91 Acura Legend TT build in progress and My official Noob post w/ newbie nudes
02-18-2009, 02:43 AM
#81
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Re: 91 Acura Legend TT build in progress and My official Noob post w/ newbie nudes
Originally Posted by onlyflash944
xeno has the diy for mad cheap yo
02-18-2009, 03:51 AM
#82
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Re: 91 Acura Legend TT build in progress and My official Noob post w/ newbie nudes
Crome and Turboedit are the end result of several thousand hours of development and feedback from a fluent performance aftermarket. Your hardware is unsupported, and I daresay it always will be. I have some PR7 (91-94 NSX) .bins squirrelled away somewhere, but that won't help you with a turbo strapped to the works.
Your best bet is a used AEM EMS, but they are complex for a non-tuner to wire in, configure, tune. The FIC is much more intuitive, and should do a good job. I recommend setting up the configurable switched output on the FIC to place the TPS "signal" at 4.5 volts as soon as you hit boost; this will keep the engine from trying to tune for stoich when under boost. I know the FIC is advertised as being able to spoof O2 sensor signals, but it was designed for factory wideband cars (K-series, Scion, others). The O2 sensor signal injector might work great for your ECU, but it's one of the bugbears associated with the more modern OBD2 narrowband cars... I haven't been through a lot of FICs but the is300 at the shop can be made to run well but still throws a couple CELs mostly related to O2 sensors. There are fixes, but somewhat complex (DIY O2 sims, etc).
Your best bet is a used AEM EMS, but they are complex for a non-tuner to wire in, configure, tune. The FIC is much more intuitive, and should do a good job. I recommend setting up the configurable switched output on the FIC to place the TPS "signal" at 4.5 volts as soon as you hit boost; this will keep the engine from trying to tune for stoich when under boost. I know the FIC is advertised as being able to spoof O2 sensor signals, but it was designed for factory wideband cars (K-series, Scion, others). The O2 sensor signal injector might work great for your ECU, but it's one of the bugbears associated with the more modern OBD2 narrowband cars... I haven't been through a lot of FICs but the is300 at the shop can be made to run well but still throws a couple CELs mostly related to O2 sensors. There are fixes, but somewhat complex (DIY O2 sims, etc).
02-18-2009, 04:14 AM
#83
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Re: 91 Acura Legend TT build in progress and My official Noob post w/ newbie nudes
Originally Posted by Joseph Davis
Crome and Turboedit are the end result of several thousand hours of development and feedback from a fluent performance aftermarket. Your hardware is unsupported, and I daresay it always will be. I have some PR7 (91-94 NSX) .bins squirrelled away somewhere, but that won't help you with a turbo strapped to the works.
Your best bet is a used AEM EMS, but they are complex for a non-tuner to wire in, configure, tune. The FIC is much more intuitive, and should do a good job. I recommend setting up the configurable switched output on the FIC to place the TPS "signal" at 4.5 volts as soon as you hit boost; this will keep the engine from trying to tune for stoich when under boost. I know the FIC is advertised as being able to spoof O2 sensor signals, but it was designed for factory wideband cars (K-series, Scion, others). The O2 sensor signal injector might work great for your ECU, but it's one of the bugbears associated with the more modern OBD2 narrowband cars... I haven't been through a lot of FICs but the is300 at the shop can be made to run well but still throws a couple CELs mostly related to O2 sensors. There are fixes, but somewhat complex (DIY O2 sims, etc).
Your best bet is a used AEM EMS, but they are complex for a non-tuner to wire in, configure, tune. The FIC is much more intuitive, and should do a good job. I recommend setting up the configurable switched output on the FIC to place the TPS "signal" at 4.5 volts as soon as you hit boost; this will keep the engine from trying to tune for stoich when under boost. I know the FIC is advertised as being able to spoof O2 sensor signals, but it was designed for factory wideband cars (K-series, Scion, others). The O2 sensor signal injector might work great for your ECU, but it's one of the bugbears associated with the more modern OBD2 narrowband cars... I haven't been through a lot of FICs but the is300 at the shop can be made to run well but still throws a couple CELs mostly related to O2 sensors. There are fixes, but somewhat complex (DIY O2 sims, etc).
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As for tuning, not being able to find the code for the 02 sensors in closed loop has been on my mind all day and I am yet to determine how I am going to find the code for it, so this is becoming more and more appealing by the moment.
F/IC Installation Notes: Acura NSX 91-94, 97-99
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.
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.
02-24-2009, 02:14 AM
#84
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Join Date: Jul 2007
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Re: 91 Acura Legend TT build in progress and My official Noob post w/ newbie nudes
Ok let me try to get updated here on the build progress
Wanting to go with a solution that would address my needs and the closed loop issue I went with the AEM FI/C.
This addresses the map sensor, single cell map tuning ability, and having an item with an on-board interface and real-time tuning for my Car PC and/or laptop at a cost that I could afford. So at that point I knew what the clear winner was. Then I was able to find it at a smokin price of 318.00 shipped brand new after a discount coupon I had been sitting on.
A wiring harness and an ECU had to sacrificed in order to create the conversion harness
Doing this was certainly not my interpretation of a fun evening
Now I know why they charge so much for conversion harness.
Here's a few screen shots while hooked up to the laptop.
The last bit of the exhaust work is scheduled for Thurs. Still need to have the piping for the waste gates
welded up
I had also picked up a couple of Fujita filters to fill that need. I liked the price, the internal velocity cone and the amount of glue they use so the filter doesn't fall apart after a few hundred miles lol. Down the road I think I will grab a set of velocity stacks to put them on.
Wanting to go with a solution that would address my needs and the closed loop issue I went with the AEM FI/C.
This addresses the map sensor, single cell map tuning ability, and having an item with an on-board interface and real-time tuning for my Car PC and/or laptop at a cost that I could afford. So at that point I knew what the clear winner was. Then I was able to find it at a smokin price of 318.00 shipped brand new after a discount coupon I had been sitting on.
A wiring harness and an ECU had to sacrificed in order to create the conversion harness
Doing this was certainly not my interpretation of a fun evening
Now I know why they charge so much for conversion harness.Here's a few screen shots while hooked up to the laptop.
The last bit of the exhaust work is scheduled for Thurs. Still need to have the piping for the waste gates
welded up
I had also picked up a couple of Fujita filters to fill that need. I liked the price, the internal velocity cone and the amount of glue they use so the filter doesn't fall apart after a few hundred miles lol. Down the road I think I will grab a set of velocity stacks to put them on.
02-24-2009, 03:31 AM
#85
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Join Date: Feb 2003
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Re: 91 Acura Legend TT build in progress and My official Noob post w/ newbie nudes
Sir, be aware that the FIC's ability to help the closed loop under boost problem is not the best for some narrowband cars as it was designed for factory wideband cars. I think I mentioned this to you before? I advise you to use the switched output function of the FIC to fool the ECU into thinking you are WOT whenever you are close to boosting, as this will lodge any Honda ECU of your era into open loop.
Believe it or not, it's a lot easier if you start out with another 6+ inches of harness than what you used. I used to do OBD conversion harnesses until they started selling for under $100, and learned that trick early on.
Originally Posted by Telion
Doing this was certainly not my interpretation of a fun evening Now I know why they charge so much for conversion harness.
Now I know why they charge so much for conversion harness.
02-24-2009, 06:32 AM
#86
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Re: 91 Acura Legend TT build in progress and My official Noob post w/ newbie nudes
Thank you, I will certainly do that. I actually have a two part question about this too because I would rather the FC control the AFR full time. Once it is dyno tuned will it run off the FIC full time if I set the setting on the Switched output load on the TPS to 0 or 1%, and would there be a draw back to this if it is possible. The reason I ask is that realtime tuning this way would be easier than trying to tune WOT on the FIC and tune the maps on the ECU through a seperate method? (I hope that made sense)
after further thought I am not so sure that would be a good idea
after further thought I am not so sure that would be a good idea
02-24-2009, 03:02 PM
#88
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Re: 91 Acura Legend TT build in progress and My official Noob post w/ newbie nudes
The stock fuel map for the NA portion of your maps is very good, I would let the stock ECU control it and closedloop with the FIC just rescaling your injectors. Trying to do it any other way is a lot of hassle, unless you are trying to do a MAF-->MAP replacement on an oddball car.
02-24-2009, 10:52 PM
#89
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Join Date: Oct 2005
Posts: 1,490
Re: 91 Acura Legend TT build in progress and My official Noob post w/ newbie nudes
i have been looking at the aem fic few months now.. and finally some one is using it!! so cool i would use it to boost anything that reflash/rom editing would cost too much for.. like a gay scion tc 2.4L i got a spare motor... 
02-25-2009, 01:27 AM
#90
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Re: 91 Acura Legend TT build in progress and My official Noob post w/ newbie nudes
Originally Posted by crxvtec91
Nice update, it had been awhile since I check in. I am liking everything but the Phantom slip.
Joseph Davis after some though I agree with you another question would be would it be best to have the FIC take over at a certain psi and RPM instead of WOT, because the ECU is going to try to keep happy by attempting to pin the AFR around 14.7 and this could be far before it hits WOT under normal driving conditions. (sorry newbie side showing) This is where things get new again
