AEM 30-6320 Series 2 Plug Play EMS Installation Instructions

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WARNING:

This installation is not for the tuning novice nor the PC illiterate!

Installation Instructions for:

EMS P/N 30-6320

2006 Mitsubishi EVO IX

2005-2006 Mitsubishi EVO IX (Euro)

2003-2004 Mitsubishi EVO VIII (RHD Euro)

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

!

This product is legal in California for racing vehicles only and should

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!

never be used on public highways.

ADVANCED ENGINE MANAGEMENT INC.

2205 126th Street Unit A Hawthorne, CA. 90250

Phone: (310) 484-2322 Fax: (310) 484-0152

http://www.aempower.com

Instruction Part Number: 10-6320

 2010 Advanced Engine Management, Inc.

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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 the 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\Mitsubishi-DSM\ 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.aempower.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.

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. Series 2 units are not supported by the older AEMPro tuning software.

2) Remove the Stock Engine Control Unit

Access the stock Engine Control Unit (ECU). The location of the ECU is behind the glove box.

Carefully disconnect the wiring harness from the ECU. Avoid excessive stress or pulling on the wires, as this may damage the wiring harness. Some factory ECUs use a bolt to retain the factory connectors, and it must be removed before the harness can be disconnected. There may be more than one connector, and they must all 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.

Remove the fasteners securing the ECU to the car body, and set them aside. Do not destroy or discard the factory ECU, as it can be reinstalled easily for street use and troubleshooting.

3) Install the AEM Engine Management System

Plug the factory wiring harness into the AEM EMS and position it so the wires are not pulled tight or stressed in any manner. Secure the EMS with the provided Velcro fasteners.

Plug the comms cable into the EMS and into your PC.

Turn the ignition on but do not attempt to start the engine.

The USB drivers must be installed the first time you connect to a Series 2 EMS with an onboard USB port. When the Series 2 EMS is connected to the PC’s USB port and receiving power from the vehicle, the “Found New Hardware” window will appear. Select “Install from a list of specific location (Advanced)” and browse to the following folder: C:\Program Files\AEM\AEMTuner\USB Drivers (Series 2)\

With the AEMTuner software open, select ECU>>Upload Calibration to upload the startup calibration file (.cal) that most closely matches the vehicle’s configuration to be tuned. Check the Notes section of the calibration for more info about the vehicle it was configured for. These files can be found in the following folder:

C:\Program Files\AEM\AEMTuner\Calibrations\Mitsubishi-DSM\

Set the throttle range: Select Wizards>>Set Throttle Range and follow the onscreen instructions. When finished, check that the ‘Throttle’ channel never indicates

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less than 0.2% or greater than 99.8%, this is considered a sensor error and may cause some functions including idle feedback and acceleration fuel to operate incorrectly.

4) Ready to begin tuning the vehicle.

Before starting the engine, verify that the fuel pump runs for a couple of seconds when the key is turned on and there is sufficient pressure at the fuel rail. If a MAP sensor is installed, check that the Engine Load indicates something near atmospheric pressure (approximately 101kPa or 0 PSI at sea level) with the key on and engine off. Press the throttle and verify that the ‘Throttle’ channel responds but the Engine Load channel continues to measure atmospheric pressure correctly.

Start the engine and make whatever adjustments may be needed to sustain a safe and reasonably smooth idle. Verify the ignition timing: Select Wizards>>Ignition Timing Sync from the pull-down menu. Click the ‘Lock Ignition Timing’ checkbox and set the timing to a safe and convenient value (for instance, 10 degrees BTDC). Use a timing light and compare the physical timing numbers to the timing value you selected. Use the Sync Adjustment Increase/Decrease buttons to make the physical reading match the timing number you selected.

Note: This calibration needs to be properly tuned before driving the vehicle. It is intended for racing vehicles and may not operate smoothly at idle or part-throttle.

NEVER TUNE THE VEHICLE WHILE DRIVING

5) Troubleshooting an engine that will not start

Double-check all the basics first… engines need air, fuel, compression, and a correctly-timed spark event. If any of these are lacking, we suggest checking simple things first. Depending on the symptoms, it may be best to inspect fuses, sufficient battery voltage, properly mated wiring connectors, spark using a timing light or by removing the spark plug, wiring continuity tests, measure ECU pinout voltages, replace recently-added or untested components with known-good spares. Check that all EMS sensor inputs measure realistic temperature and/or pressure values.

If the EMS is not firing the coils or injectors at all, open the Start tab and look for the ‘Stat Sync’d’ channel to turn ON when cranking. This indicates that the EMS has detected the expected cam and crank signals; if Stat Sync’d does not turn on, monitor the Crank Tooth Period and T2PER channels which indicate the time between pulses on the Crank and T2 (Cam) signals. Both of these channels should respond when the engine is cranking, if either signal is not being detected or measuring an incorrect number of pulses per engine cycle the EMS will not fire the coils or injectors.

If the Engine Load changes when the throttle is pressed this usually indicates that there is a problem with the MAP sensor wiring or software calibration (when the EMS detects that the MAP Volts are above or below the min/max limits it will run in a failsafe mode using the TPS-to-Load table to generate an artificial Engine Load signal using the Throttle input). This may allow the engine to sputter or start but not continue running properly.

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Application Notes for EMS P/N 30-6320

2006 Mitsubishi EVO IX

2005-2006 Mitsubishi EVO IX (Euro)

2003-2004 Mitsubishi EVO VIII (RHD Euro)

Mitsubishi Models: 2006 EVO IX

2005-2006 EVO IX (Euro) 2003-2004 EVO VIII (RHD

Euro) Spare Injector Drivers: Inj 9, Pin 19 Engine Displacement: 2.0L Spare Injector Drivers: Inj 11, Pin 17 Engine Configuration: I4 Spare Injector Drivers: Inj 12, Pin 81 Firing Order: 1-3-4-2 N/A, S/C or T/C: Turbocharged Load Sensor Type: Karman Vortex MAF Spare Coil Drivers: Coil 3, Pin 90 # Coils: 2 (wasted spark) Spare Coil Drivers: Coil 4, Pin 76 Ignition driver type: 0-5V, Falling Edge trigger # Injectors: 4 (P&H drivers: Inj1-4) EGT #1 Location: Pin 52 Injector Flow Rate: 550 cc/min EGT #2 Location: Pin 72 Injector Resistance: 2.5 Ω EGT #3 Location: Pin 74 Factory Inj Resistors: Yes (6 Ω) EGT #4 Location: Pin 97 Injection Mode: Sequential Spare 0-5V Channels: MAF, Pin 66 Knock Sensors used: 1 Spare 0-5V Channels: ADCR11, Pin 93 Lambda Sensors used: 1 (aftermarket wideband:

factory O2 not supported) Idle Motor Type: Stepper Spare Low Side Driver: Low Side 2, Pin 26 Main Relay Control: Yes (Switch1 in, Coil5 out) Spare Low Side Driver: Low Side 8, Pin 35 Crank Pickup Type: Hall Spare Low Side Driver: Low Side 12, Pin 48 Crank Teeth/Cycle: 4 Cam Pickup Type: Hall Cam Teeth/Cycle: 2 Check Engine Light: Low Side 10, Pin 22 Transmissions Offered: M/T, A/T Spare Switch Input: Trans Supported: M/T Only Spare Switch Input: Switch 5, Pin 54 Drive Options: FWD, AWD

A/C Switch Input: Switch 6, Pin 83 Clutch Switch Input: Switch 4, Pin 88

Spare Injector Drivers: Inj 7, Pin 8 Spare Injector Drivers: Inj 8, Pin 6

Spare 0-5V Channels: ADCR14, Pin 96 Spare Low Side Driver: Low Side 1, Pin 3

WARNING: Switch input pins must connect to ground; the switch should not provide 12V power to the EMS because that will not be detected as on or off. Connecting 12V power to Switch pins may damage your EMS and void your warranty.

Wiring harness destinations for non-USDM vehicles may be different than listed in the pinout charts below. If installing this EMS on a vehicle not originally sold in the US, please verify that the vehicle’s wiring harness matches the pinout shown here before installing.

The function of several pins have been changed from the original 30-1320 EMS, please see the pinout chart for more info.

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Primary Load Sensor, EMS Fuel Strategy

The factory MAF (mass air flow) sensor can be removed to help decrease intake air

restriction; the EMS can be configured to use a MAP sensor to determine engine load. It is recommended to use a 3.5 bar MAP sensor or higher (P/N 30-2130-50). Please be aware that the IAT (Intake Air Temperature) sensor is integrated into the factory MAF sensor. If the factory MAF / IAT sensor is removed, you may wish to install an AEM IAT Sensor Kit (P/N 30-2010), which includes a sensor, wire connector, and aluminum weld-in bung. While the factory MAF sensor locates the IAT sensor upstream of the turbocharger inlet, it may be preferable to install an IAT sensor downstream of the intercooler to accurately measure charge temperatures. The factory Mass Air Flow and Intake Air Temperature sensors can be used as the primary load input for the AEM EMS if desired. Please check the Notes section of each calibration for more info about the vehicle setup and fuel strategy that calibration was configured to use.

EMS Fuel Map, Boost Fuel Trim Table

The 30-6320 speed density conversion maps provided utilize the “Boost Fuel Trim Table” to provide a 1:1 fuel compensation above and below atmospheric pressure. In the startup calibration, the “Boost Fuel TrimTable” is 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…

Peak and Hold Injector Drivers

Injectors 1-6 include Peak (4 amps) and Hold (1 amp) injector drivers. These drivers may be used with peak and hold or saturated type injectors. The factory Mitsubishi wiring harness contains a resistor pack to prevent excessive current when using low-impedance injectors with the stock ECU. With the 30-6320 installed, users can elect to remove and bypass the OEM resistor pack for more precise control of low-impedance injectors.

Please note that the injector response time will be different with and without the factory injector resistor pack. If the OEM resistor pack has been removed and bypassed, please use the correct battery offset wizard for your injectors. Most battery offset wizards will specify <P&H DRIVER> if they are intended for use without a resistor pack.

Ignition System

The Mitsubishi Lancer Evolution uses 2 wasted spark ignition coils. Because these “smart” coils have built-in igniters, new “dumb” coils must be used if an aftermarket capacitive discharge ignition (CDI) system is to be installed. Some aftermarket ignition systems require a rising edge trigger, in which case an external igniter would also need to be used. The AEM Twin Fire ignition systems have a selectable trigger edge to eliminate the need for an external igniter. The EMS has individual cylinder trims and can be configured to adjust the ignition timing for each cylinder (even using the factory coils in wasted-spark mode). Cylinder 1 uses the Coil1 trim table, Cylinder 2 uses the Coil1 trim table, Cylinder 3 uses the Coil 2B trim table, and Cylinder 4 uses the Coil1B trim table.

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MIVEC System

MIVEC stands for “Mitsubishi Innovative Valve timing Electronic Control” and is used to describe the company’s cam timing and lift control system. This is term is used as a catchall for two distinctly different cam control systems offered by the company. The first is a variable intake valve lift and duration control system which can be found on the 4G69 2.4L engine fitted to the regular Lancer. It operates similarly to Honda’s VTEC system where the intake valve lift and duration change when the system is activated. The second is a variable intake cam timing control system that is found on the 4G63 2.0L Turbo engine fitted to the EVO IX. This system allows up to 31 degrees of intake cam timing adjustment in relation to the crankshaft. (31 crankshaft degrees)

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’. 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 0.0 degrees for no intake cam advance to 31 degrees for full intake cam advance.

Boost Control

The Mitsubishi Lancer Evolution boost solenoid can be used and is setup in the base map for low boost. There is no wiring necessary. We have found through testing that the amount of boost the engine will make with the stock turbo is limited because of the low air flow capacity of the stock boost control solenoid. You may want to replace the stock boost control solenoid with a higher flowing one which will allow you to run a higher boost level and will also reduce the amount boost taper at higher engine speeds. The AEM Boost Control Solenoid can be used as a replacement for the stock solenoid. This solenoid has an outstanding pressure range rating and accepts 1/8” NPT for high boost applications.

Charging System

The EVO-IX has the ability to shut down the alternator via the EMS. This is performed via the Injector#7 general purpose output (pin 8). Turning this ON will stop charging the battery, reducing the parasitic drain on the engine. This is not activated in the AEM startup calibrations.

Fuel Pump Control

The Low Side 11 output (pin 21) controls the main Fuel Pump Relay which turns the pump on or off. The Low Side 4 output (pin 55) controls the Fuel Pump Low Speed Relay (Relay 3 in Mitsubishi wiring diagrams). This relay can be activated to decrease voltage sent to the fuel pump. This output is always disabled in the start-up calibration.

The Low Side 12 output (pin 48) controls the Fuel Pressure Solenoid. The Fuel Pressure Solenoid causes the Fuel Pressure Regulator’s vacuum line to reference atmospheric pressure rather than the intake manifold pressure. This will increase fuel pressure in vacuum, but the lack of pressure reference will lead to insufficient fuel pressure when manifold pressure is above atmospheric pressure. This output is always disabled in the start-up calibration.

WARNING: Reducing the voltage sent to the fuel pump can affect fuel pump output (volume and/or pressure). If you wish to decrease fuel pump speed, monitor fuel pressure and air/fuel ratio very carefully to avoid engine damage!

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Wiring accessories to the EMS:

Please follow this suggested wiring diagram when adding accessories such as 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.

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Connection Diagram for EMS P/N 30-6320

Pin 2006 Mitsubishi Lancer EVO IX

AEM EMS 30

6320 I/O Notes

PnP

Avail Means the function is not currently allocated and is available for use

Dedicated Means the location is fixed and cant be changed

Means the Plug and Play system comes with this configured for proper operation of this

device. Is still available for reassignment by the end user.

Secondary Air Control Solenoid Valve (European EVO Only) Idle #5 Output

EGR Vacuum Solenoid (US Only) / Wastegate Solenoid 2

Front Heated Oxygen Sensor Heater Low Side Driver #1 Output

Ignition Power Transistor Coil 1 & 4 Coil #1 Output PnP for Coil 1 / Coil1B Ignition Power Transistor Coil 2 & 3 Coil #2 Output PnP for Coil 2 / Coil2B

Evaporative Emission Purge Solenoid Idle #7 Output

Volume Airflow Sensor Reset Signal Injector #9 Output PnP for VAF Sensor

Rear Heated Oxygen Sensor Heater Low Side Driver #2 Output

Evaporative Emission Ventilation Solenoid Low Side Driver #8 Output

No. 1 Injector P&H Injector #1 Output

No. 4 Injector P&H Injector #4 Output

--- PW #3 Output

(European EVO Only) Injector #8 Output

--- --- --- ---

Generator G Terminal Injector #7 Output PnP for Alternator Control

No. 2 Injector P&H Injector #2 Output

--- Injector #5 Output

--- CAN1H --- Dedicated Stepper Motor Coil A1 Idle #1 Output PnP for Stepper Idle Motor Stepper Motor Coil B1 Idle #3 Output PnP for Stepper Idle Motor

--- Injector #11 Output

Fan Control Module Low Side Driver #9 Output User 1 PW output, coolant

A/C Compressor Clutch Relay Low Side Driver #6 Output PnP for A/C

Fuel Pump Relay

Malfunction Indicator Lamp

--- High Side Driver #1 Output

No. 3 Injector P&H Injector #3 Output

--- Injector #6 Output

PW #1i Output Stepper Motor Coil A2 Idle #2 Output PnP for Stepper Idle Motor Stepper Motor Coil B2 Idle #4 Output PnP for Stepper Idle Motor

Condenser Fan Relay HI Low Side Driver #3 Output PnP for Fan Control

Condenser Fan Relay LO Low Side Driver #5 Output PnP for Fan Control

Oil Feeder Control Valve Injector #10 Output PnP for MIVEC VVC

--- CAN1L --- Dedicated

Sensor Ground Sensor Ground Output Dedicated, sensors only

Low Side Driver

#11 Output PnP for Fuel Pump Control

Low Side Driver

#10 Output

Injector 1 (Peak/Hold 4A/1A

driver)

Injector 4 (Peak/Hold 4A/1A

driver)

Available Switched Gnd,

1.5A Max

Available Switched Gnd,

1.5A Max

Available Switched Gnd,

1.5A Max

Available Switched Gnd,

1.5A Max

Injector 2 (Peak/Hold 4A/1A

driver)

Available Switched Gnd,

1.5A Max

Available Switched Gnd,

1.5A Max

Available Switched Gnd,

1.5A Max

Available Switched Gnd,

1.5A Max

Available Switched 12V, 1.5A

Max

Injector 3 (Peak/Hold 4A/1A

driver)

Available Switched Gnd,

1.5A Max

Available Switched Gnd,

1.5A Max

Available Switched Gnd,

1.5A Max

Available Switched Gnd,

1.5A Max

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Connection Diagram for EMS P/N 30-6320

AEM EMS 30

PnP

Avail Means the function is not currently allocated and is available for use

Dedicated Means the location is fixed and cant be changed

Means the Plug and Play system comes with this configured for proper operation of this

device. Is still available for reassignment by the end user.

Intercooler Water Spray Motor (European EVO Only) PW #1

Intercooler Water Spray Auto Switch (European EVO Only) MAF

Intercooler Water Spray Manual Switch (European EVO

2006 Mitsubishi Lancer EVO IX

Turbocharger Wastegate Solenoid PW #2

Sensor Supplied Voltage 5V Sensor

Crankshaft Position Sensor Crank (T1)

Engine Coolant Temperature Sensor Coolant

Tachometer Signal Low Side Driver #7

Power Ground Power Ground

Power Supply Power

Fuel Pressure Solenoid Valve

Sensor Ground Sensor Ground

Camshaft Position Sensor Cam (T2)

Barometric Pressure Sensor Baro

Generator FR Terminal EGT #1

Intake Camshaft Position Sensor Car Speed

Power Steering Pressure Switch Switch #5

Fuel Pump Relay 3 (Low Speed) Low Side Driver #4

MFI Relay Main Relay (C5)

Power Ground Power Ground

Power Supply Power

Battery Backup Permanent Power

Volume Airflow Sensor Spare Speed

Intake Air Temperature Sensor AIT

--- Idle #6 Output

--- Idle #8

A/C Switch 2 Switch #3

Only)

Ignition Start Switch Cranking (SW1)

Low Side Driver

6320 I/O Notes

Output PnP for Boost Control

Output Dedicated

Input Dedicated

Input

Output PnP for Tachometer

Input Dedicated

#12 Output

Output Dedicated

Input Dedicated

Input

Input PnP for MIVEC

Input

Output PnP for Fuel Pump

Output

Output Dedicated

Input Dedicated

Input PnP for Air Flow Meter

Input PnP for Air Temperature

Output

Input PnP for A/C

Input Available, 0-5V sensor input

PW #1

Output

Input Dedicated

PnP for Coolant

Temperature

PnP for Fuel Pressure

Control

PnP for Barometric

Pressure

Available, RTD

Temperature

Avail, switch must connect

to ground

PnP for Intercooler Water

Spray

Available Switched Gnd,

1.5A Max

Available Switched Gnd,

1.5A Max

Available Switched Gnd,

1.5A Max

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Connection Diagram for EMS P/N 30-6320

AEM EMS 30

PnP

Avail Means the function is not currently allocated and is available for use

Dedicated Means the location is fixed and cant be changed

Means the Plug and Play system comes with this configured for proper operation of this

device. Is still available for reassignment by the end user.

100

Intercooler Water Spray Combination Meter (European

Main Fuel Pump and Level Sensor (US EVO Only) Knock #2

2006 Mitsubishi Lancer EVO IX

Front Heated Oxygen Sensor O2 #1

--- EGT #2

Rear Heated Oxygen Sensor O2 #2

--- EGT #3

Power Ground (European EVO Only) Power Ground

--- Coil #4

--- ---

Throttle Position Sensor TPS

Idle Position Signal ADCR13

Vehicle Speed Sensor Switch #2

--- Injector #12

--- ---

A/C Switch Switch #6

---

Data Link Connector PCRX

---

Cluch Pedal Position Switch (US EVO Only) Switch #4

--- ---

EVO Only)

Knock Sensor Knock #1

Manifold Absolute Pressure Sensor MAP

Fuel Tank Differential Pressure Sensor ADCR11

--- PCGND

Fuel Tank Temperature Sensor ADCR14

Sub Fuel Pump and Level Sensor (US EVO Only) EGT #4

Engine Immobiliser System ---

Ignition Switch 12V Switched

Data Link Connector PCTX

6320 I/O Notes

High Side Driver

#2 Output

High Side Driver

#3 Output

High Side Driver

#4 Output

Coil #3

Input PnP for Primary O2 Sensor

Input Available 0-5V Analog Input

Input

Input Available 0-5V Analog Input

Input Dedicated

Output

--- ---

Input PnP for Throttle Position

Input Available 0-5V Analog Input

Input PnP for Vehicle Speed

Output

--- ---

Input PnP for A/C Switch

Input Available Serial Connection

Input Available Switched Input

--- ---

Output

Input PnP for Knock Detection

Input PnP for Manifold Pressure

Input Available 0-5V Analog Input

Input Available Serial Connection

Input Available Knock Detection

Input Available 0-5V Analog Input

--- ---

Input Dedicated

Output Available Serial Connection

PnP for Secondary O2

Sensor

Available Switched Gnd,

1.5A Max

Available Switched Gnd,

1.5A Max

Available Switched 12V,

1.5A Max

Available Switched 12V,

1.5A Max

Available Switched 12V,

1.5A Max

Available Switched Gnd,

1.5A Max

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30-1320 (Series 1) vs 30-6320 (Series 2) EMS differences:

The EMS functions assigned to certain pins have been changed and no longer match the 30-1320 EMS. Unless otherwise noted, the following pins and functions will need to be manually reconfigured after using AEMTuner to convert a V1.19 (30-1320, Series 1 EMS) calibration for use with the 30-6320 Series 2 hardware.

Pin EVO IX harness destination 30-1320 function 30-6320 function

17 --- Injector #9i Injector 11 81 --- Injector #10i Injector 12 13 --- --- CAN1H 33 --- --- CAN1L

Inj11 controlled independently of Inj9

Inj12 controlled independently of Inj10

Notes

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AEM Electronics Warranty

Advanced Engine Management Inc. warrants to the consumer that all AEM Electronics products will be free from defects in material and workmanship for a period of twelve months from date of the original purchase. Products that fail within this 12-month warranty period will be repaired or replaced when determined by AEM that the product failed due to defects in material or workmanship. This warranty is limited to the repair or replacement of the AEM part. In no event shall this warranty exceed the original purchase price of the AEM part nor shall AEM be responsible for special, incidental or consequential damages or cost incurred due to the failure of this product. Warranty claims to AEM must be transportation prepaid and accompanied with dated proof of purchase. This warranty applies only to the original purchaser of product and is non-transferable. All implied warranties shall be limited in duration to the said 12-month warranty period. Improper use or installation, accident, abuse, unauthorized repairs or alterations voids this warranty. AEM disclaims any liability for consequential damages due to breach of any written or implied warranty on all products manufactured by AEM. Warranty returns will only be accepted by AEM when accompanied by a valid Return Merchandise Authorization (RMA) number. Product must be received by AEM within 30 days of the date the RMA is issued.

Please note that before AEM can issue an RMA for any electronic product, it is first necessary for the installer or end user to contact the tech line at 1-800-423-0046 to discuss the problem. Most issues can be resolved over the phone. Under no circumstances should a system be returned or a RMA requested before the above process transpires.

AEM will not be responsible for electronic products that are installed incorrectly, installed in a non approved application, misused, or tampered with.

Any AEM electronics product can be returned for repair if it is out of the warranty period. There is a minimum charge of $50.00 for inspection and diagnosis of AEM electronic parts. Parts used in the repair of AEM electronic components will be extra. AEM will provide an estimate of repairs and receive written or electronic authorization before repairs are made to the product.

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