How To: AEM F/IC-6 Install, Tuning, and Help Thread
- Thread starter MTD
- Start date
. It started today. 39'. 
rideexileex
Senior Member
Injectors:
Taken from Gadget / URD:
Fuel Delivery
I did some math and figured that a fuel injector in the range of 300-320cc would be the perfect size injector for my needs. I looked at different Toyota applications and learned that the 95 GS300 used a 305cc injector. I obtained a set and had them flow tested and they were 305cc. Toyota dealerships and they provided me with a Toyota part number of 23209-46031 and said this is the same injector used in the following applications:
93-98 Toyota Supra NON-turbo
94-97 Lexus SC300
93-94 Lexus GS300 California Emissions
93-97 Lexus GS300 Federal emissions
Taken from Gadget / URD:
Fuel Delivery
I did some math and figured that a fuel injector in the range of 300-320cc would be the perfect size injector for my needs. I looked at different Toyota applications and learned that the 95 GS300 used a 305cc injector. I obtained a set and had them flow tested and they were 305cc. Toyota dealerships and they provided me with a Toyota part number of 23209-46031 and said this is the same injector used in the following applications:
93-98 Toyota Supra NON-turbo
94-97 Lexus SC300
93-94 Lexus GS300 California Emissions
93-97 Lexus GS300 Federal emissions
rideexileex
Senior Member
O2 Sensor Type- If you don't confirm the o2 type before instal there is a chance that you won't be able to tune the 4Runner because O2 skewing will not work. For those of you with the AFR style O2 the AEM is especially appealing when compared to the URD 7th because you can tune closed loop and part throttle boost with it.
3rd Gen 4Runner:
Confirmed during install and the Toyota schematics - this chart needs to be updated still. AFR sensors exist only on CALI 99 and 00's, and ALL 01-02. There are only standard O2 sensors on 99-00 FEDERAL models, regardless of transmission.
MTD
New member
Easy enough thanks for the update
rideexileex
Senior Member
RussToy
New member
So I got mine inFIC6 and Boomslang harness 2000 5spd Fed, w aem wideband, 2.1 pulley - what is came with, and the AEM Meth kit installed last week. Makes 9.7# of boost.
Had a few questions so I called and chatted with AEM Tech line yesterday for about 45 minute - very helpful-, felt better when he had to ask someone the question I was asking him.
Still have 1 issue, not wanting to start when cold w Harness and FIC, he thought maybe the resistor in the cam/crank circuit was it - without it it fires right up - .... Since with everything at 0 the the only different with the FIC hooked up......Need to work on that one.
Still learning how to use it.....
As you figure this out...can you report back to us on your water/meth? I'm thinking of going this route. I have yet to hear anyone talk about actually using it. On the outside...it sounds like the great fix all. Better fuel mileage, more power, no pinging, relatively inexpensive fuel and affordable delivery system. I'm wondering how much water/meth does it use? Looking for a ratio of water/meth to gas burned. Are you burning 1 gallons of w/m to a tank of gas...12 gallons? More...less?? And finally...does it hold up to all it claims to be? Stops your pinging issues, better fuel mileage, etc.....
Right now I have zero pinging, but I'm using the stock pulley that came on my Supercharger. I'm assuming I'll start to ping when I change over to the 2.2...so I'm trying to fix the problem before it starts. I have a 7th injector kit, but I think I'd rather sale it and do water/meth instead. But I'd really like to talk to someone before I spend the $$!!
Thanks for your help in advance.
JayRolla
New member
The water/meth lowers intake temps drastically. BMW just released a car with water injection. The meth will burn allowing less gas to be used so larger injectors should not be needed in low boost applications. Essentially is like running race fuel.
You still need a wb02 and something to tune the afr for the added fuel when injected. It's a fine mist spray so not much used. I would just top off every week or so.
I still think e85 is a way better route but large injectors would be needed.
NoHair
New member
I will try to keep it up to date. Huge learning curve for a guy who has had a supercharged race car for 19 years and can tune a carb and distributor to try to learn the AEM. I can say the 2 gallons of race fuel we tried - unleaded- made no knock and it ran great. Then when it got low I topped it off and added the meth - note no tuning...- I have went through 1 gallon in 1/2 tank but also have only went 42 miles on that 1/2 tanks. Been running the shit out of it. Pretty much full throttle through the gears, tweak, repeat... Lol
I am using Snow Performance Boost Juice $8 gallon it's 50/50.
I am using Snow Performance Boost Juice $8 gallon it's 50/50.
RussToy
New member
Banks makes their own 50/50 mix...last summer it was $1.10 a gallon cheaper than Snow's. The least expensive was buying it in a 30 gal drum of straight methanol. A lot of money up front...but way cheaper in the long run.
Thanks for sharing your information and findings. Much appreciated.
JayRolla
New member
Or just use windshield wiper fluid that is -20* rated. Read the bottle and make sure its methanol based, 30-40%. I did not notice much of a gain even at 30+psi of boost and crazy advanced timing. Usually pretty cheap at auto store.
Realistically for the boost you guys are running, pure water would work just fine.
I just went through that with my 96 auto. I even called aem and the harness they told me to order was wrong. I believe it was the 30-2983.
I just made my own from a wrecking yard ecu and wiring instead.
I haven't had a chance to finish the fic install yet tho because I can't get the toyota TIS website to cooperate.
If you can download a 96 manual while you're there lol I'll be set.
I'll see if I can get you a copy tonight, I'm pretty sure my 96 diagram should be the same.
rideexileex
Senior Member
Getting so stoaked! Just got off the phone with AEM (spoke to Matt, who then asked others in the group) to confirm a few theories I had about wiring this up.
The AEM install instructions assume that the user is either A) Using 6 new injectors OR B) Using 6 stock injectors with 6 piggy back / secondary injectors. AEM instructs that for extra injectors, one should tap the primary injector control wire and control the secondary injector from that. However, doing this causes the injector to work only with that same injector...
In my case, controlling the 7th injector is fully independent of the 6 primary injectors. The user can fool the FIC by grounding the FIC's Injector #x input, and then using the FIC Injector #x output as the ground signal to the 7th injector. All that's needed is a +12V to the 7th injector. Then to tune, keep the injector values at -100 (since grounding the input is essentially the same as commanding 100% duty) for anything at vacuum, and then increase the number, -90, -80, etc as needed to turn the injector on in boost.
My other thoughts were that, as mentioned, this keeps the 7th injector independent. If referenced to the primary injectors, if the stock ECU decreased flow to a primary injector, then the 7th would also be decrease. If the ECU increased, the 7th would also increase. This, I would think, helps take a variable out of the tuning.
The AEM install instructions assume that the user is either A) Using 6 new injectors OR B) Using 6 stock injectors with 6 piggy back / secondary injectors. AEM instructs that for extra injectors, one should tap the primary injector control wire and control the secondary injector from that. However, doing this causes the injector to work only with that same injector...
In my case, controlling the 7th injector is fully independent of the 6 primary injectors. The user can fool the FIC by grounding the FIC's Injector #x input, and then using the FIC Injector #x output as the ground signal to the 7th injector. All that's needed is a +12V to the 7th injector. Then to tune, keep the injector values at -100 (since grounding the input is essentially the same as commanding 100% duty) for anything at vacuum, and then increase the number, -90, -80, etc as needed to turn the injector on in boost.
My other thoughts were that, as mentioned, this keeps the 7th injector independent. If referenced to the primary injectors, if the stock ECU decreased flow to a primary injector, then the 7th would also be decrease. If the ECU increased, the 7th would also increase. This, I would think, helps take a variable out of the tuning.
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MTD
New member
Ummmm idk... This seems good in theory, but I may be a bit confused i guess. So you are wiring up a 7th injector in parallel with one of your primary injectors and controlling all 6 Primary + the 7th? If that's the case I wouldn't do that just because you have a likelihood of leaning out the cylinder that the 7th is pulling off of. I would just run the 7th off the AEM alone and use o2 skewing to get it close. I see no reason to have the 7th scale with other injectors.
rideexileex
Senior Member
No, I'm not using the FIC to control my 6 primaries at all, just the 7th independently. I said by grounding, it won't scale at all with the others, or sync with just one injector and lean the rest out (or theoretically, whichever cylinders are open by the time the fuel from the 7th gets there). Ha, that's what I want to avoid!
MTD
New member
Okay, your post sound like you were going to try to scale all 6 with the 7th in parallel. Idk I still would just keep it independent with no trickery.
rideexileex
Senior Member
MTD
New member
Yeah that's why I was extremely confused. I would just use the FIC to drive the 7th though there's no need to include the ecu trim
