECU hasn't switched yet to open loop. That's called closed loop boost, and it a big problem. It'll ping like crazy unless you're spraying 100% meth through your injection system. But even then your ECU will see that extra fuel and start to pull fuel from LTFTs to get back to 14.7. The AEM will solve all that easily. I know it seems overwhelming right now, but it's pretty simple. You tell the o2 sensor what voltage you want it to see, then simply adjust fuel percentages until the STFT and LTFT are very near zero. It took me all of an hour to get the closed loop boost map portion down.

 

I've read it just uses to to periodically "calibrate" the front o2 wideband sensor. Whatever that technical implications of that are, I have no idea. When I reinstalled the rear o2 sensor, it could have been placebo that it made my fuel trims a bit more stable.

 

This is normal. Open loop happens past a certain load/rpm or at WOT.
Closed loop on a factory system should always be 14.7:1 (give or take a couple of points) However with boost you should be in the 12-11.5 range if you're making closed loop boost.
Your open loop is also normal. Open loop varies from vehicle to vehicle but a general range is 13-11:1, most toyotas will do 12-11.5:1
Also no "programming" knowledge is required for the FIC6
Here is a good guide to the FIC6 imo, the pictures are gone though, but it doesn't matter
http://www.d-series.org/forums/diy-forum/253090-aem-fic-guide.html

 

Everything you said seems normal for a TRD supercharged 5vz other than afr being up to 15 in at highways speeds (assuming closed loop). Should stay pretty close to 14.7 but can bounce around some. I've seen mine bounce up to 15 a few times but it's not a big deal as long as it doesn't stay at this lean afr. In closed loop The ECU is constantly adjusting to make the afr 14.7, so it will not always be perfect. Full throttle afr seems ok but you should shoot to keep it closer to 11.5. Not sure how you're snow methanol injection is set up but this is likely why you get the ping you describe (or is contributing to it). You need to retard the timing in the low rpm part throttle areas you get ping. With methanol injection, you can actually make it ping more at low rpms/part throttle due to the way the ecu controls timing. The knock sensors are not utilized until 3000+ rpms. This is due to engine noise at lower rpms. Below 3000 rpms, the ECU uses an extrapolated timing map from the 3000+ rpm timing map. With meth injection, you cool the intake charge which allows the ecu to naturally run more advanced timing at 3000+ rpm as it will knock less due to the cooler temps. As a result, the extrapolated timing map for below 3000 rpms will want to run more advanced as well, but it can't without pinging because there is no meth or anything to sense the knock to control what is going on. So it will ping.

In conclusion, you need to retard the timing to eliminate the ping. The problem with this is you lose power as you retard timing. I've actually taught myself to "drive around" the ping areas (manual trans). I just downshift to avoid pinging. I still pull timing with my URD unit to be safe, but not too much. There's no reason to "lug it" to the point where you make it ping. Just keep the rpms up and you can avoid most ping without having to pull a bunch of timing.

Sorry for the novel but I've had a bit to drink and felt like dumping everything in my brain out into this thread.

 

is it possible to pull timing with the FIC-6 or is that only an option for URD 7th injector?

 

FIC can pull timing it just can't add any.

 

It can: alter the MAF, O2, injector and timing signals, as far as tuning goes. It can also datalog and accept input from a auxiliary source (usually a wideband)

 

I have the AEM (

$185 30-4110 UEGO Air/Fuel Ratio Gauge

30-4110) UEGO Air/Fuel Ratio Gauge to monitor my A/F ratio. So what is my best option for loosing the ping and controlling A/F ratio?

 

AEM F/IC 6 or a progressive meth kit. Although, the AEM will probably be the best for closed loop tuning and getting rid of that pinging by adding fuel at 0 vacuum onward towards boost, an retarding timing.
Or a combination of both. The main reason the S/C pings so much is because the air it makes it crazy hot vs a turbo which goes through an intercooler. So in theory you could do meth and the AEM and have no pinging at all since the meth controls temperature and the AEM would provide closed loop fueling. Although just adding the closed loop fuel, and retarding timing with the AEM will probably solve the issue.

Of course the AEM route will require new injectors. It can handle any size, but most people do 440-650 cc's, and some do supra injectors which work as well (325cc I think?)

 

are there any plug and play injectors that dont need to be cut and pliced in and is the stock fuel pump good with the bigger injectors or is feul pump upgrade a requirement?

found these on Ebay are they good for the FIC-6 kit
http://www.ebay.com/itm/Toyota-TRD-...e=STRK:MEBIDX:IT&_trksid=p2055119.m1438.l2649

are they the correct set? and the add says they are used? should i try to just source brand new ones?

thanks for all the input

 

I have the Snow Performance progressive methanol injection kit on it now. It is currently set to start pumping at 4psi to 7psi max boost.

 

Then I would set it to 1 psi min. Super chargers are still decently hot even in low boost. Although it would be strange that you are getting pinging at no boost spots. What octane fuel are you running?