Tried it on the new Supra box, here is what I see so far

[chevyeater]

I found a few things in the process of getting this Supra running on the  series 2, starting with the provided startup calibration and modifying it for the particular setup of the car. This is with the latest version AEMtuner available on this website as of today (version 0.97b build 090701) and using a Windows Vista Home Basic edition SP3 OS on a Dell Lattitude D531. In no particular order,

1. Cam/crank sensor wizard does not work. It will not let you select it like the other wizards that say "match" when you select them. Crank falling edge is also not selected in the startup map. This results in no crank sensor reading and obviosly no start.

2. MAP sensor wizard settings are not correct for AEM 3.5 bar MAP sensor. This results in incorrect manifold pressure readings with key on and engine off (-4.5 PSI) and obviously quite poor running if you try to start it. Copying the settings from V1.19 AEMPro resolved the issue.

3. O2 sensor #1 has no functional gain as AEMPro had, to match EMS with guage. This required shifting the voltage to value table by the offset to get the laptop/ems to match the AEM UEGO guage.

4. The boost fuel trim table has non-linear breakpoints in the startup calibration. This is very odd and requires rescaling (wich automatically rescales a bunch of other stuff) to get a linear boost comp correction. The non linear breakpoints are littered about many other tables as well and some cannot be changed. This makes those tables a real pain to use.

5. Temperature units do not switch to user preference right away. For some reason, the next day they started reading in degrees farenheit after changing the setting the day before. Unknown what resolved this issue.

6. Not really a bug but, I can't stand the new "workspace" arrangement. I may warm up to it in time, once I have it de-riced and functional but, as delivered it makes use almost impossible. For now, I have made a custom workspace that is blank and select what I need from the "display explorer full list". Can we PLEASE use AEMPro to tune the series 2 EMS until this software is reasonably debugged?
 
Will update further once we are doing driveability and power tuning. For now, the car is succesfully starting, idling and revving clean in neutral (6 speed).

[chevyeater]

Found a real good one trying to do some driveability tuning. Trying to make any changes in the main fuel map randomly closes the program. Sometimes it does it, sometimes it works fine. No error messages or anything, just instantly closes the program. Reopen it and try again, same thing repeatedly. 

We had switched to an HP Pavillion with XP by this point since the Vista laptop was expereincing major comms issues.

This is very frustrating since I can already tell how much better the gen 2 EMS is.

[HamsMKIV]

Found a real good one trying to do some driveability tuning. Trying to make any changes in the main fuel map randomly closes the program. Sometimes it does it, sometimes it works fine. No error messages or anything, just instantly closes the program. Reopen it and try again, same thing repeatedly. 

We had switched to an HP Pavillion with XP by this point since the Vista laptop was expereincing major comms issues.

This is very frustrating since I can already tell how much better the gen 2 EMS is.

Brian...

I have experienced exactly the same issues you have mentioned in your first post. I would also recommend that you look at the settings for the auto tranny and make sure everything is disabled.

Secondly, take a look at the coil dwell factor; it's set too high and needs to be lowered. I've been having problems revving because the dwell factor is overcharging my coils.

Last... There is a work-around I found for the fuel table issue. It happens to me as well exactly as you described! However, if you look at the bottom of the workspace, look for the "ECU CONNECTED" with the green light. If you click on it, it will disconnect the workspace from the ECU. Click it again to reconnect. Upon re-connection, I am able to make adjustments to the fuel tables without it closing on me. It has worked fine for me so far; let me know if it works for you.

shoot me a PM or email at: c.hamilton75@gmail.com if you have any questions.

- Chris

[HamsMKIV]

Oh... There is a global O2 Feedback Gain... I noticed it as a selectable option on the O2 Sensor F/B. It was brought to my attention that I had my gain set incorrectly. It is out there Brian. I don't think it pops up on the default workspace in the O2 F/B screen, you may need to select it from the parameters on the far left.

- Chris

[SB]

1-2:  Thanks for bringing that to our attention... should be fixed soon.

3:  The setting mentioned by HamsMKIV is for adjusting the feedback gain and not a global O2 voltage modifier. From what I understand there was a reason for removing it and I suspect the global voltage modifier may not come back.

4. I'd recommend using kPa for load units and setting up the Boost Fuel Trim table as described in the 30-6100 instructions...
for instance if your load breakpoints are:  
0 kPa,  20, 50, 60, 75, 100, 105, 130, 200, 220, 300, 350 kPa,
set the Boost Fuel trim to:
-100, -80, -50, -40, -25, 0, +5, +30, +100, +120, +200, +250.
The reason this was changed is two-fold: firstly,  it's now easy to do things like add 5% more fuel at 220kPa vs 200kPa  to match your O2 FB Target table if it it targetting an AFR that is half a point richer. This is especially important if you're going to do fancy setups using TPS-based fuel maps for instance. The second reason has to do with planned software features that haven't been implemented yet. Thanks for pointing out that this made life difficult for you, we may be able to automate a "boost comp" and "hybrid boost comp" wizard that does all the math and tedious data entry for you.

5. Might have something to do with saving the workspace, again thanks for pointing it out.


6. I suspect you've spent a long time using AEMPro and configuring it to look the way you want it to. Hopefully AEMTuner can be configured similarly... by the way it would be very interesting to see what your custom workspace looks like and I hope that people post theirs up once they have them set up the way they prefer. Unfortunately there are enough differences in the Series 2 firmware that it doesn't work with AEMPro. If there are specific features you'd like added to Tuner please let us know.

Thanks,
SB

[HamsMKIV]

Scott,

Dumb question, but is it possible to add our own tabs to the top of the workspace? I was wanting to add a Tab to re-create my tuning tab that I used in the AEMPro.

Oh, and thanks for all the help sir.

- Chris

[SB]

Yes.  Right-click on any tab,   select "New Tab."
A blank tab should appear, it will be named DisplaySheet1.
You can right-click on that tab to rename it, then add maps, tables, channels (parameters), options lists, using the Display Explorer which should contain all the things that were in the default AEMPro menu structure.
 

[chevyeater]

SB and Chris,

Thank you both for the replies.

Chris:

My first mission was to seek and destroy all auto trans settings from the calibration while creating a startup for this 6 speed car.

Coil dwell factor settings in the EMS do not affect charge time on the Supra, unless you have eliminated the factory ignitor. All they do is confuse the stock ignitor if you adjust the setting from where they should be. I noticed selecting the Supra coil dwell wizard and the supra cam/crank wizard sets the coil dwell options where they should be (same as AEMPro).

Thank you for the workaround to the fuel map issue, I will try it out for sure!

As SB mentioned, the O2 gain you speak of is in fact a feedback global gain. I suppose shifting the voltage vs. value table will work. Hope they have something neat in store for this...

SB:

I am glad you guys have given us the opportunity to help out with feedback on the new software! I will be reporting bugs as if it were my job now that I will be tuning the gen2 boxes!

I see what you are referring to with the non-linear scaling of the trim table but, does anyone actually use that table for tuning? Anyway, the more breakponts we can change, the better. I was extatic to see the added % available in the throttle accel modifier table for example, I have wanted more for years. Don't need a fancy wizard for any of it, just let us tell it as much as possible to define the table and its x and y axis.  

The workspace environment concept obviosly still needs a bit of polishing. For now, mine is a completely blank, empty workspace, with all of the "tabs" at the top blank and I simply work from the "display explorer" full list. I know what I need to be looking at during a given tuning operation and I don't like a laptop filled with cluttered displays that I don't need.  

[HamsMKIV]

SB and Chris,

Thank you both for the replies.

Chris:

Coil dwell factor settings in the EMS do not affect charge time on the Supra, unless you have eliminated the factory ignitor. All they do is confuse the stock ignitor if you adjust the setting from the basemap settings. I did not have any issues with the coil dwell settings in the basemap included with the version of the software I downloaded. The settings are identical to the AEMPro settings.

Thank you for the workaround to the fuel map issue, I will try it out for sure!

As SB mentioned, the O2 gain you speak of is in fact a feedback global gain. I suppose shifting the voltage vs. value table will work. Hope they have something neat in store for this...

SB:

I am glad you guys have given us the opportunity to help out with feedback on the new software! I will be reporting bugs as if it were my job now that I will be tuning the gen2 boxes!

I see what you are referring to with the non-linear scaling of the trim table but, does anyone actually use that table for tuning? Anyway, the more breakponts we can change, the better. I was extatic to see the added % available in the throttle accel modifier table for example, I have wanted more for years. Don't need a fancy wizard for any of it, just let us tell it as much as possible to define the table and its x and y axis. 

The workspace environment concept obviosly still needs a bit of polishing. For now, mine is a completely blank, empty workspace, with all of the "tabs" at the top blank and I simply work from the "display explorer" full list. I know what I need to be looking at during a given tuning operation and I don't like a laptop filled with cluttered displays that I don't need. 

Brian,

I had to lower the Dwell factor on my basemap because it was over-charging the coils. The base map was set for 30, and as a result, I could not rev past 7K without charging the coils too long. I lowered the dwell factor to 20 and the car is revving perfectly to 8K now.

I'm just speaking from my personal experience. I am running a new harness and coils that are less than 500 miles/6 months old. In fact, I replaced my coils right after 2K9. My ignitor is the original, but my car only has 46K on the odometer.

Best of luck,

Chris

[chevyeater]

Brian,

I had to lower the Dwell factor on my basemap because it was over-charging the coils. The base map was set for 30, and as a result, I could not rev past 7K without charging the coils too long. I lowered the dwell factor to 20 and the car is revving perfectly to 8K now.

I'm just speaking from my personal experience. I am running a new harness and coils that are less than 500 miles/6 months old. In fact, I replaced my coils right after 2K9. My ignitor is the original, but my car only has 46K on the odometer.

Best of luck,

Chris

Chris,

You were a bit hasty to quote and reply my friend! Re-read my edited post for the clarification of the issue. This is a bug in the startup calibration but, I fixed it without even noticing.

[HamsMKIV]

Brian,

I had to lower the Dwell factor on my basemap because it was over-charging the coils. The base map was set for 30, and as a result, I could not rev past 7K without charging the coils too long. I lowered the dwell factor to 20 and the car is revving perfectly to 8K now.

I'm just speaking from my personal experience. I am running a new harness and coils that are less than 500 miles/6 months old. In fact, I replaced my coils right after 2K9. My ignitor is the original, but my car only has 46K on the odometer.

Best of luck,

Chris

Chris,

You were a bit hasty to quote and reply my friend! Re-read my edited post for the clarification of the issue. This is a bug in the startup calibration but, I fixed it without even noticing.

No worries bud!

I had been fighting the issue for the past couple of weeks, trying to figure out why my car exhibited a soft-cut condition at 7K. We couldn't figure it out until yesterday. I have to say, I'm pleased it was as easy as setting the coil dwell factor.

So, you're saying that if you select Supra 93-98tt coils from the wizards it sets correctly? That was my interpretation from your post. When I setting my base map up from my old 1.19 cal, I realized early on there was a bug in the wizards, but I wasn't sure if it was the cam/crank wizard, or the coil wizard. Therefore, I just worked off the base map provided. I suppose whomever tuned that base map increased the dwell factor.

Anyhow, glad to see things are coming together. Also glad there are others out there posting up intelligent feedback regarding the hardware/software. I have been quite pleased with it so far.

- Chris

[chevyeater]

No worries bud!

I had been fighting the issue for the past couple of weeks, trying to figure out why my car exhibited a soft-cut condition at 7K. We couldn't figure it out until yesterday. I have to say, I'm pleased it was as easy as setting the coil dwell factor.

So, you're saying that if you select Supra 93-98tt coils from the wizards it sets correctly? That was my interpretation from your post. When I setting my base map up from my old 1.19 cal, I realized early on there was a bug in the wizards, but I wasn't sure if it was the cam/crank wizard, or the coil wizard. Therefore, I just worked off the base map provided. I suppose whomever tuned that base map increased the dwell factor.

Anyhow, glad to see things are coming together. Also glad there are others out there posting up intelligent feedback regarding the hardware/software. I have been quite pleased with it so far.

- Chris

Unfortunately, you have to select both the cam/crank and coil dwell wizards to get all the right settings. We all know the cam/crank wizard deselects crank falling edge though so, you have to fix that if you go the route I did.

I'm sure we will see about 400,000 more posts about the mystery rev limiter if they don't fix the basemap.

[HamsMKIV]

Brian,

Perhaps a noob question, but I will ask anyway. When you're looking at the Options- Coil Dwell screen... You have the factor, the Dwell Max and Min. I was reading the description provided for calculating the max value, and it made sense; however, would the calculation be based on 24 teeth in our case? Again, I apologize if I'm off base. I was just trying to determine if the 3.70 was indeed the optimal setting.

I was working from your previous statment that the dwell settings in the wizard are essentially useless when using the factory ignitor, but I suppose I'm just trying to learn/understand that aspect.

Truthfully speaking, I never messed with the dwell settings in the past because I saw no need to. Had I not had the 7K rev problem I was experiencing previously, I would have left it alone again.

Thanks in advance for further explanation.

- Chris

[chevyeater]

Chris, this is a bit OT from this post but, the coils do fire once every 24 crank teeth each so, if we were able to control dwell, yes we could charge them for that long max if we needed or wanted to. We are however stuck with what Toyota put in the ignitor. I guess it is good that it works well. All we have to do is send a signal the ignitor can figure out and it takes care of the rest.

I probably shouldn't have said anything about this in public, since it is apparent that alot of "pro" tunas haven't figured this out (from fixing thier tunes). I can't count how many series 1 Supra tunes I have seen with dwell settings altered and the car runs like crap every single time. I'm sure they will all be locking thier series 2 tunes anyway though, so I can't point and laugh anymore.

[HamsMKIV]

Chris, this is a bit OT from this post but, the coils do fire once every 24 crank teeth each so, if we were able to control dwell, yes we could charge them for that long max if we needed or wanted to. We are however stuck with what Toyota put in the ignitor. I guess it is good that it works well. All we have to do is send a signal the ignitor can figure out and it takes care of the rest.

I probably shouldn't have said anything about this in public, since it is apparent that alot of "pro" tunas haven't figured this out (from fixing thier tunes). I can't count how many series 1 Supra tunes I have seen with dwell settings altered and the car runs like crap every single time. I'm sure they will all be locking thier series 2 tunes anyway though, so I can't point and laugh anymore.

Thanks for the clarification. I never saw the need to adjust my dwell settings as my car has always run so well. Obviously that was the right thing to do!

- Chris