AEM 30-6030 Series 2 Plug Play EMS Installation Instructions

WARNING:

!

This installation is not for the tuning novice nor the PC illiterate!
Use this system with EXTREME caution! The AEM EMS System
allows for total flexibility in engine tuning. Misuse of this
product can destroy your engine! If you are not well versed in
engine dynamics and the tuning of management systems or are
not PC literate, please do not attempt the installation. Refer the
installation to a AEM trained tuning shop or call 800-423-0046
for technical assistance. You should also visit the AEM EMS
Tech Forum at http://www.aempower.com

NOTE: AEM holds no responsibility for any engine damage that
results from the misuse of this product!

Vehicle fitment

Series I EMS

Series II EMS

2002-2004 Acura RSX K20A2 and K20A3

30-1030

30-6030

2002-2004 Honda CR-V K24A1

30-1030

30-6030

2001-2005 Honda Civic Si K20A3

30-1030

30-6030

2001-2005 Honda Civic D17A1, D17A2, and D17A6

30-1030

30-6030

Installation Instructions for:

EMS P/N 30-6030

2002-2004 Acura RSX K20A2 and K20A3

2002-2004 Honda CR-V K24A1

2001-2005 Honda Civic Si K20A3

2001-2005 Honda Civic D17A1, D17A2, and D17A6

This product is legal in California for racing vehicles only and should never be used

on public highways.

 2010 Advanced Engine Management, Inc.

ADVANCED ENGINE MANAGEMENT INC.

2205 126th Street Unit A Hawthorne, CA. 90250

Phone: [phone] Fax: [phone]

http://www.aempower.com

Instruction Part Number: 10-6030

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Thank you for purchasing an AEM Engine Management System.
The AEM Engine Management System (EMS) is the result of extensive development on a

wide variety of cars. Each system is engineered for each particular application. The AEM
EMS differs from all others in several ways. The EMS is a stand alone system, which
completely replaces the factory ECU and features unique Plug and Play Technology, which
means that each system is configured especially for your make and model of car without any
jumper harnesses. There is no need to modify your factory wiring harness and in most cases
your car may be returned to stock in a matter of minutes.

For stock and slightly modified vehicles, the supplied startup calibrations are configured to
work with OEM sensors, providing a solid starting point for beginner tuning. For more heavily
modified cars, the EMS can be reconfigured to utilize aftermarket sensors and has many
spare inputs and outputs allowing the elimination of add-on rev-limiters, boost controllers,
nitrous controllers, fuel computers, etc. It also includes a configurable onboard 1MB data
logger that can record any 16 EMS parameters at up to 250 samples per second. Every
EMS comes with all functions installed and activated; there is no need to purchase options or
upgrades to unlock the full potential of your unit.

The installation of the AEM EMS on the supported vehicles uses the stock sensors and
actuators. After installing the AEMTuner software, the startup calibration will be saved to the
following folder on your PC:
C:\Program Files\AEM\AEMTuner\Calibrations\Honda - Acura\
Multiple calibrations may be supplied for each EMS; additional details of the test vehicle
used to generate each calibration can be found in the Calibration Notes section for that file.

Please visit the AEM Performance Electronics Forum at http://www.aemelectronics.com and
register. We always post the most current strategy release, PC Software and startup
calibrations online. On the forum, you can find and share many helpful hints/tips to make
your EMS perform its best.

TUNING NOTES AND WARNING:
While the supplied startup calibration may be a good starting point and can save
considerable time and money, it will not replace the need to tune the EMS for your specific
application. AEM startup calibrations are not intended to be driven aggressively before
tuning. We strongly recommend that every EMS be tuned by someone who is already
familiar with the AEM software and has successfully tuned vehicles using an AEM EMS.
Most people make mistakes as part of the learning process; be warned that using your
vehicle as a learning platform can damage your engine, your vehicle, and your EMS.

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Read and understand these instructions BEFORE attempting to install this product.

 Engine Wiring Harnesses, ‘swapped’ engine installations

It would be very wise to double-check that the vehicle’s wiring harness destinations
match the pinout chart provided in this document. This is especially true if the vehicle

contains a ‘swapped’ engine or if the wiring harness has been cut, spliced, soldered,

tapped or modified in any manner. It is the user’s responsibility to check that the

wiring on the vehicle matches the pinout chart in this document. AEM will not be held
responsible for loss or damage that can occur if the EMS is installed in a vehicle in
which the wiring harness does not match the AEM-supplied pinout chart!

 EMS Fuel Map, Boost Fuel Trim Table

The 30-6030 calibration maps provided utilize the “Boost Fuel Trim Table” to provide
a 1:1 fuel compensation above and below atmospheric pressure. To use this table,
the “Boost Fuel Trim Table” should be configured to provide twice as much fuel when
the manifold pressure is twice as high and half the fuel when the manifold pressure is
half as high; this should help simplify the tuning process for different vacuum and
boost levels. Notice the values in the main “Fuel Map” do not change above 100 kPa
(0 psi boost), the fuel correction is being made by the “Boost Fuel Trim Table.”
Note: the “Boost Fuel Trim Table” must be adjusted if a different MAP sensor is
installed or if the Load breakpoints are adjusted. The Boost Fuel Trim value should be
set to -90 at 10kPa, 0 at 100 kPa, +100 at 200 kPa, +200 at 300 kPa, etc…

 Honda Multiplex Control

The supported vehicles utilize a Multiplex system which communicates with many of
the vehicle’s control modules. The 30-6030 Series 2 EMS is different than the 30­1030 Series 1 EMS since it does not require the stock ECU to be installed for the
coolant temperature gauge and air conditioning switch to function.
If the AEM 30-6030 EMS is being installed into a different vehicle which does not use
the 01-05 Honda Multiplex system, there is no action required in either the software or
the hardware.
Note: When using the 30-6030 EMS, always use the 30-6030 specific Coolant Temp
Wizard calibration (note: this has been configured in all the 6030 startup calibrations).

Internal Logging
Since these vehicles do not have a constant 12V wire in the factory ECU harness, a
permanent 12V wire must be installed at Pin C1 for the Internal Log Memory. The pins
and connector in this kit can be used. Note: PC Logging can still be used to record
data from the EMS while the laptop is connected to the vehicle, it does not require
power at pin C1.

Check Engine Light

The Low Side 10 output (LS10) activates the Check Engine Light on the gauge
cluster. It is configured to activate at high RPM in the AEM startup calibrations; this
can be reconfigured by selecting Tools>>Configure Outputs.

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Variable Valve Control (VVC)
The VTEC output (pin B15, High Side 1 output on the EMS) switches from the low-lift

camshaft lobes to the high-lift camshaft lobes, similar to traditional Honda B-series engines.
This is controlled by the HS1 output (VTEC function) in the EMS, and can be adjusted in the
Tools>>Configure Outputs settings.

The i-VTEC output (pin B23, Injector 10 output on the EMS) advances the phase angle of
the intake camshaft; this will have effects similar to moving an adjustable intake cam gear.
This is controlled by the VVC 1 output; VVC position is monitored using the T3 input for
closed-loop feedback. The VVC settings can be adjusted in the VVC tab (which may be
hidden in the default AEM workspace).

This system is active on this EMS when used with the provided startup calibrations and can
be adjusted through the use of the ‘VVC 1 Target’ map. Adjustments to the intake cam timing

are made by changing the values in the ‘VVC 1 Target’ map per Engine RPM and Engine

Load. The values in the ‘VVC 1 Target’ map can vary from 0 degrees for zero intake cam

advance to 50 degrees for full intake cam advance.

Please note that the VVC Target angle for best power output will depend on the VTEC
settings, and vice-versa. If VTEC settings are adjusted it would be wise to adjust the VVC
Target map as well to ensure best power at all engine speeds.

WARNING:
Improper use of the Variable Valve Control (VVC) in the AEMTuner software can lead to
engine failure with certain setups!

Be very careful when building or tuning ‘hybrid’ engine combinations or using aftermarket
engine internals. OEM engines and camshafts are designed and manufactured in such a
way that the intake valves cannot be crashed into the pistons or exhaust valves regardless of
VVC advance angle and/or VTEC settings. It is NOT recommended to build setups that will
allow the intake valves to be crashed into the pistons or exhaust valves by adjusting settings
in the EMS!

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+5V Sensor Power (tapped)

Sensor Ground (tapped)

MAP Signal

Sensor Ground (tapped)

O2 Sensor 1

Black (Sensor Ground)

Green (MAP Signal)

Red (+5V Sensor Power)

Black (Battery or chassis ground)

Red (+12V power, 5A fuse)

AEM UEGO

P/N: 30-5130

Brown (Analog - signal)

White (0-5V Analog + signal)

Pink (Switched +12V Power)

MAP Sensor

P/N: 30-2130-50

AEM EMS P/N: 30-6030

A20, A21, or E5

A10, A11, A16, or E4

A10, A11, A16, or E4

A6 or C13

A19

A20, A21, or E5

A10, A11, A16, or E4

Sensor Ground (tapped)

Black (Sensor Ground)

+5V Sensor Power (tapped)

Red (+5V Sensor Power)

Reverse Gear Lockout Output

Switched Input

Multiplex

Sensor Ground (tapped)

IAT Sensor

Ground

Multiplex for air conditioning switch

and coolant temperature gauge

Reverse Lockout Solenoid

Switch 1

Air Temperature Sensor

P/N: 30-2010

E11

B7

E24

A10, A11, A16, or E4

B17

MAF Sensor

MAF Signal

MAF Signal

A8

Pin

Vehicle harness destination

30-1030 function

30-6030 function

Notes

A27

Ignition coil 4

Coil 5

Coil 4

Changed in startup calibration

C21

---

Injector 9i

CAN1H

Changed to CAN high side

C22

---

Injector 10i

CAN1L

Changed to CAN low side

D1-D17

---

Stock ECU

Multiplex control

---

30-6030 EMS does not require

stock ECU piggyback for multiplex

E13

---

FM

Coil 6

E24

Instrument cluster multiplex

---

Multiplex

6030 EMS now controls multiplex

Wiring accessories to the EMS

Please follow this suggested wiring diagram when adding new accessories and
retaining original accessories such as the multiplex coolant temperature gauge, air
conditioning switch, reverse lockout, UEGO gauges, MAP sensors, IAT sensors, or
switches for use with the EMS. Note that wire polarity is not important for the Air
Temperature sensor.

The EMS functions assigned to certain pins have been changed and no longer match the 30­1030 EMS. Unless otherwise noted, the following pins and functions will need to be manually
reconfigured after using AEMTuner to convert a V1.19 30-1030, Series 1 EMS calibration for
use with the 30-6030 Series 2 hardware.

30-1030 (Series 1) vs 30-6030 (Series 2) EMS differences:

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1) Install AEMTuner software onto your PC

The latest version of the AEMTuner software can be downloaded from the AEMTuner
section of the AEM Performance Electronics forums found at www.aemelectronics.com
Series 2 units are not supported by the older AEMPro tuning software.

2) Remove the Stock Engine Control Unit

a) Disconnect negative terminal from battery
b) Access the stock Engine Control Unit (ECU). The location of the ECU on the Acura

RSX, Honda Civic, and Honda CR-V vehicles is on the passenger side of the vehicle
behind the glove box.

Acura RSX Honda Civic Si

c) Carefully disconnect the wiring harness from the ECU. Avoid excessive stress or

pulling on the wires, as this may damage the wiring harness. All connectors must be
removed without damage to work properly with the AEM ECU. Do not cut any of the
wires in the factory wiring harness to remove them.

d) Remove the fasteners securing the ECU to the car body, and set them aside. Do not

destroy or discard the original ECU, as it can be reinstalled easily for street use and
troubleshooting.

3) Repin ECU pins (only necessary if adding or relocating ECU pins)

a) Locate a small screwdriver (a precision 1.5mm wide flathead screwdriver is

recommended) and carefully pry white plastic retainer using both slots in the retainer
so it disengages vertically about 1mm as shown in the following pictures:

Screwdriver lifts here Plastic retaining mechanism after lifting

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