Infinity User Guide PDF

Instruction
Manual
30-71XX
Infinity
User Guide
STOP!
THIS PRODUCT HAS LEGAL RESTRICTIONS.
READ THIS BEFORE INSTALLING/USING!
THIS PRODUCT MAY BE USED SOLELY ON VEHICLES USED IN SANCTIONED COMPETITION WHICH MAY NEVER BE USED UPON A
PUBLIC ROAD OR HIGHWAY, UNLESS PERMITTED BY SPECIFIC REGULATORY EXEMPTION. (VISIT THE EMISSIONS PAGE AT HTTP://
WWW.SEMASAN.COM/EMISSIONS FOR STATE BY STATE DETAILS.)
IT IS THE RESPONSIBILITY OF THE INSTALLER AND/OR USER OF THIS PRODUCT TO ENSURE THAT IT IS USED IN COMPLIANCE WITH
ALL APPLICABLE LAWS AND REGULATIONS. IF THIS PRODUCT WAS PURCHASED IN ERROR, DO NOT INSTALL AND/OR USE IT. THE
PURCHASER MUST ARRANGE TO RETURN THE PRODUCT FOR A FULL REFUND.
THIS POLICY ONLY APPLIES TO INSTALLERS AND/OR USERS WHO ARE LOCATED IN THE UNITED STATES; HOWEVER CUSTOMERS
WHO RESIDE IN OTHER COUNTRIES SHOULD ACT IN ACCORDANCE WITH THEIR LOCAL LAWS AND REGULATIONS.
WARNING: This installation is not for the tuning novice! Use this system with EXTREME caution! The AEM
Infinity Programmable EMS allows for total flexibility in engine tuning. Misuse or improper tuning of this
product can destroy your engine! If you are not well versed in engine dynamics and the tuning of engine
management systems DO NOT attempt the installation. Refer the installation to an AEM-trained tuning
shop or call 800-423-0046 for technical assistance.
NOTE: All supplied AEM calibrations, Wizards and other tuning information are offered as potential
starting points only. IT IS THE RESPONSIBILITY OF THE ENGINE TUNER TO ULTIMATELY CONFIRM IF THE
CALIBRATION IS SAFE FOR ITS INTENDED USE. AEM holds no responsibility for any engine damage that
results from the misuse or mistuning of this product!
AEM Performance Electronics

AEM Performance Electronics, 2205 126th Street Unit A, Hawthorne, CA 90250
Phone: (310) 484-2322 Fax: (310) 484-0152
http://www.aemelectronics.com
Instruction Part Number: 10-7100_Full
Document Build 12/29/2015
Infinity User Guide
Table of Contents
Introduction
1
12.............................................................................................................................................................
Month Limited Warranty
.............................................................................................................................................................
1
AEM
Infinity
............................................................................................................................................................. 1
Background
.............................................................................................................................................................
2
Revision
History Log
Software
.............................................................................................................................................................
3
Software
Installation
............................................................................................................................................................. 4
FAQ
.............................................................................................................................................................
4
Flash
Memory Functions
.............................................................................................................................................................
4
Getting
Started
.............................................................................................................................................................
5
File
Menu
.............................................................................................................................................................
10
Connection
Menu
.............................................................................................................................................................
11
Target
Menu
.............................................................................................................................................................
13
Layout
Menu
.............................................................................................................................................................
16
Default
Layouts
.............................................................................................................................................................
16
Log
Menu
.............................................................................................................................................................
19
Wizards
Menu
.............................................................................................................................................................
19
Help
Menu
.............................................................................................................................................................
19
Connection
Status
.............................................................................................................................................................
20
Control
Windows
.............................................................................................................................................................
34
Virtual
and Conversion Channels
.............................................................................................................................................................
37
Plot
Data and Control
.............................................................................................................................................................
39
Windows
Hot Keys
.............................................................................................................................................................
40
Infinity
Hot Keys - Quick Reference
.............................................................................................................................................................
41
Infinity
Hot Keys - Configuration
Hardware
.............................................................................................................................................................
49
Serial
Number
.............................................................................................................................................................
49
Account
Registration
.............................................................................................................................................................
57
aeminfinity.com
file descriptions
.............................................................................................................................................................
57
Firmware
Update Window Layout
.............................................................................................................................................................
59
Firmware
Update
.............................................................................................................................................................
66
Firmware
Update Troubleshooting
.............................................................................................................................................................
70
Infinity
Hardware Specifications
.............................................................................................................................................................
71
ECU
Installation
.............................................................................................................................................................
72
USB
& Logging Connectors
.............................................................................................................................................................
73
ECU
Installation Dimensions Infinity-Series7
2015 AEM Performance Electronics
Contents
.............................................................................................................................................................
74
ECU
Installation Dimensions Infinity-Series5
Tuning Guide
............................................................................................................................................................. 75
Background
.............................................................................................................................................................
75
Basic
Tuning
Calibration
..........................................................................................................................................................75
Data
Unit
..........................................................................................................................................................76
Preferences
Wizard
..........................................................................................................................................................77
Basic Setup
......................................................................................................................................................77
Wizard
Design
......................................................................................................................................................78
Wizard
Organization
......................................................................................................................................................79
Engine
......................................................................................................................................................80
Engine
Rotary
......................................................................................................................................................81
Tuning
Preferences
......................................................................................................................................................83
Cam/Crank
......................................................................................................................................................84
Mass
Airflow
......................................................................................................................................................88
Injector
Setup
......................................................................................................................................................92
Basic
Sensor Setup
......................................................................................................................................................103
DBW
Tuning
......................................................................................................................................................106
Set
Throttle Range
......................................................................................................................................................107
Ignition
Sync
......................................................................................................................................................109
Oil
Metering Pump
Follow
..........................................................................................................................................................110
ECU
Modified
..........................................................................................................................................................112
Values
Right
..........................................................................................................................................................113
Click Editing
Engine
..........................................................................................................................................................114
Start
Idle
..........................................................................................................................................................116
Air Control
VE
..........................................................................................................................................................118
& Airflow Based Tuning
Target
..........................................................................................................................................................122
Lambda
Lambda
..........................................................................................................................................................125
Control Tuning
Fuel
..........................................................................................................................................................128
Trims
Ignition
..........................................................................................................................................................132
Tuning
Ignition
..........................................................................................................................................................134
Trims
DBW
..........................................................................................................................................................136
Idle Air Control
.............................................................................................................................................................
137
Advanced
Tuning
Wizard
..........................................................................................................................................................137
Advanced Setup
......................................................................................................................................................137
Accel
and Decel Fuel
......................................................................................................................................................139
Advanced
Trims
......................................................................................................................................................141
Boost
Control
......................................................................................................................................................157
Engine
Protection
......................................................................................................................................................160
Idle
- Basic
......................................................................................................................................................162
Idle
Advanced
Infinity User Guide

......................................................................................................................................................168
Input
Function Assignments
......................................................................................................................................................193
Knock
Setup
......................................................................................................................................................199
Lambda
Control
......................................................................................................................................................202
Launch
Antilag
......................................................................................................................................................204
Launch
Timer
......................................................................................................................................................206
Nitrous
N2O
......................................................................................................................................................209
Main
Rev Limiter
......................................................................................................................................................211
Rev
Limit 2Step
......................................................................................................................................................213
Rev
Limit 3Step
......................................................................................................................................................215
Shift
Cut
......................................................................................................................................................216
Shift
Cut Time
......................................................................................................................................................217
Traction
Control
......................................................................................................................................................221
USB
Logging
......................................................................................................................................................222
VVC
......................................................................................................................................................224
Diagnostics
......................................................................................................................................................226
Output
Assignments
......................................................................................................................................................232
Coils
/ Injectors
Injector
..........................................................................................................................................................232
Control
Injector
..........................................................................................................................................................233
Pressure
Flex
..........................................................................................................................................................235
Fuel Tuning
Multi-Map
..........................................................................................................................................................237
Tuning
Advanced
..........................................................................................................................................................244
Individual Cylinder Tuning
Staged
..........................................................................................................................................................244
Injection Tuning
DBW
..........................................................................................................................................................245
Custom Setup and Troubleshooting
Coil
..........................................................................................................................................................248
Dwell Tuning
VR
..........................................................................................................................................................249
PWMDuty [%] Tables
Cam/Crank
..........................................................................................................................................................250
Noise Cancellation Feature
CAN
..........................................................................................................................................................252
(AEMNet)
4..........................................................................................................................................................261
Channel Wideband UEGO Controller Setup
EFI Components
.............................................................................................................................................................
262
Spark
Plugs
.............................................................................................................................................................
266
Ignition
Coils
.............................................................................................................................................................
268
Combustion
Chamber
.............................................................................................................................................................
273
TPS
(Throttle Position Sensor)
.............................................................................................................................................................
273
MAP
(Manifold Absolute Pressure)
.............................................................................................................................................................
276
IAT (Inlet Air Temperature)
.............................................................................................................................................................
277
CLT (Coolant Temperature)
.............................................................................................................................................................
278
O2 (Oxygen Sensor)
.............................................................................................................................................................
282
KNK (Knock Sensor)
.............................................................................................................................................................
282
PPS (Pedal Position Sensor)
Contents
.............................................................................................................................................................
283
CMP/CKP (Cam/Crank Position)
.............................................................................................................................................................
284
IAC (Idle Air Control)
.............................................................................................................................................................
286
FCS (Fuel Composition Sensor)
Fuel System Setup

.............................................................................................................................................................
287
Fuel Plumbing
.............................................................................................................................................................
288
Fuel Pump
.............................................................................................................................................................
289
Fuel Injector
.............................................................................................................................................................
291
Fuel Pressure Regulator
.............................................................................................................................................................
292
Fuel Filter
.............................................................................................................................................................
292
Fuel Rail
Wiring Harness
.............................................................................................................................................................
293
Wiring
Wiring
..........................................................................................................................................................293
Conventions
Tools
..........................................................................................................................................................295
Grounding
..........................................................................................................................................................296
Power
..........................................................................................................................................................296
Requirements
General
..........................................................................................................................................................297
Purpose Outputs
Injectors
..........................................................................................................................................................297
Ignition
..........................................................................................................................................................298
System
Noise
..........................................................................................................................................................303
Sensors
..........................................................................................................................................................303
Digital
..........................................................................................................................................................307
Switch Inputs
Auxiliary
..........................................................................................................................................................307
Connector
Idle
..........................................................................................................................................................308
Air Control Valve Requirements
.............................................................................................................................................................
310
Universal Pinout, Infinity-Series7
.............................................................................................................................................................
322
.............................................................................................................................................................
330
Connector Views Infinity-Series7
.............................................................................................................................................................
330
.............................................................................................................................................................
330
Example
System Schematics
Power
..........................................................................................................................................................332
Distribution, Infinity-Series5
Power
..........................................................................................................................................................333
Distribution, Infinity-Series7
Internal
..........................................................................................................................................................334
UEGO, Infinity-Series5
Internal
..........................................................................................................................................................335
UEGO, Infinity-Series7
95
..........................................................................................................................................................336
BMW E36 M3, Infinity-Series5
95
..........................................................................................................................................................337
BMW E36 M3, Infinity-Series7
EVO
..........................................................................................................................................................338
VIII, Infinity-Series5
EVO
..........................................................................................................................................................339
VIII, Infinity-Series7
EVO
..........................................................................................................................................................340
IX Pinout, Infinity-Series5
EVO
..........................................................................................................................................................341
IX Pinout, Infinity-Series7
9398
..........................................................................................................................................................342
Toyota Supra 2JZGTE, Infinity-Series5
Infinity User Guide

9398
..........................................................................................................................................................343
Toyota Supra 2JZGTE, Infinity-Series7
Ignition
..........................................................................................................................................................344
System COP 2 Wire "Dumb" Coils with Ignitor, Infinity-Series5
Ignition
..........................................................................................................................................................345
Ignition
..........................................................................................................................................................346
Ignition
..........................................................................................................................................................347
Ignition
..........................................................................................................................................................348
System COP 3 Wire "Smart" Coils, Infinity-Series5
Ignition
..........................................................................................................................................................349
Ignition
..........................................................................................................................................................350
Ignition
..........................................................................................................................................................351
Ignition
..........................................................................................................................................................352
Ignition
..........................................................................................................................................................353
GM
..........................................................................................................................................................354
LS3 DBW Wiring, Infinity-Series5
GM
..........................................................................................................................................................355
LS3 DBW Wiring, Infinity-Series7
Mazda
..........................................................................................................................................................356
RX7 FD Wiring, Infinity-Series5
Glossary of Terms
............................................................................................................................................................. 357
Glossary
Introduction
Introduction
12 Month Limited Warranty
Advanced Engine Management Inc. warrants to the consumer that all AEM High Performance products will be free
from defects in material and workmanship for a period of twelve (12) months from date of the original purchase.
Products that fail within this 12-month warranty period will be repaired or replaced at AEMs option, 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.
UEGO oxygen sensors are considered wear items and are not covered under warranty.
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 EMS 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.
AEM Infinity
The AEM Infinity is a user-programmable Electronic Control Unit (ECU) that uses a powerful twin-CPU design. The
unit features a 200Mhz 32-bit processor and a 20Mhz 16-bit aux processor with 4GB flash drive standard,
expandable up to 64GB (flash drive) memory. The Infinity includes a configurable internal data logger capable of
recording 100 channels at up to 1kHz of information. Every Infinity system comes with all functions installed and
activated and there are no expensive options or upgrades to be performed.
The Infinity is a tool that allows the user to custom tune an engine by specific requirements. This is extremely
useful and usually necessary when upgrading the engine for maximum performance, especially if installing a
turbocharger, supercharger or building up a normally aspirated engine. The Infinity completely replaces the factory
ECU and features unique plug and play technology, which means that each system is configured especially for the
make and model of car. There is no need to modify the factory wiring harness and in most cases the vehicle may
be returned to stock in a matter of minutes. The Infinity Tuner software is configured to work with the factory
sensors and equipment, so that there is no need for expensive or hard to find sensors making replacement and
repairs as simple as with an unmodified car.
Background
The Infinity platform is very different from previous generation AEM EMS products. The hardware (circuit board
assembly) is designed around a very advanced automotive grade microcontroller (processor or chip). Several
Infinity User Guide

2
layers of software reside on this chip that allow for real time firmware programming without the need to write
computer code. This technology has allowed AEM to develop advanced control models never before used on other
AEM EMS products. Weve listened to our customers over the years and have attempted to simplify the tuning
process by employing an airflow based fuel control model eliminating many of the lookup and trim tables from
previous generation ECUs. The look and feel is very different and it may take some time to adjust to the new tuning
environment.
Our new tuning tool, Infinity Tuner is also a brand new product built from the ground up to interface with the new
hardware. It features a modular design that allows users and developers to build completely customized templates
and even design plug in applications that can automate many tuning tasks. Unlike previous AEM Setup Wizards
in older products like AEM Pro and AEM Tuner, the Infinity Tuner Setup Wizard plug in is a completely standalone application that will evolve with Infinity Tuner. It is much more integrated with the ECU hardware and performs
complex validation checks for all requested changes.
Among other things, Infinity Tuner is a powerful math processor. In addition to supporting standard global units and
math functions, special features allow users to create completely custom conversion channels for table data.
Virtually any function can be employed to display data in different formats or units. Math functions are also used for
table edits. ANY MATH function can be used not just a list of pre-defined selections. Advanced users will really
enjoy the flexibility this feature adds.
A built-in logging playback/controls synchronization feature allows tuners to view live plot data and make changes
to their calibration values on the fly, knowing exactly where the ECU was accessing table data. For more detailed
post processing of data, AEM offers its new analysis package, AEMdata.
Revision History Log

Version
B
C
D
Date
4/23/13
7/1/13
9/30/13
Modified Sections
Miscellaneous updates
Wiring
Wiring
E
F
G
H
I
2/5/14
8/25/14
10/28/14
4/28/15
12/29/15
Many
Many
Many
Many
Introduction
Descriptions
Removed Supra specific content
Power Distribution Schematic and
Pinout updated
Updated to reflect v95 revisions
Updated to reflect v95b revisions
Updated to reflect v96 revisions
Updated to reflect v96.1 revisions
Updated to reflect v96.2 revisions
Introduction
Software
Software Installation
Minimum computer requirements:

OS - Windows XP with .NET 4.0 framework installed
Ram - 2GB
Processor - 1 GHz
Free HD space - 600 Mb
Connectivity - USB 2.0
All current Infinity Tuner software installations are available for download from AEM at http://
www.aemelectronics.com/support/SoftwareDownloads
All current firmware pakgrp files are available for download from AEM at http://www.aeminfinity.com. You must
download and save a valid pakgrp file before proceeding with the firmware update process.
1. Run the setup.exe. Hit Next> and follow the instructions on each page.
2. Read and accept the terms of agreement and pick your desired location for Infinity Tuner to be installed. Hit
Next> and allow the software to complete installation.
3. You may now exit the Infinity Tuner installer. You can now run Infinity Tuner.
Infinity User Guide

4
FAQ
What are the basic sensors needed?
In order to use the Infinity to its full potential you will need the following; Intake Air Temperature Sensor, Manifold
Air Pressure Sensor, Coolant Temperature and a Wide Band Air/Fuel Ratio sensor.
Why doesn't the Infinity work with (insert vehicle or engine description here)?
We have not had the opportunity to map the Cam and Crank profiles of that engine yet. If your cam and crank
matches another vehicle we do have, it will work.
What do you mean by matching the cam and crank profile to another car?
The number of teeth on a crank trigger and cam trigger let the Infinity know where the engine position is exactly.
Based on that the infinity will know when to spark, and inject fuel.
Will this control my Supra VVTI?
Yes.
What is the difference between an Infinity-8 and an Infinity-8h?
The 8h will control 8 high impedance injectors only, while the 8 will control either high or low impedance injectors.
The Infinity 8 also has more inputs and outputs available for use. TC/DBW etc etc.
Is the Infinity Waterproof?
Yes, it is fully sealed with IP67 connectors.
Flash Memory Functions

Changes made to calibration tables are stored on the ECU in a temporary memory location and applied
immediately. In other words, while tuning live, all changes take effect immediately. They are not however
immediately saved to ECUs flash memory. The menu function Target Commit modifications (Hot Key CTRL +
SHIFT + C) is used to save all current changes to the flash. This feature allows the user to choose what changes to
save to the ECU during a tuning session. Target Revert modifications (Hot Key CTRL + SHIFT + R) removes
any changes not previously saved. At key off, the system will automatically commit all unsaved changes if the Key
Off Commit option is checked in the Tuning Preferences Setup Wizard page. AEM recommends disabling the Key
Off Commit options once all tuning changes are made.
Getting Started
File Extensions:
The Infinity EMS software uses several different file naming conventions.
Software
.ITSSN
This file represents a Session (or Calibration). AEM provided base sessions are installed to the following location:
\Documents\AEM\Infinity Tuner\Sessions\Base Sessions
.ITLOG
This file is created when saving a Log.
.ITLYT
This file is created when making a Layout. Layouts allow the user to customize the way information and data is
presented on the screen. AEM provided sample layouts are installed to the following location: \Documents\AEM
\Infinity Tuner\Layouts
.PDF
These are Adobe Reader files. All documentation is in this format. AEM provide instructions are installed to the
following location: \Documents\AEM\Infinity Tuner\Instructions
File Menu
In the Infinity Tuner software, select the File drop down menu.
Open saved session:

Opens the background models from a previously saved session. Opening a session implies connecting to the
offline Infinity simulator.
Save Session:
Saves the current session. If logged data is included in the session, two files will be saved with this command:
.itssn the configuration and calibration data
.itlog the logged data file
Import calibration data:
Imports modifiable data such as calibration changes to tables, etc. This command allows the download of a saved
calibration to the controller. The saved calibration consists created items, system Predefined items, and
Unresolved External Names. The existing system calibration will be cleared before the calibration is downloaded.
Recent sessions:
Displays a listing of most recently opened session files for quick reference.
Application Options:
Allows fine tuning of many application preferences. Clicking on...or hovering the mouse over each setting will
display a corresponding description in the lower part of the window.
Infinity User Guide

6
The following windows will allow users to customize the Infinity Tuner application for their preferences. Adjusting
these settings is optional and in most if not all cases, they will be set properly by default.
Firmware Window
These application preferences are used by the firmware upgrade window. The should be set correctly by default and
should not need adjustment. They can be used in some cases for troubleshooting certain file management issues
during the firmware upgrade process.
Hot Keys Main

These application preferences are used to set up hot keys for most general application tasks. To change a hot key
assignment, select the hot key assignment by left clicking on the button. Hit the enter key to begin recording the
new assignment.
Software
Hot Keys USB

These application preferences are used by the USB logging - get logs window. They can be used in some cases for
troubleshooting certain file management issues during the USB log file save process.
Infinity User Guide

8
Main
These application preferences are used to set generic application preferences.
Software
Most of these settings will be configured properly by default. The following list might be used more often by users
to customize the application for their preferences:
auto_save_log_data Periodically save PC log data to disk while logging. Takes effect when logging starts/
restarts.
captureloop_sleep This sets the PC logging frequency. The number of milliseconds between data captures from
the ECU. A value larger than 1000 (1 second) will be ignored. Lower performance PCs may benefit from a value
greater than 50 here. Depending on the size of the layout, values less than 20 may result in very large PC log files
that take a long time to open and/or save.
layout_directory The current directory for layouts.
load_log_with_session Determines if .itlog files are loaded with a .itssn file is opened.
session_directory The current directory for session files.
startup_layout Specifies how to perform the loading of a startup layout. Will only take effect on the next launch of
Infinity Tuner. Options are:
load_last
Infinity User Guide

10
load_specific
none
prompt user
If load_specific is chosen, a file must be set in the startup_layout_file setting.
USB Window
These application preferences are used by the USB logging - get logs window. They can be used in some cases for
troubleshooting certain file management issues during the USB log file save process.
Exit:
Closes the Infinity Tuner
Connection Menu
In the Infinity Tuner software, select the Connection drop down menu.
Connect to USB:
Connects to the ECU using the USB port. The ECU must be powered properly.
Software
11
Disconnect:
This option will terminate the ECU USB connection.
Target Menu
In the Infinity Tuner software, select the Target drop down menu.
Undo:
Undo last commanded edit. Hot Key = Ctrl Z
Redo:
Redo last commanded edit. Hot Key = Ctrl Y
Commit modifications:
This action will update the non-volatile storage of the ECU with the users changes. The data that would be saved on
the ECU includes the following:
Table data changes.
Initial value changes.
"Predefined item" changes especially "Static" types.
Revert modifications:
Resets all data changed since the last time the calibration was "Committed." Once the "Commit" is performed, the
changes cannot be "Reverted." The user can make changes to the table data while tuning and "Revert" the
changes before "Committing." The user can always save the calibration to a file as well.
Upgrade firmware...:
The firmware update process is described in Firmware Update
59
under the Infinity ECU Hardware section.
Lock with password:

Table data can be locked with a password on an individual channel basis.
Infinity User Guide

12
Click the Set button to select channels.
This dialog allows the user to select channels for password protection. Manually select channels by left clicking on
the check box or alternately by using the arrow keys to scroll through the list and the space bar key to select.
Lists can be saved for later use by using the Save button. The Load button will load previously saved lists of
channels. The Append button will append a different list of channels onto the existing list of selected channels.
Enter and confirm the password to set.
Clear password:
An existing password can be cleared but all data in the protected channels will be cleared as well and usually set
to all zeros.
Software
13
Layout Menu
The Layout feature controls how the channels within Infinity Tuner are used and viewed. In the Infinity Tuner
software, select the Layout drop down menu.
Add Control:
Adds a new control window to the existing layout. See Software>Control Windows
20
for more detail.
Open layout:
Opens a new layout file
Note that layout files can be saved as shortcuts. Clicking the shortcut will launch Infinity Tuner and load the layout
file.
Infinity User Guide

14
Append layout:
This function can be used to append layout controls from another file onto the current one.
Save layout:
This function saves a new layout.
Clear Layout:
This feature clears all controls from the current layout.
New Page:
This function adds a new page to the layout. Note the "Page 19" tab shown below.
Software
15
Delete Page:
This function deletes the current page selected.
Simply select the tab that you wish to remove from the layout.
Navigate to Layout | Delete Page.
Make sure to save the layout if you would like to keep these changes.
Edit Theme Colors:
The complete look of Infinity Tuner can be customized from within this dialog. Up to 30 individually customizable
gradients can be used to configure colors to user preferences. Background colors, text colors grid lines and
indicator colors can all be customized.
Load theme:
This feature loads a previously saved theme.
Save theme:
Use to save a new theme file.
Add virtual channel:
This function allows the user to add a virtual channel. See Software>Virtual and Conversion Channels
detail.
34
for more
Infinity User Guide

16
Add conversion channel:

This function allows the user to add a conversion channel. See Software>Virtual and Conversion Channels
more detail.
34
for
List virtual and conversion channels:

This function all available virtual and conversion channels and allows editing. See Software>Virtual and Conversion
Channels 34 for more detail.
Recent layouts:
Displays a list of recently used layout files for quick reference
Default Layouts
AEM includes a selection of version specific layouts with each software installation. Default layouts are saved to
your \Documents\AEM\Infinity Tuner\Layouts\
Layouts are further separated by hardware platform, Infinity-6, Infinity-10, etc.

Within each folder is a listing of available layouts. Depending on the situation, different layouts may work better and
of course, they can be further customized as needed.
Log Menu
By clicking the Logging drop down menu, the following options are available:
Start PC Logging:
When selected from the navigation bar, this data logs all channels.
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Stop and Save PC Log:

Selecting this option while recording will turn OFF the log. A current log will be lost once a new log starts. To save
a log, be sure to do a Save Session from the File Menu.
Show all:
Selecting this option will show all logs.
Goto live data:
Quick function that allows transition from log viewing to live data
USB Logging Channel Setup:
This dialog allows the user to select channels for USB logging. Manually select channels by left clicking on the
check box or alternately by using the arrow keys to scroll through the list and the space bar key to select. Logging
lists can be saved for later use by using the Save button. The Load button will load previously saved lists of
Note that the list of channels for logging is saved in ECU memory. Channels can't be selected offline. They can
only be selected when connected to an ECU.
USB Logging Get Logs:

This menu allows the user to configure the file transfer features for USB logging.
If Auto-Save On Connect is selected below, the system will automatically transfer file from the USB storage
device to the PC when connected according to the settings in the Upload Files... dialog shown below.
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Define the save path by clicking the Browse... button and choosing a save folder location. A user File Prefix and
File Counter can be chosen as shown in the example above. File Prefix and File Counter entries are only valid if the
USB device is formatted RAW. To select the RAW formatting for the USB device, right click in the file name
window and select format drive.
There is a display filter that allows the user to filter the file list for files above a certain size. All USB log files are
saved individually. Every time the logging conditions are met, a file is opened. When the logging conditions are no
longer met, the file is closed and saved. The Display Filter can filter out small files that may result from quick
logging start/stop conditions.
To choose a list of individual files to save, select them from the list by left clicking the check box. Alternately, they
can be selected by using the arrow keys and space bar to select. Under the Save category, choose to save either
Selected files or All files. The Close on completion option will automatically close the dialog when the save task is
complete.
The dialog will display the current status of the file transfer(s) as shown below.
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Wizards Menu
The wizards menu allows the user to select from several smart tools to aid in setup and tuning. See the Wizard
Setup 77 section for more information.
Help Menu
Information on the Infinity Tuner build can be found here. There is also a dialog window that displays information
about the specific firmware versions installed on the ECU.
Connection Status
Various connection statuses are displayed to indicate current ECU mode from connected, simulation, or not
connected.
Example showing USB

connection to Infinity ECU
Example showing session file opened offline
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Not connected to ECU. No

session file curently opened.
Possible problem with board, try

turning ignition off and on and ensure
ping C1-9 (Infinity-8/10/12) or C1-72
(Infinity-6/8h), Flash Enable is not
connected to 12v
Control Windows
There are many different types of controls including: 1D Table, 2D Graph, 2D Table, 3D Graph, Bar, Gauge, Plot,
Scatter Plot, Slider, Text, and Text Grid.
To create a control:
1. Select Layout > Add Control.
2. Select the desired control from the Add Control menu.
3.
4.
5.
6.
Select the desired channel(s) from the Channel List dialog box.
Click OK to access the Control Properties dialog box.
Adjust control property settings, if applicable.
Click OK to create the control and display it in the layout.
1D Table
A 1D Table represents a one-dimensional translation (one input channel). It is essentially a math calculation that
maps one value to another based on a lookup table, instead of a math expression.
To add a 1D Table:
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1. Select Layout > Add Control > 1D Table.

2. Right Click on the window and select Set Channel. The search field can be used to narrow your selection.
3. Select the desired 1-Axis Lookup Table from the Channel List dialog box.
4. Click OK. Example shown below.
2D Graph
A 2D Graph represents a one-dimensional translation (one input channel). It is essentially a math calculation that
maps one value to another based on a lookup table, instead of a math expression.
To add a 2D Graph:
1.
2.
3.
4.
Select Layout > Add Control > 2D Graph.

Right Click on the window and select Set Channel.
Select the desired 1-Axis Lookup Table from the Channel List dialog box.
Click OK.
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2D Table
A 2D Table represents a two-dimensional matrix (two input channels).The two inputs index into a lookup table for
the output.
To add a 2D Table:
1.
2.
3.
4.
Select Layout > Add Control > 2D Table.

Click OK.
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3D Graph
A 3D Graph represents a two-dimensional matrix (two input channels).The two inputs index into a lookup table for
the output.
To add a 3D Graph:
1.
2.
3.
4.
Select Layout > Add Control > 3D Graph.

Click OK. A 3D Graph provides a visual representation of one channel input relative to another channel input.
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Rotate: Rotates the 3D graph. Left-click, hold, and move the cursor to the right, left, up or down to rotate the
graph right, left, up or down.
Zoom: Zooms in and out. Left-click, hold, and move the cursor to enlarge or reduce the graph size.
Pan: Moves the 3D graph left, right, up, or down
Select: Selects sections of the map for editing
Legend: Turns the legend data on/off.
Bar
A Bar is a measuring instrument that requires one input channel.
To add a Bar:
1.
2.
3.
4.
Select Layout > Add Control > Bar.

Select the desired Channel from the dialog box.
Click OK.
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Gauge
A Gauge is a measuring instrument that requires one input channel. It is displayed as a simulated analog-style 3D
model.
To add a Gauge:
1.
2.
3.
4.
Select Layout > Add Control > Gauge.

Right Click on the window and select Set Channel
Select the desired Channel from the dialog box and Click OK.
When right clicking and selecting Properties, the following dialog box appears.
Minimum: Minimum value for the gauge (should be greater than, or equal to, the minimum value of the selected
channel)
Maximum: Maximum value for the gauge (should be less than, or equal to, the maximum value of the selected
channel)
Major divisions: Number of major divisions in the gauge
Minor divisions: Number of minor divisions in the gauge
Font Size: Allows multiple sizes to be selected
OK: Creates the gauge in the layout
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5. When right clicking and selecting Number Format Options, the following dialog box appears:
This dialog box allows custom formats to be used such as Standard, Fixed, and Scientific numerals.
The precision can be changed which allows for extra decimals on the values.
Values can be represented with a "+" if they are positive.
The custom formatting specified in this dialog box can be applied to all control using this channel.
Plot
A Plot data logs the output value of one or more channels over time. This channel requires the log to be enabled:
Log | Start Recording.
To add a Plot:
1. Select Layout > Add Control > Plot.
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2. Right Click on the window and select Add Channel.
The Load button will load previously saved lists of channels. The Append button will append a different list of
channels onto the existing list of selected channels.
3. Select the desired Channel from the dialog box and click OK.
4. The Y-axis represents the output value, and the X-axis represents time.
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Things to do with a plot control:

Zoom: Zooms in and out. Click, hold, and move the cursor to enlarge or reduce the graph size.
Pan: Moves the log data forward or backward in time while staying at the current zoom level
Auto Zoom: Will force the entire log to be displayed on each sample
Auto Pan: Will follow the data, displaying the same length of time for each sample
Plot Properties
Show Legend: Toggles the legend feature in the upper right hand corner of the plot window
Set vertical range: Sets vertical range for each channel
Use gradient: Sets color preferences according to pre-configured gradients
Set single color: Allows selection of a single fixed color instead of a gradient
Set number format: Sets number format preferences for each channel
Scatter Plot
A Scatter Plot requires 2 input channels. Once the logger has been enabled (Log | Start Recording) a recorded
trace of where the two channels have been operating will be viewable.
To add a Scatter Plot:
1. Select Layout > Add Control > Scatter Plot.
2. Right click and select the two desired x and y-axis channels from the Channel List dialog box.
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3. By right clicking and selecting Properties, the following dialog box opens.
Min Value: Minimum value for the associated X, or Y-axis

Max Value: Maximum value for the associated X, or Y-axis
OK: Creates the scatter plot in the layout
4. The order of the channels can be changed by using the Swap Axis.
5. Click OK.
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Text
Text is used to view a specific channel's current state or condition.
To add Text:
1. Select Layout > Add Control > Text.
2. Right click and select Set Channel.
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3. Select the desired channel from the Channel List dialog box.
4. Clicking OK creates the text control in the layout.
5. Display Options: When right clicking, the following options change how the control will display in the layout.
Initial Value: When selecting, the initial value will be displayed. This is the value saved to flash memory when
changes are committed. Edit this value and commit changes if you want the change to be maintained after a
power cycle.
Number Format Options: This dialog box allows custom formats to be used such as Standard, Fixed, and
Scientific numerals.
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Color Options:
A custom spectrum of colors can be constructed depending on the Low Color, Mid Color, and High Color
specified.
This color array can be applied to all controls using this channel.
Move: When selected, this allows the window to be moved freely.
Size: When selected, this allows the window to be sized appropriately.
Text Grid
Text Grid is used to view the current state or condition of multiple channels.
To add Text Grid:
1. Select Layout > Add Control > Text Grid.
2. Right click and select Set Channel.
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3. Select the desired channel from the Channel List dialog box.
4. Clicking OK creates the text control in the layout.
Display Options: When right clicking, the following options change how the control will display in the layout.
Add Channel: This allows multiple to be added in rows.
Move: When selected, this allows the window to be moved freely.
Size: When selected, this allows the window to be sized appropriately.
When right clicking the channel, the following display options appear:
Remove: This will remove the selected channel.
Move Up: This will move the selected channel up one row at a time.
Move Down: This will move the selected channel down one row at a time.
Number Format Options: This dialog box allows custom formats to be used such as Standard, Fixed, and
Scientific numerals.
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Color Options:
A custom spectrum of colors can be constructed depending on the Low Color, Mid Color, and High Color
specified.
This color array can be applied to all controls using this channel.
Virtual and Conversion Channels
Virtual Channels provide you with a flexible means of defining and manipulating the raw data you are viewing in
Infinity Tuner. Virtual Channels allow you to select any of the available channels present in your session and
include them in custom math expressions defined by you.
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Name:
Enter desired name of the virtual channel being defined.
Expression:
Enter desired expression. Inputs in expressions are listed as i0, i1, i2 and so on. For details and examples of the
syntax see below.
Inputs:
A list of the current channels that can be used in this virtual channel
Set Inputs: Can add/remove the channels that can be used with this virtual channel
Conversion channels provide you with a quick means of converting the values of an entire table or graph. The global
units feature introduced in the April 2015 v96.1 update can take the place of this feature for most users.
Conversion channels can still be used to create unique representation of ECU data though. Once a conversion
channel is created ,simply right click on the table or graph and select the desired conversion channel from Table
conversion.
Name:
Enter desired name of virtual channel being defined.
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Expression:
Enter desired expression. For details and examples of the syntax see below
Reverse expression:
Enter expression to convert channel back to its original value.
Set:
Select the channel you wish to create a conversion for.
Here you may review all of the virtual and conversion channels you have defined in the current session you have
running. The Channel number, Type, and Name are listed in the three columns. Right clicking on any of the
channels listed provides you with the option of removing the channel or editing the channel. By selecting edit, you
can redefine anything about the given channel. If you made a mistake or something changes you can easily go
back and make your desired changes.
The syntax for the math expressions you can define in Infinity Tuner is fairly straightforward. The slight detail that
may seem strange at first is listing the selected inputs in the expression as i0, i1, i2, and so on according to the
order the appear on the list of Inputs.
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This detail may seem strange at first but is very convenient in the long run. (i0* 14.64) for the above expression for
example would have had to of been typed as (LambdaTarget * 14.64) otherwise.
The ReqFuel virtual channel illustrates the benefit of this well. You can now enter i0+i1+i2+i3+i4+i5+i6+i7+ i8+i9
+i10+i11 to add the required fuel for all of the fuel injectors. Without this syntax the expression would get
overwhelmingly large fast(ReqFuel1 [us/10] + ReqFuel2 [us/10] + ReqFuel3 [us/10] + ReqFuel4 [us/10] +
ReqFuel5 [us/10] + ReqFuel6 [us/10] + ReqFuel7 [us/10] + ReqFuel8 [us/10] + ReqFuel9 [us/10] + ReqFuel10
[us/10] + ReqFuel11 [us/10] + ReqFuel12 [us/10]
Plot Data and Control

AEM supplied layout files will come pre-loaded with several Plot Control windows. (Users can always add, delete
or edit them as desired.) These are special controls that allow real time data logging and playback. To begin a PC
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log, go to the Log menu and select Start recording or hit the CTRL + L hot key. Select Stop recording or hit the
CTRL + L hot key again to stop logging. A dialog will ask if you want to save the data or not. If you select Yes,
you will be prompted to save the current session file. A session file contains all the current configuration and
calibration data along with a log file. If you open that session file again, the file will be loaded and all plot controls
will be populated with the recorded data.
Plot Window Tools

Selection tool: Choose this icon by clicking on it then left click and drag through the plot window to view
current data values.
Pan tool: Choose this icon by clicking on it then left click and drag through the plot window to pan the data
left or right. Hot Key Left/Right arrow
Zoom tool: Choose this icon by clicking on it then left click and drag up and down to zoom in and out.
Alternatively, a mouse scroll wheel can be used after selecting the zoom tool. Hot Key Up arrow/Page up, Down
arrow/Page down
Show legend: Displays or hides the data legend.
Additional hot keys available in plot control window:
Home Brings you to the start of the log
End Brings you to the end of the log
For Home and End, the current display range is kept, so if viewing 10 seconds worth of data, Home will display the
first 10 seconds while End will display the last 10 seconds.
Controls Synchronization
When the plot control is populated with data, using the selection tool and dragging through the plot will cause
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Infinity Tuner to synchronize all control windows to the plot data. This happens when connected to the simulator
offline or when connected to the ECU via USB. To go back to viewing live data, go to the Log menu and select
Goto live data.
The image above shows plot data syncd to control windows. All table cursors update with their position relative to
the logged data in the plot control. Note that in this mode, table edits are still possible.
Windows Hot Keys

PCs have their own preset mapping.
Ctrl
Ctrl
Ctrl
Ctrl
Ctrl
Ctrl
Ctrl
+
+
+
+
+
+
+
Alt
Alt
Alt
Alt
Alt
Alt
Alt
+ F3 = Enable Build-in Display

+F11 = Enable/Disable Panel Fitting
+F12 = Open Graphics and Media Control Panel
+UP = Rotate screen to Normal
+LEFT = Rotate screen 90 degrees
+DOWN = Rotate screen 180 degrees
+RIGHT = Rotate screen 270 degrees
Use the shortcut "Ctrl + Alt + F12" to open the Graphics and Media Control Panel, select: Options > Hot Key
Manager.
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If Infinity Tuner is installed and running on a freshly installed version of windows, the Hot Key Functionality is likely
enabled. If one of these preset hot keys is programmed into Infinity Tuner, this will cause an interference.
Infinity Hot Keys - Quick Reference

Commonly used Hot Keys.
Action
Default Key
Open saved session
CTRL + SHIFT + O
Save session
CTRL + SHIFT + S
Open layout
CTRL + O
Save layout
CTRL + S
Connect USB
CTRL + SHIFT + U
Disconnect USB
CTRL + SHIFT + D
Go to main window
ESC
Toggle to next control window
TAB
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Toggle to previous control window
SHIFT + TAB
Next layout page
CTRL + TAB
Previous layout page
CTRL + SHIFT + TAB
Start/stop PC logging
CTRL + L
Commit modifications
CTRL + SHIFT + C
Revert modifications
CTRL + SHIFT + R
Select all
CTRL + A
Increase selected cells by 1%
Decrease selected cells by 1%
SHIFT + =
SHIFT +
CTRL + =
CTRL +
Add 1 to selected cells
Subtract 1 from selected cells
Add 10 to selected cells
CTRL + U
Subtract 10 from selected cells
CTRL + D
Smoothing using four neighboring cells
CTRL + 0
Smoothing using eight neighboring cells
CTRL + 1
Simple horizontal interpolation for 2D tables
Simple vertical interpolation for 2D tables
Simple horizontal interpolation for 1D tables
Two-way interpolation using selection corners
Two-way interpolation using selection edges
Infinity Hot Keys - Configuration

Hot keys can be edited through the Applications Options window located in the File menu
Below are some preset Hot Keys for Infinity Tuner.
Action
Default Key
app_options
F2
append_layout
CTRL + P
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clear_layout
ALT + SHIFT + C
close_control_window
CTRL + F4
commit_modifications
CTRL + SHIFT + C
connect_usb
CTRL + SHIFT + U
disconnect
CTRL + SHIFT + D
duplicate_control_window
CTRL + F5
goto_live_data
CTRL + G
goto_main_window
ESC
help_about
F1
next_control_window
TAB
next_layout_page
CTRL + TAB
open_layout
CTRL + O
open_session
CTRL + SHIFT + O
prev_control_window
SHIFT + TAB
prev_layout_page
CTRL + SHIFT + TAB
redo
CTRL + Y
revert_modifications
CTRL + SHIFT + R
save_layout
CTRL + S
save_session
CTRL + SHIFT + S
Keys mappings may use ALT, CTRL, and SHIFT.

The names are case insensitive and the "+" separator is optional.
Examples:
next_control_window = "ctrl n"
prev_control_window = "CTRL + P"
Use the "unshifted" key names for example, to map a command to the "$" key:
close_control_window = "SHIFT 4"
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Table selection and direct math function edits

Any math function can be directly applied to cell selections. In the first image below, a small section of the VE
Table is selected using mouse left click and drag or shift + arrow selection.
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The next image shows a direct math function application typed into the table. This function will be applied to all
selected cells. z is the current value of the cell +2 is the applied math function. In this case the result will be
adding 2 to the current value of each cell. Any valid math operation can be applied using this method.
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In the Infinity Tuner folder, open the Keys.ini in a text editor like notepad. Here you can define shortcut keys used
in Infinity Tuner. Simply enter into the text editor.
Action
Default Key
table_math_00
table_math_01
table_math_02
CTRL + =
table_math_03
CTRL + -
table_math_04
SHIFT + =
table_math_05
SHIFT + -
table_math_06
CTRL + 6
table_math_07
CTRL + 7
table_math_08
CTRL + 8
table_math_09
CTRL + 9
table_math_10
CTRL + 0
table_math_11
CTRL + 1
table_math_12
table_math_13
table_math_14
table_math_15
table_math_16
table_math_17
CTRL + SHIFT + 7
table_math_18
CTRL + SHIFT + 8
table_math_19
CTRL + SHIFT + 9
*Be sure to save when making changes to the Keys.ini settings. These changes will not take affect until Infinity
Tuner is reopened.
When highlighting cells in tables, the user is able to manipulate the data and enter an expression to modify the
cells. In the Infinity Tuner folder, open the Math.ini in a text editor like notepad. Here you can define various math
functions to be used in Infinity Tuner. Simply enter into the text editor:
table_math_xx = desired math expression,
where xx is an integer ranging from 00 to 19
While using Infinity Tuner, these math functions may be used by using the shortcut key you defined for that
table_math_xx. The format should be as follows:
// Modify the current cell value(s) by 1%
table_math_00 = "z * 1.01"
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table_math_01 = "z * 0.99"
table_math_02 = "z * 1.1"
table_math_03 = "z * 0.9"
table_math_04 = "z * 1.05"
table_math_05 = "z * 0.95"
// Modify the current cell value(s) by 1
table_math_06 = "z + 1"
table_math_07 = "z - 1"
// Modify the current cell value(s) by 10
table_math_08 = "z + 10"
table_math_09 = "z - 10"
// Smoothing using four neighboring cells (left, right, bottom, top)
table_math_10 = "0.8 * z + 0.2 * (cell(ix - 1, iy) + cell(ix + 1, iy) + cell(ix, iy - 1) + cell(ix, iy + 1)) / 4"
// Smoothing using eight neighboring cells
table_math_11 = "0.8 * z + 0.2 * (cell(ix - 1, iy) + cell(ix + 1, iy) + cell(ix, iy - 1) + cell(ix, iy + 1) + cell(ix - 1,
iy - 1) + cell(ix + 1, iy + 1) + cell(ix + 1, iy - 1) + cell(ix - 1, iy + 1)) / 8"
// Simple interpolation fill in X direction for 2D Tables
table_math_12 = "cell(sl, iy) * (1 - sx / (sr - sl)) + cell(sr, iy) * (sx / (sr - sl))"
// Simple interpolation fill in Y direction for 2D Tables
table_math_13 = "cell(ix, sb) * (1 - sy / (st - sb)) + cell(ix, st) * (sy / (st - sb))"
// Two-way interpolation fill using only the selection area corners
table_math_14 = "cell(sl, sb) * (1 - sx / (sr - sl)) * (1 - sy / (st - sb)) + cell(sr, sb) * (sx / (sr - sl)) * (1 - sy / (st sb)) + cell(sl, st) * (1 - sx / (sr - sl)) * (sy / (st - sb)) + cell(sr, st) * (sx / (sr - sl)) * (sy / (st - sb))"
// Two-way interpolation fill using the selection edges
table_math_15 = "(cell(sl, iy) * (1 - sx / (sr - sl)) + cell(sr, iy) * (sx / (sr - sl)) + cell(ix, sb) * (1 - sy / (st - sb)) +
cell(ix, st) * (sy / (st - sb))) / 2"
// Simple interpolation fill in X direction for 1D Tables
table_math_16 = "cell(sl, 0) * (1 - sx / (sr - sl)) + cell(sr, 0) * (sx / (sr - sl))"
Valid math operators and keywords include the following:
Syntax
Description
pi
3.14159
2.71828
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Syntax
Description
Addition
Subtraction
Multiplication
Division
Exponent
Modulus
sqrt(a)
Square root
abs(a)
Absolute value
log(a)
Natural log
log10(a)
Log base 10
sin(a)
Sine (a in radians)
cos(a)
Cosine (a in radians)
tan(a)
Tangent (a in radians)
asin(a)
Arc-sine (result in radians)
acos(a)
Arc-cosine (result in radians)
atan(a)
Arc-tangent (result in radians)
floor(a)
Round a down to the nearest integer
ceil(a)
Round a up to the nearest integer
min(a,b)
Smaller of a and b
max(a,b)
Larger or a and b
clamp(a,b,c)
Value of a, clamped between b and c, where b < c
For manipulating tables

cell(a,b)
The value of the cell at position(a,b)
The value on the x-axis at the current position
The value on the y-axis at the current position
The value of the current cell; same as cell(ix,iy)
The index of the current cell in a 1D table or on an axis.
ix
The x-index of the current cell (zero is the left-most column.)
iy
The y-index of the current cell (zero is the bottom-most row.)
The width of the current table
The height of the current table
sx
The x-index of the current cell relative to the current selection
sy
The y-index of the current cell relative to the current selection
sl
The left-most column that is selected
sr
The right-most column that is selected
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Syntax
Description
st
The top-most row that is selected
sb
The bottom-most row that is selected
Below is an example of how table_math_13 is solved.

// Simple interpolation fill in Y direction
table_math_13 = "cell(ix, sb) * (1 - sy / (st - sb)) + cell(ix, st) * (sy / (st - sb))"
(st - sb) is the number of selected cells minus one. This is just "selection_top minus selection_bottom."
And "sy" will go from zero to that number.
So, (sy / (st - sb)) will be a value that goes from zero to one. It will be zero at the bottom of the selection and one
at the top, and some fraction in the middle.
Let's call that value "delta." Now we can rewrite the whole thing as:
(cell(ix, sb) * (1 - delta)) + (cell(ix, st) * delta)
Those "cell" calls would just give you the cell at the bottom of the selection and the cell at the top of the selection,
so it's basically:
bottom * (1 - delta) + top * delta
The "1 - delta" part will just be the opposite of delta. As delta goes from zero to one, "1 - delta" will go from one to
zero.
The end result is all the cells between top and bottom will be some combination of top and bottom, based on that
"delta" value. This is a pretty standard way to do what is called "linear interpolation."
The "table_math_14" expression is a 2D version of the same thing. It has a "delta" in the X direction and another
"delta" in the Y direction. Every cell inside the selection would be some combination of the four corners weighted
by those two deltas.
Hardware
Hardware
49
Serial Number
All Infinity ECUs are serialized. Be sure this identification tag stays intact. Write the number down to be safe.
Infinity ECUs are programmed with cryptographically secure firmware files and each ECU has a unique file set. The
serial number is used to identify the correct files for your ECU.
Account Registration
Note: Hardware part numbers shown in the screen shots below are examples only. Refer to your individual ECU
part number and serial number when filling out registration information.
1) Go to http://www.aeminfinity.com and click on the Register Here button.
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2) Enter required information and click the Register button.
A confirmation email will be sent to the supplied email address. Choose one of the following options:
a. Click on the click here link.
b. Or, copy the code and enter it into the Confirmation Code Box.
Hardware
3) After entering the code, click on the Confirm button.
4) Click on the your account page to continue with ECU registration; otherwise click the Log Off button.
AEM Infinity ECU Registration
1) Go to http://www.aeminfinity.com and log in to your account.
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2) Click on the Register New Product button.
3) Enter the Serial Number and Security Code. Serial Number is found on sticker on ECU case. Security Code is
included in ECU packaging.
Hardware
4) Enter Product Registration Information. You must first read and accept the Agreement before completing
registration.
5) Read and then accept Usage Agreement by selecting the I Agree button.
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6) Click the Complete Registration button once the Usage Agreement has been accepted.
Firmware and Configuration Updates

1) Go to http://www.aeminfinity.com and log in to your account.
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2) Locate Firmware and Configuration updates. Check for Firmware Updates since last downloaded. Click the
INFO button to locate Firmware and Configuration files.
3) Locate the desired Configuration file and click the Download button. The Configuration file includes the
Firmware and the Configuration files as a .pakgrp file.
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4) Save the .pakgrp file in the AEM Infinity Tuner directory: C:/Program Files (x86)/AEM/Infinity Tuner
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aeminfinity.com file descriptions
Description of files available on aemfinity.com

The following example shows a typical list of available files on aeminfinity.com. This particular examples shows
files available for an Infinity-10 ECU (part number 30-7100).
The files listed in the top highlighted box are the latest files with all latest features available for this hardware
platform. There are four options.
1. v96.1 Inf-10 Universal - A universal pakgrp file that will work on a wide variety of different sequentially injected
applications supporting up to 10 injectors and 10 coil outputs.
2. v96.1 Inf-10 Semi Seq - Same universal above but able to support semi-sequential injection setups with no cam
sync
3. v96.1 Inf-10 Ford Coyote - Same as universal above but able to support certain unique hardware I/O requirements
of the Ford Coyote engine
4. v96.1 Inf-10 Diagnostics - Unique model designed to provide custom diagnostics features for the Infinity-10 ECU.
The file listed in the second highlighted box is new peripheral microcontroller firmware that is only necessary if
reverting to older firmware versions after upgrading past v96.1.
The files listed on the third highlighted box are older files still available for download for this hardware platform.
They do not have the latest features.
Firmware Update Window Layout
Firmware update window layout and definitions
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(A) - Available Images

A list of configuration (pakgrp) files compatible with a particular ECU. Each Infinity ECU is unique. Pakgrp
files from one Infinity ECU can not be used on another Infinity ECU. Several pakgrp files are usually available
for each Infinity hardware part number. Selecting one of the items in this list will populate the Image Info
window with the descriptions of all files contained in the pakgrp. Appropriate files for your application
must be downloaded from aeminfinity.com and saved on your PC in order to appear in this list..
(B) - Serial Number
This is a unique hardware identifier number for the ECU. Although they are related, it is not the same as the
ECU serial number included on the serial number sticker.
(C) - Firmware
The version of the firmware on the primary microcontroller in the Infinity ECU. This is not necessarily the
version of the firmware being loaded into the ECU. It is the version being upgraded from. In the example image
above, the firmware version currently loaded on the ECU is 96.7115. The version being loaded into the ECU is
96.8192.
(D) - Peripheral
The Infinity ECU includes two different microcontrollers that require firmware. This is the version of the firmware
loaded into the peripheral microcontroller.
(E) - Location
The directory location of the selected pakgrp file
(F) - Name
The file name of the selected pakgrp file
(G) - Images
The number of files or "images" contained within the selected pakgrp file
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(H) - Supported Images

The number of valid supported images contained within the selected pakgrp file
(I) - Dynamic Model
Infinity control model files are typically broken into two parts. The dynamic model file primarily contains tuning
table data and calibration constants.
(J) - Firmware
The firmware for the primary microcontroller contained within the pakgrp file. This is the version being upgraded
to.
(K) - Fixed Model
Infinity control model files are typically broken into two parts. The fixed model file primarily contains control
logic math expressions and non-modifiable tuning constants.
(L) - Peripheral Controller
The firmware for the peripheral microcontroller contained within the pakgrp file. This is the version being
upgraded to.
(M) - Keep Calibration Data
Select to keep the existing calibration data and import it into the new configuration during the upgrade process.
**************************************************************************
Pakgrp files are available to registered Infinity users at aeminfinity.com. You must download and save
your pakgrp file before proceeding with the firmware update process below.
**************************************************************************
Firmware Update
BEFORE beginning the update process, be sure to have a saved copy of your tuned session file. If a power
failure occurs during the update process, this is the only way to ensure that the calibration data is not lost.
A power failure at certain critical points in this process could render the ECU inoperative, requiring return
and repair at AEM. Ensure the PC has a full battery charge and/or is connected to AC power. This process
can take UP TO 4 MINUTES to complete, especially if the peripheral microcontroller is updated at the same
time.
If the firmware version on the ECU is older than the version supported by your current version of Infinity
Tuner, a firmware upgrade will be required when you connect. Otherwise, follow the procedure outlined
below.
Note: The firmware update utility is periodically revised and may not match the descriptions below. In
the event of a conflict, please follow the instructions provided in the dialog windows themselves or
supplemental instructions provided by AEM.
1) Connect to Infinity Tuner.
a. Plug the USB cable from the ECU into your computer USB port and key ignition ON.
b. Open Infinity Tuner.
2) Click the Target drop-down list and select Upgrade firmware
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3) The ECU should not be running an engine at this time. Select Yes when the warning message appears.
Begin the Firmware Upgrade process.

a. Select the desired Configuration Image on the left.
i. If no images are present check C:\Program Files (x86)\AEM\Infinity Tuner\ and verify .pakgrp file is there. If
not, visit http://www.aeminfinity.com, log in, and download appropriate file.
b. Ensure "Keep Calibration Data" check-box is marked to save current calibration.
c. Click the Begin button to start the upgrade process.
Hardware
4) Follow the message at the bottom, and turn the ignition switch OFF when instructed to do so.
5) Follow the message at the bottom, and turn the ignition switch back ON when instructed to do so.
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If Keep Calibration Data is checked, the system will upgrade and load all usable calibration data as shown below.
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Note: at certain points in the process, the Infinity ECU will re-boot and attempt to connect with the PC. The
time it takes to connect might vary for different PCs. If the process appears to hang at this stage, simply
unplug and replug the USB comms connector. Often this will force the PC to re-enumerate the USB port
and connect.
6. When the "Peripheral Control Module image" is updated, a full power reset may be required meaning either the
battery needs to be disconnected and re-connected or all harness connectors need to be removed from the ECU
for at least 5 seconds, then re-connected.
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7. When the message below is displayed, turn the ignition switch back on.
8. When the message at the bottom indicates that its safe to close the window, click "X button on the top right of
the window.
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65
Once the update is complete, it's good practice to cycle the ignition switch to reset the hardware. Once that is
done, you can connect and begin monitoring data and/or tuning again. For applications that use a stepper
motor idle valve, it's important that a full power reset be done prior to starting the engine. Turn the key
off and wait at least 20 seconds before starting. This will allow the stepper valve to park and reset.
A firmware update will erase the USB log channel list stored in the ECU memory. This channel list will
need to be reset before USB logging will function correctly. Go to Logging>USB Logging Channel
Setup. This dialog allows the user to select channels for USB logging. Manually select channels by left clicking
on the check box or alternately by using the arrow keys to scroll through the list and the space bar key to select.
Logging lists can be saved for later use by using the Save button. The Load button will load previously saved lists of
Note that the list of channels for logging is saved in ECU memory. Channels can't be selected offline. They can
only be selected when connected to an ECU.
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Firmware Update Troubleshooting
Troubleshooting
If the process hangs at any point, wait at least one minute for it to continue. Some PCs take longer to
reconnect to the ECU during this process. Some PCs may have other processes running that affect the
response time of the USB ports. If the process has not continued as described above after one minute, do
not cycle key power. Instead, remove the USB cable from the PC, wait a few seconds then plug it back
in. Often this will force the OS to reset the port allowing the process to continue.
"Upgrade Failure! Could not delete Power control Module image!

If this message is displayed during the update process, be sure you have the latest Infinity Tuner software installed.
It should be version 2.96.8202 or later. Once you have the right Infinity Tuner software installed, the following
procedure must be followed to recover the ECU.
1) Disconnect all power from the ECU, including battery power and ignition switch power. Connect the ECU's flash
enable pin to 12V (see your hardware pinout for details). All Infinity harnesses supplied by AEM come equipped
with a "flash enable" jumper.
2) Connect and flash your old v96 pakgrp into the ECU.
3) After flashing the (v96 old version) into the ECU, disconnect the flash enable pin, power down the ECU.
4) Remove the flash enable connector
5) Power up the ECU and flash the legacy peripheral microcontroller file.
6) After all steps above are complete, you should be able to flash your new v96.1 or later pakgrp file.
Loading firmware files older than v96.1 after upgrading to v96.1 or later
AEM does not recommend reverting to older pak grp files after updating to v96.1 or later versions. In the unlikely
event that an old firmware version must be loaded after upgrading to a v96.1 or later version, the following two step
procedure must be followed
Step 1 - Load Legacy Peripheral Microcontroller firmware
This pakgrp file, available at aeminfinity.com for each Infinity ECU contains only one file, the legacy peripheral
microcontroller firmware.
1) Go to Target>Upgrade firmware...
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67
2) Select the new Peripheral Legacy pakgrp from the list of available images. Note that it only contains one file.
Do not check the Keep Calibration Data checkbox.
3) Click Begin and follow the displayed instructions. The first step is to turn the ignition switch OFF.
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4) Turn the ignition switch back on when instructed to do so.
5) The new peripheral microcontroller firmware image will now be loaded.
Hardware
6) The following window indicates that the file was loaded successfully. Click the red X to close the window.
Step 2 - Load old pakgrp file

1) At this point, you can repeat the procedure to load an older pakgrp file.
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Infinity Hardware Specifications
Specifications
Infinity-506
Infinity-508
Infinity-708
Infinity-710
Infinity-712
Up to 6
Up to 8
Up to 8
Up to 10
Up to 12
Injectors, Low
Impedance
(Sequential)
N/A
10
12
Injectors High
Impedance
(Sequential)
Up to 6
Up to 8
10
12
Coils 05V
Falling Edge
10
10
Connector Pins
80
80
129
129
129
Drive-by-Wire
Single
Single
Dual
Dual
Dual
H-Bridge
Channels
RS232 Channels*
CAN Channels
2-Stroke Engines
Yes
Yes
Yes
Yes
Yes
4-Stroke Engines
Yes
Yes
Yes
Yes
Yes
Knock Control
2-Channel
2-Channel
2-Channel
2-Channel
2-Channel
Analog Voltage
Inputs
Up to 9
Up to 9
Up to 17
Up to 17
Up to 17
Analog Temp
Inputs
Up to 3
Up to 3
Up to 6
Up to 6
Up to 6
VR/Mag Inputs
Up to 4
Up to 4
Up to 6
Up to 6
Up to 6
Digital Inputs
Up to 8
Up to 6
Up to 8
Up to 8
Up to 8
Internal
Wideband UEGO
Controller
High Side Outputs
Up to 2
Up to 2
Up to 2
Low Side Outputs
10
10
10
Yes
Yes
Yes
Yes
Yes
Cylinders
4-Wire Stepper
Motor Control
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Specifications
Infinity-506
Infinity-508
Infinity-708
Infinity-710
Infinity-712
Boost Control
(RPM, Time, Gear,
VSS, Switch Input,
Flex Fuel Content
Yes
Yes
Yes
Yes
Yes
Engine Protection
Yes
Yes
Yes
Yes
Yes
Up to 2
Up to 2
Up to 4
Up to 4
Up to 4
Launch Control
Yes
Yes
Yes
Yes
Yes
Nitrous Control
Single Stage
Single Stage
Single Stage
Single Stage
Single Stage
Data Logging
Up to 64 GB
Up to 64 GB
Up to 64 GB
Up to 64 GB
Up to 64 GB
Traction Control
Up to 2-Wheel
Speed
Up to 2-Wheel
Speed
Up to 4-Wheel
Speed
Up to 4-Wheel
Speed
Up to 4-Wheel
Speed
Weather
Resistance
Yes, Sealed
Yes, Sealed
Yes, Sealed
Yes, Sealed
Yes, Sealed
Enclosure with
Enclosure with Enclosure with Enclosure with Enclosure with
IP67
IP67 Connectors IP67 Connectors IP67 Connectors IP67 Connectors
Connectors
Enclosure Dims
5.855"x5.55"x1. 5.855"x5.55"x1.
6.75"x6.00"x1.8
6.75"x6.00"x1.8" 6.75"x6.00"x1.8"
8"
8"
"
Weight
18.8 oz/476.27g 18.8 oz/476.27g
Variable Cam
Control
24oz/680g
24oz/680g
24oz/680g
**Dual use pins. Tx and Rx shared with 2 digital inputs.

ECU Installation
Note: Before installing this system, the vehicle must be in proper working condition. Check the following before
installation:
Fuel pressure (must be set to factory specs)

Spark plugs (recommend starting with new plugs)
Ignition timing (must be set to factory specs)
Fuel filter (recommend starting with new filter)
Fuel injectors (must be in known good working condition)
Spark plug wires
Distributor cap and rotor (if applicable)
See included fuel system recommendations before starting
This system will not fix any mechanical issues that are causing running problems. Fix any pre-existing problems
before installation.
1.
Disconnect battery negative cable.
2.
a.
b.
Locate factory Engine Control Unit (ECU).

Most ECUs are located in the passenger kick panel, or passenger floor.
Others are located behind the center console.
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c.
Newer vehicles typically mount them in the engine bay.
3.
Unplug factory wiring harness plugs at ECU and unscrew fasteners holding ECU in place to remove ECU.
5.
a.
Plug factory harness plugs into AEM Infinity Adapter Harness.

Note: These will only plug in one way.
6.
Mounting the AEM Infinity
a. It is recommended that the ECU be placed in an environment that does not expose it to temperatures above
85 Celsius (185F).
b. In cases where the Infinity is to be used in place of the stock ECU, the location that the stock ECU occupied is
best.
c. On applications where the ECU is to be located in a different position than stock, the interior of the vehicle is
best.
d. The Infinity should be located in a place that allows the shortest length of wire to be used while maintaining an
environmentally sound location.
e. If this is plug-and-play, reference the Application Notes for the proper location.
7.
Once the Infinity is mounted, run the USB cable to an easily accessible location away from moisture and
any sharp metal corners. Metal stamping can cut through wires very easily. Note: The glove box is an excellent
choice for the COM cable location, as it will be used frequently.
8.
Re-connect battery cable.
USB & Logging Connectors
The Infinity ECU includes high quality weatherproof bulkhead USB communications. The smaller connector is for
PC communications. The larger connector is for logging to a USB stick. Plug one end of a standard USB
extension cable (included) into the smaller ECU connector and the other end into an open USB port on the PC.
Communication is possible only when the ECU is powered up.
CAUTION
Use care when routing USB extension cables through or around hood opening and door jambs. Cable
abuse that causes an internal short can cause ECU damage.
Hardware
ECU Installation Dimensions Infinity-Series7
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ECU Installation Dimensions Infinity-Series5
Tuning Guide
75
Tuning Guide
Background
What is Tuning? Tuning can mean anything from adjusting the idle mixture screw on a carburetor to
experimenting with custom length headers on an engine to setting up the flow ratio between primary and secondary
injectors in an EFI calibration. Tuning covers a wide range of topics and not all are related to fuel injection. In its
most basic form, EFI tuning involves optimizing the fuel flow and spark advance variables to maximize performance
and economy. For the purpose of this manual, tuning refers to the act of making changes to a calibration file for a
programmable AEM Infinity ECU to optimize the performance of an engine.
Basic Tuning
Calibration Data
Connecting, Saving and Importing Session Data
1) With the Ignition in the ON position and InfinityTuner Running, click on the Connection menu item and select
Connect to USB from the dropdown list. A progress bar will be displayed as the laptop gets the calibration info
from the ECU.
2) Open a layout file by clicking on the Layout menu item and select Open. Layout files have a .itlyt extension and
should be saved in the My Documents\InfinityTuner\Layouts folder.
3) Save the session file by selecting File Save session. Session files have a .itssn extension and should be
saved in the My Documents\InfinityTuner folder.
The default calibration data provided by AEM should be sufficient to start an engine with similar displacement,
sensor setup, and injectors. Every vehicle must be tuned before use. AEM provided base calibration data is
installed to the My Documents\AEM\Infinity Tuner\Sessions folder. To import calibration data from a saved session
file, go to File > Import calibration data.
Wait a few moments for the operation to complete. Status messages are displayed during the process notifying the
user of each step along the way. If the import function is done while connected to an ECU, after the import is
complete:
1) Turn the key off and wait for the main relay to power down completely. This usually takes about 10 seconds but
depends on the model.
2) Turn the key back on.
Certain applications with CAN dash requirements must be powered down completely and restarted after an import
calibration. If this is not done, error lights may appear on the dash.
Please be aware of cross-platform differences that may require additional attention after importing calibration data.
For instance, the Digital7 pin is available on the Infinity-6 ECU but not available on the Infinity-8H ECU. After
importing Infinity-6 session data to an Infinity-8, any input that was assigned to use Digital7 will be displayed as
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invalid in the wizard and needs to be reassigned to work properly.
Unit Preferences
The user can select global unit preferences by going to the menu item Wizard > Units Preference...
Choose a global unit system (U.S. or SI) or alternately double click on each unit category and select from available
options as shown below for pressure.
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77
Wizard Basic Setup

Wizard Design
The ECU setup wizard is designed to simplify the initial configuration of the Infinity ECU. AEM recommends using
the wizard only when connected to the ECU via USB with the power on. Most of the setup wizards require the
engine to NOT be running. Exceptions will be clearly stated in the function descriptions.
The setup wizard contains general and detailed descriptions with each major function. The most imperative
functions are discussed below. Use the descriptions in the wizard to assist in the completion of all other setup
features. New setup wizard features are being added constantly. Please follow the written descriptions on each
wizard page as this document may not accurately represent the features included in the most recent versions.
The Setup Wizard is a stand alone application that runs in conjunction with Infinity Tuner. This software is updated
periodically and its appearance and features may not completely match the descriptions below. In the event of a
conflict, refer to the descriptions and instructions on the Setup Wizard pages themselves.
With the laptop connected to the Infinity ECU via USB and InfinityTuner connected, go to the Wizard menu at the
top of the InfinityTuner layout and select Setup Wizard. Alternately, the hot key combination [ALT]-[w]-[w]-[w] will
launch the setup wizard.
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Wizard Organization
The wizard is organized into different sections with expandable menu items on the left hand pane. Use the
highlighted arrow below in each section to expand the available sections.
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79
Engine
Note: This wizard can not be used when the engine is running.
Engine Displacement (L)
Enter the engine displacement in liters.
Min value = 0.250, Max value = 10.0
Number of Cylinders:
Enter the number of cylinders within the engine.
Min value = 1, Max value = 10
Possible values: 1,2,3,4,5,6,8,10
Engine Cycle Type:
Enter the engine type: 2 Stroke or 4 Stroke.
Firing Order:
Select the firing order of the engine.
Airflow Calculation Method:
Select how the airflow calculation is processed. There are 3 options:
VE: This is the default configuration. Airflow is calculated using the speed density algorithm.
05V MAF: Airflow is calculated using a 1-axis lookup table that has an analog (05V) input from a typical
OEM MAF sensor.
Frequency MAF: Airflow calculated using a 1-axis lookup table that has a digital input from a typical OEM
MAF sensor
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Main Spark Map Load Axis Selection:
This selection will set the load (y-axis) of the ignition maps. Note: The BaseIgnMap and FlexIgnMap must have the
same load channel.
Load Axis Channels:
MAP [kPa]
Throttle [%]
MassAirflow [gms/s]
MassAirflow [gms/rev]
MAP/EBP
MAP/Baro
VE Table Load Axis Selection:
This is only available if the Airflow Calculation Method is selected. It will set the load (y-axis) of the VE Table.
Load Axis Channels:
MAP [kPa]
Throttle [%]
MassAirflow [gms/s]
MAP/EBP
MAP/Baro
DBW_APP1 [%] Filtered
Engine Rotary
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Note: This wizard can not be used when the engine is running.
Engine Displacement (L)
Enter the engine displacement in liters.
Ignition Type:
Select proper setup. Options include:
- Sequential (Coil On Plug)
- Wasted Spark
- Distributor
- Mazda RX7 93-95 OEM Ignitor
Firing Order:
Select the firing order of the engine.
Airflow Calculation Method:
Select how the airflow calculation is processed. There are 3 options:
VE: This is the default configuration. Airflow is calculated using the speed density algorithm.
05V MAF: Airflow is calculated using a 1-axis lookup table that has an analog (05V) input from a typical
OEM MAF sensor.
Frequency MAF: Airflow calculated using a 1-axis lookup table that has a digital input from a typical OEM
MAF sensor
Main Spark Map Load Axis Selection:
This selection will set the load (y-axis) of the ignition maps. Note: The BaseIgnMap and FlexIgnMap must have the
same load channel.
Load Axis Channels:
MAP [kPa]
Throttle [%]
MassAirflow [gms/s]
MAP/EBP
MAP/Baro
VE Table Load Axis Selection:
This is only available if the Airflow Calculation Method is selected. It will set the load (y-axis) of the VE Table.
Load Axis Channels:
MAP [kPa]
Throttle [%]
MassAirflow [gms/s]
MAP/EBP
MAP/Baro
DBW_APP1 [%] Filtered
Tuning Preferences
Calibration data is automatically saved to ECU flash memory at key off if the "Key Off Commit" function is selected
in the Tuning preferences wizard page. Proper power sequencing is critical in order to avoid problems. If power is
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removed from both pins C1-10 and C2-50 (Infinity 8/10/12 hardware) before this action is completed, the ECU may
become inoperable and require reprogramming at AEM.
Tuning Guide
83
Cam/Crank
Choose the Cam/Crank timing type that will be used. The description field notes important information about edge
selections and wiring requirements.
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Additional settings exist to adjust noise cancellation. For more details see Noise Cancellation
250
Mass Airflow
Some Infinity application specific models support up to 2 Mass Airflow sensors. The sensor calibrations tables are
called MAFX_Cal. Default flow units are grams/second.
Tuning Guide
85
Tuning the MAF filter properly plays an important role for large transient throttle changes. If throttle angle is quickly
increased to wide open from a low throttle angle, high manifold vacuum condition, air mass fills the intake manifold
(nearly equalizing pressure to atmospheric) at a quicker rate than is consumed by the engine (this is more
prominent at lower RPM). Without filtering, this would result in poor (over) fueling. The example below shows higher
filtering during quick throttle open events to combat over fueling and a lower filter for throttle closing events to allow
for maximum decel fuel cut response.
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Crank fuel tuning can be accomplished using the CrankMAF_Table. Native units are grams/rev. Higher numbers
will result in a richer mixture during cranking.
MAF Sensor 1 Enable:

Enable or disable the MAF 1 input
MAF Sensor 1 Input:
Select from a list of possible analog inputs.
MAF Sensor 2 Enable:
Enable or disable the MAF 2 input
MAF Sensor 2 Input:
Select from a list of possible analog inputs.
MAF Failsafe Enable:
Enable or disable the MAF Failsafe feature.
Tuning Guide
MAF Failsafe y-axis:
Select from a list of possible inputs for the following failsafe table.
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Injector Setup
Primary Injector Duty Limit

Limits the maximum duty applied to primary injectors.
Number of Injectors
The drop down box allows the user to select the desired Number of Injectors.
Has Secondary Injectors
If secondary injectors will be used, select this check box. A new fuel type menu is now visible labeled Fuel Type
(Secondary Injectors).
See Staged Injection
244
for additional tuning information.

Tuning Guide
89
Note: If secondary injectors are being used, the option Has Secondary Injectors must be selected and the table
must be filled out indicating any injector number greater than the number of engine cylinders as secondary. These
selections must be made before restarting the ECU and closing the form; otherwise an error will occur. See image
below for a typical 6 cylinder engine setup with 6 additional injectors classified as secondary. Note also the option
to select a different fuel type for primary and secondary.
Fuel Type
This drop down menu contains the following setup information for primary (and secondary fuel types, if selected).
-Gasoline
-Ethanol
-Methanol
-E85
-Flex Fuel
Phasing
The default injector phasing for the primary injectors is determined from the Firing Order information from the
Ignition Wizard. There is a fixed offset of 540 for injectors. After this offset is added, the system checks to see if
the result is less than 720. If the result of the calculation is greater than or equal to 720, it is subtracted by 720
from that result
Example:
4 cylinder 1-3-4-2 firing order:
Injector 1 phasing = 0 + 540 (offset) = 540
O2 Feedback
Lambda sensor assignment is determined by assigning a value of 1 or 2 to the InjXLambdaFB channels. A value of
1 will assign the Lambda 1 sensor and a value of 2 will assign the Lambda 2 sensor. Min value = 1, Max value = 2
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Fuel Pressure Regulator Reference

Allows the user to choose the proper reference pressure for the fuel pressure regulator. The drop down menu has
the following options:
Manifold Vacuum Reference: This should be selected if the fuel pressure regulator's port is connected to a
vacuum or vacuum/boost source.
Atmospheric Reference: This should be selected if the fuel pressure regulator's port is open to atmosphere or if a
dead end fuel system is used where fuel pressure is constant.
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91
Primary Injector Flow Selection

This database allows the user to select proper primary injector flow data.
InjFlowRate [cc/sec], 1-Axis lookup table of flow vs injector pressure.
InjOffset [us/10], 2-Axis lookup table of PW offset vs battery voltage and injector pressure
Secondary Injector Flow Selection
If Secondary Injectors were selected in the Injector Setup Wizard, this Secondary Injector Flow Selection database
will be enabled. This allows the user to select proper secondary injector flow data.
InjSecFlowRate [cc/sec], 1-Axis lookup table of flow vs injector pressure.
InjSecOffset [us/10], 2-Axis lookup table of PW offset vs battery voltage and injector pressure
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NOTE: If the Setup Wizard does not contain your specific fuel injector type, you can modify the InjFlowRate table
manually. If you do not know the different flow rates at different fuel pressures, choose a flow rate (based on
Manufacturers specs) at a known pressure and populate the entire row with that value. For example, you have a
fuel injector that is not listed in the Wizard Selection. You know that it flows 475 cc/min at 45 psi. Select the cells
in the upper row of the InjFlowRate [cc/min] table and manually input 475. This will suffice to get the car up and
running, though proper flow data is ideal.
Basic Sensor Setup

Most basic sensors can be configured using this wizard setup window. A summary of the setup data is included in
the table shown below. Double clicking on a selection will open a more detailed interface where calibration data can
be edited.
Tuning Guide
Several examples are shown below. The selections available in base session data may vary by application.
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Air Temperature Sensor Selection:

Select the proper preprogrammed resistance-temperature data of the sensor that is being used.
Air Temp Sensor Input:
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Select appropriate input for temperature sensor.

Air Temp Fail Min:
This Air Temp Fail Min should be set to a value that is just above the air temperature value when the sensor is
unplugged.
Air Temp Fail Max must be > Air Temp Fail Min.
User entries that do not meet this criteria are not allowed.
Min value = -50, Max value = 300
Air Temp Fail Max:
This Air Temp Fail Max should be set to a value that is just below the air temperature value when the sensor is
shorted. This will trigger the failsafe feature. This can be tested and entered by carefully inserting each leg of a
paper clip into each terminal of the wiring harness.
Air Temp Fail Max must be > Air Temp Fail Min.
Air Temp Failsafe On:
When clicking, the failsafe feature is enabled. This is typically used when the sensor is mistakenly unplugged or
has failed.
Air Temp Failsafe:
The value entered here will be displayed and used for the air temperature corrections when the sensor has failed or
is simply unplugged. Min value = -50, Max value = 300
Air Temp Smoothing:
Value used to smooth signal. Min value = 0, Max value = 98
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Coolant Temperature Sensor Selection:

Select the proper preprogrammed resistance-temperature data of the sensor that is being used.
Coolant Temp Sensor Input:
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Select appropriate input for temperature sensor.

Coolant Temp Fail Min:
This Coolant Temp Fail Min should be set to a value that is just above the coolant temperature value when the
sensor is unplugged.
Coolant Temp Fail Max must be > Coolant Temp Fail Min.
Coolant Temp Fail Max:
This Coolant Temp Fail Max should be set to a value that is just below the air temperature value when the sensor is
Coolant Temp Fail Max must be > Coolant Temp Fail Min.
Coolant Temp Failsafe On:
has failed.
Coolant Temp Failsafe:
The value entered here will be displayed and used for the coolant temperature corrections when the sensor has
failed or is simply unplugged. Min value = -50, Max value = 300
Coolant Temp Smoothing:
Value used to smooth signal. Min value = 0, Max value = 98.
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Manifold Pressure Wizard Selection:

Select the proper pre programmed data of the sensor that is being used.
MAP Volts Min:
This should be set to the manufacturer specifications. Otherwise, a value just below a raw MAP voltage that cannot
be attained while driving.
MAP Max Volts must be > MAP Min Volts.
MAP Volts Max:
This should be set to the manufacturer specifications. Otherwise, this should be set to a value just below the raw
MAP voltage when the sensor is unplugged.
MAP Max Volts must be > MAP Min Volts.
MAP Cal Max [kPa]:
This should be set to the manufacturer specifications.
MAP Cal Max must be > MAP Cal Min.
MAP Cal Min [kPa]:
MAP Cal Max must be > MAP Cal Min.
MAP Smoothing:
Depending on the wiring, EMI noise can present a problem with the sensor inputs. This value should be calibrated
for each specific application. The larger the value, the more data will be collected and averaged. This creates a nice
smooth input, however, the response time of the conditioned signal is reduced.
Min value = 0, Max value = 0.98
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Enable MAP Failsafe Mode:
The ECU calculates the value 'MAP_Failsafe' using the table 'PressRatio_Failsafe' multiplied by the Baro Pressure
sensor input. If the option 'Enable MAP Failsafe table' is on, this MAP_Failsafe calculation will be used if the MAP
sensor volts are out of range. If the option 'Enable MAP Failsafe table' is off, teh ECU will continue to use the
highest (or lowest) MAP value the sensor can measure when the MAP sensor volts are out of range.
Static Fuel Pressure:

Set specific fuel pressure.
Calculate Fuel Pressure from Sensor:
This is a flag that disables false diagnostic errors if a fuel pressure sensor is not installed.
Fuel Pressure Smoothing:
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Fuel Pressure Wizard Selection:
Select the proper preprogrammed data of the sensor that is being used.
Fuel Pressure Min Volts:
This should be set to the manufacturer specifications. Otherwise, a value just below a raw Fuel Pressure voltage
that cannot be attained while driving.
Fuel Pressure Max Volts must be > Fuel Pressure Min Volts.
Fuel Pressure Max Volts:
This should be set to the manufacturer specifications. Otherwise, this should be set to a value just below the raw
Fuel Pressure voltage when the sensor is unplugged.
Fuel Pressure Max Volts must be > Fuel Pressure Min Volts
Fuel Pressure Cal Min [psig]:
Fuel Pressure Cal Max must be > Fuel Pressure Cal Min.
Fuel Pressure Cal Max [psig]:
Fuel Pressure Cal Max must be > Fuel Pressure Cal Min.
Fuel Pressure Failsafe On:
This enables the failsafe that is typically used when the sensor is mistakenly unplugged or has failed.
Fuel Pressure Failsafe:
The value entered here will be displayed and used for the fuel pressure corrections when the sensor has failed or is
simply unplugged. Min value = 0, Max value = 100
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Oil Pressure Sensor Installed

If a oil pressure sensor is installed, check this box.
Oil Pressure Wizard Selection
Selecting this box will present a menu with multiple pre configured oil pressure sensors to choose from.
Show Details
When selecting, the following options will be displayed.
Oil Pressure Min Volts:
This sets the minimum voltage capable from a properly working sensor. Check the manufacturer specifications for
more information. Min value = 0, Max value = 5. Oil Pressure Max Volts must be > Oil Pressure Min Volts. User
entries that do not meet this criteria are not allowed.
Oil Pressure Max Volts:
This sets the maximum voltage capable from a properly working sensor. Check the manufacturer specifications for
more information. Min value = 0, Max value = 5. Oil Pressure Max Volts must be > Oil Pressure Min Volts. User
Oil Pressure Cal Min [psig]:
This sets the minimum pressure capable, in psig, from a properly working sensor. Check the manufacturer
specifications for more information. Min value = 0, Max value = 200. Oil Pressure Cal Max must be > Oil Pressure
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Cal Min. User entries that do not meet this criteria are not allowed.
Oil Pressure Cal Max [psig]:
This sets the maximum pressure capable, in psig, from a properly working sensor. Check the manufacturer
specifications for more information. Min value = 0, Max value = 200. Oil Pressure Cal Max must be > Oil Pressure
Cal Min. User entries that do not meet this criteria are not allowed.
Oil Pressure Failsafe On:
has failed.
Oil Pressure Failsafe:
The value entered here will be displayed and used for the oil pressure corrections when the sensor has failed or is
simply unplugged. Min value = 0, Max value = 150
DBW Tuning
Note: Data will not be shown here if "Drive-by-Wire 1 User Enable" is disabled. Enable "Drive-by-Wire 1
User Enable" to view the following DBW Tuning settings.
Drive by Wire Setup...:
Selecting this box will open the DBW wizard for configuring throttle bodies.
Drive-by-Wire 1 User Enable:
Enable or disable DBW 1.
Drive-by-Wire 2 User Enable:
Enable or disable DBW 2
DBW Idle Control:
DBW Idle Control Range:
Set percentage of maximum throttle body movement for Idle control.
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Advanced Setup:
DBW Frequency:
Frequency in which ECU communicates with throttle body; this number varies by manufacturer and can cause
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errors or erratic behavior if not set properly.

DBW PID Settings:
DBW Proportional Gain:
Proportional control is a pure gain adjustment acting on the magnitude of the target error to provide the system
response. The advantage of a proportional-only control is it can respond quickly to large errors; when the error
is large the proportional response will be large. The disadvantage of proportional gain for DBW control is the
proportional response will decrease to zero as the engine speed gets closer to the idle target RPM, and this
tends to result in 'hunting' or fluctuations in engine speed. It is recommended to begin tuning DBW feedback
with this value set to zero or very low values. If the system responds too slowly to quick disturbances,
increase this value slightly.
DBW Integral Gain:
Integral control uses an integrator or 'accumulator' method, essentially checking if the target error is positive or
negative and then taking one step up or one step down every 400ms to reduce the target error. The advantage
of integral response for DBW control is the throttle will be slowly and smoothly adjusted until the engine speed
reaches the target, and then remain at whatever feedback value reached the target. Note: although Integral gain
is less likely to cause hunting or fluctuations than Proportional or Derivative gains, excessively high Integral
values will take steps that are too large which can result in instability.
DBW Derivative Gain:
The derivative term adjusts the feedback based on the rate of change of the target error. Derivative control is
used to reduce the magnitude of the overshoot produced by the Proportional component and improve the
combined controller-process stability. Note: For most setups, it is recommended to leave the Derivative gain
set to zero. For tuners who are very familiar with PID feedback and are observing a situation that could be
alleviated by adjusting Derivative gain, it is recommended to use the Idle_Decel table rather than the Derivative
gain.
PID Integral Clamps:
DBW Integral Clamp High:
Maximum value for DBW Integral to prevent overshooting and better sync with target.
DBW Integral Clamp Low:
Minimum value for DBW Integral to prevent undershooting and better sync with target.
Sensor Smoothing:
DBW Accel Pedal Smoothing:
DBW Throttle Smoothing:
Mode Select:
ModeSelect_DBW x-axis input:
Input for choosing between different DBW throttle curves. See Advanced Tuning -> Multi-Map Features
details on changing throttle curves on the fly.
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Error Response:
DBW Error Rev Limit:
RPM limit before fuel and spark will be cut off. Min value = 0, Max value = 3000.
DBW Tracking Errors at 0 RPM:
Enable or disable tracking errors when Engine Speed is at 0 RPM.
Set Throttle Range
The wizard displays a warning message to the user if the software is not connected to a hardware
target.
Live TPS Volts
Text and graphical representation of the raw analog voltage is shown.
Steps
Set TPS Volts Min
Press this button when the throttle pedal is fully released. This will write the current value of Analog7 [V] to
the Throttle_raw [%] Analog In conditioner and display the resultant value on the TPS Min Volts: X.XX
display.
Set TPS Volts Max
Press this button after the throttle pedal is fully depresses. This will write the current value of Analog7 [V] to
the Throttle_raw [%] Analog In conditioner and display the resultant value on the TPS Max Volts: X.XX
display.
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Ignition Sync
The engine's ignition timing must be synchronized with the Infinity Tuner's ignition timing display. This is crucial
with older vehicles that have adjustable distributors, adjustable cam angle sensors, etc. Most modern engines do
not utilize a manual adjustment for ignition timing. However, this wizard should always be used for verification as
sensors can be frequently installed backwards or upside down. This can catch a problem before damage occurs.
Note: This wizard can only be used when the engine speed is greater than 50 RPM. The ignition timing
will automatically unlock when the window is closed reverting back to the normal calculated value.
Ignition Timing
For synchronizing, the ignition timing can be locked by checking the box.
Allowable values: Min value = 0, Max value = 45
Sync Adjustment
The window includes 4 buttons. Two buttons are used to Advance Timing and TWO buttons are used to
Retard Timing.
The button labeled Large edits the CamSyncAdjustment TrigOffset [degBTDC] channel in 1.0 deg steps. The
range is 0 to 719 degrees. The button labeled Small edits the TrigOffset [degBTDC] channel in 0.1 deg
steps.
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The TrigOffset [degBTDC] is adjustable by Resolution. The Resolution setting has a range of 0.25 deg to 2.0
degrees in 0.25 degree increments. This stepping function allows the user to make TrigOffset [degBTDC]
adjustments with the Small button up to the range limit.
Advanced Setup
Pickup sensor delay
The More and Less buttons increase/decrease the SpkDelayComp [us] value in increments/decrements of
5.
Two separate procedures are required depending on the Infinity application: Plug and Play or Universal Application.
Plug and Play
a. In the Ignition Sync wizard, select the checkbox Lock ignition timing at and set the degrees BTDC (10.0 deg
BTDC is the default).
b. Start the engine and use a timing light to verify that the crankshaft timing matches the locked ignition timing
set point (10.0 deg BTDC if using the default setting).
c. If there is a deviation between the locked set point and the actual timing observed with the timing light, use the
Sync Adjustment arrows to match the wizard-displayed value with the actual value. As the Sync Adjustment
arrows are advanced or retarded, the timing observed on the crankshaft will change, while the Lock ignition
timing at 10.0 degrees BTDC will remain constant.
Universal Application
a. In the Ignition Sync wizard, select the checkbox Lock ignition timing at and set the degrees BTDC (10.0 deg
BTDC is the default).
b. Do NOT attempt to start the engine. Disable (unplug) the fuel injectors and/or fuel pump.
c. While cranking the engine, use a timing light to verify that the crankshaft timing matches the locked ignition
timing set point (10.0 deg BTDC if using the default setting).
d. If there is a deviation between the locked set point and the actual timing observed with the timing light, use the
Sync Adjustment arrows to match the wizard-displayed value with the actual value. As the Sync Adjustment
arrows are advanced or retarded, the timing observed on the crankshaft will change, while the Lock ignition
timing at 10.0 degrees BTDC will remain constant.
e. Reconnect the fuel injectors and fuel pump.
f. Once the remaining Setup Wizards have been configured, repeat the Ignition Sync process with the engine
running to ensure that the crankshaft timing matches the locked ignition timing set point.
Tuning Guide
Oil Metering Pump
Oil Metering Pump Installed

Select if using an oil metering pump.
OMP Analog Input
Select the analog sensor inputs used for oil metering pump position. This is used for error detection.
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OMP Volts Min:
OMP Max Volts must be > OMP Min Volts.
OMP Volts Max:
OMP Max Volts must be > OMP Min Volts.
OMP Cal Max:
OMP Cal Max must be > OMP Cal Min.
OMP Cal Min:
OMP Cal Max must be > OMP Cal Min.
OMP Target Table y-axis
y-axis input options for OMP Target Table
OMP Target Failsafe Table y-axis
y-axis input options for OMP Target Failsafe Table
OMP Failure Fuel Cut Enable
Select to enable a fuel cut at the specified RPM in the event of an OMP control fault
OMP Failure Spark Cut Enable
Select to enable a spark cut at the specified RPM in the event of an OMP control fault
OMP Fuel Cut [RPM]
Target fuel cut RPM limit in the event of an OMP control fault
OMP Spark Cut [RPM]
Target spark cut RPM limit in the event of an OMP control fault
OMP Error Position Max [%]
Tracking errors greater than this value will cause a control fault.
Follow ECU
The follow ECU feature forces a small cell selection to "follow" the ECU as the table input data changes. Using this
feature combined with the hot key data manipulation options, allows the tuner to quickly edit table data on the fly.
The feature is available when connected to an ECU via USB or when playing back logged data.
To turn on, with either a 1D/2DTable or 2D/3DGraph as the active control hit CTRL + F. When activated, the follow
will be set to all table type controls for the given item, and those controls will have a "-- (Follow ECU)" in their title
bar.
Tuning Guide
There is a user preference for the number of cells highlighted when in this mode. It can be found in
File>Application Options under the main tab.
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Modified Values
Calibration table changes that haven't been committed to flash memory are highlighted as shown below. Conditions
that will reset the display are as follows:
1. Manually committing changes through the Target > Commit modifications menu command
2. Manually committing changes using the hot key combination [Ctrl Shift C]
3. Opening and closing the Setup Wizard. Note the Setup Wizard automatically commits ALL changes to memory
every time it is closed.
4. Turning the ignition switch off when the tuning preference Key Off Commit is selected
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Right Click Editing
To use the right click menu for editing table values, select a portion of the table and right click. Choose from
available options.
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Engine Start
There are several tables and options that affect starting the engine.
CrankVE_Table
Units: kPA vs RPM vs VE%
Description: This table sets the percentage of volumetric efficiency to be supplied to the engine at various loads
and engine speeds. This applies only while cranking the engine and does not apply after the engine has reached
idle speeds.
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LambdaAfterStartTrim
Units: Coolant Temp vs After Start Time vs Lambda Offset
Description: This table adds an lambda offset from the LambdaTargetTable as soon as the engine is started. By
allowing a slightly richer mixture target, it will keep the engine sound and the lambda correction to a minimum. The
AfterStartTime (X-Axis) breakpoints can be adjusted for a specific timeframe. Note: It is not a good idea to have
anything but a 0 in the last X-axis cell where the engine is fully warmed up and above. This would add a lambda
target offset all the time.
FuelTrim_Coolant
Units: Coolant Temp vs After Start Time vs Fuel Trim
Description: As opposed to the LambdaAfterStartTrim that trims the target lambda, this table applies a fuel trim as
a percentage multiplier where a value of 5.0 would add 5 % to the fuel pulse calculation.
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LambdaCrankingTable
Units: Lambda Offset vs Coolant Temp
Description: This table allows for the Lambda to be offset when cranking the engine. By allowing a slightly richer
mixture this will keep the engine and the lambda correction sound.
Idle Air Control

The following tables and options affect the basic functions of the idle air control strategy. Please see the Idle Advanced 162 section for more details.
IdleTargetTable
Units: Coolant Temp vs Idle Target [RPM]
Description: This is first step in the idle calculation. This table sets the desired Engine Speed for idling, depending
on coolant temperature. For most vehicles, the desired idle target will be increased when coolant temperature is
low.
IdleBasePosition
Units: Coolant Temp vs Idle Position %
Description: This is the second* step in the idle calculation. Depending on the desired Idle Target RPM, this table
sets the initial open loop idle position that will be used to reach the desired idle RPM. This happens before any
closed-loop idle feedback.
(* In addition to the IdleTargetTable, there are actually a few other factors that help determine IdleTarget [RPM].
Please see the Idle - Advanced 162 section for more details.)
IdleFB_Active
This is the third step in the idle calculation. If the engine speed and throttle position meet certain conditions, this
channel will turn on and the ECU will use closed-loop idle feedback to try and get the engine speed closer to the
idle target RPM.
IdleFB
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Units: Idle Position %

This is the fourth step in the idle calculation. When IdleFB_Active is on, the ECU will check the difference between
the desired IdleTarget [RPM] and the measured EngineSpeed [RPM]. If the measured engine speed is not
close enough to the desired idle RPM, the ECU will try to adjust the amount of idle airflow to adjust EngineSpeed.
The amount of closed-loop feedback that is currently being used to adjust airflow gets calculated by the ECU and
is displayed as this value, IdleFB.
Idle Setup: Stepper Idle Valves

(For 2-wire PWM idle valves, or drive-by-wire vehicles, please skip ahead to the Idle Basic Setup section.)
When working with a 4-wire or 6-wire stepper idle valve, it is necessary for the ECU to know the correct value for
Idle Stepper max steps before adjusting any other idle settings. The ECU can never measure a stepper valve's
actual position, it can only command that the valve take steps up or steps down and remember how many steps
have been commanded. To operate a stepper valve correctly, the ECU must know the maximum number of steps
that can be commanded before hitting the mechanical stop. Please follow the instructions below to determine the
correct value for Idle Stepper Max Steps on an unknown idle stepper motor.
1.
2.
3.
4.
5.
6.
7.
With the engine off, remove accessory components as needed so the stepper valve's plunger is visible and
it is possible to hear the sound of the stepper valve hitting its mechanical stop. Note that some setups use
the engine's intake manifold or throttle body for the mechanical stop; when working with these setups, the
stepper valve must remain connected to the mechanical stop.
Without changing the Idle Max Position, disable feedback by setting the Idle Feedback Min and Idle
Feedback Max to 0%.
Set the IdleBasePosition to zero.
Press [CTRL+U] to increase the IdleBasePosition value one percent at a time, from 0 to 100. If you hear
the idle valve hit the mechanical stop before the table value is 100 , your Idle Max Position is too high. If
you do not hear the idle valve hit the mechanical stop, the Idle Max Position may be too low.
Increase the Idle Max Position value by one.
Reset the ECU (so it will park the idle valve).
Repeat the test again. The goal is to use most of the steppers possible range without letting the valve hit
the stop.
Idle Basic Setup:

The next step before tuning the idle system is to determine the direction of the motor. The ECU displays the
channel Idle Position, which is 0100 percent. For some vehicles, increasing the Idle Position will decrease the
airflow to the engine, and it's important for the ECU to be aware if this is the case. It is very easy to determine
which way your specific idle valve works.
1.
2.
3.
4.
5.
6.
7.
Open Infinity Tuner and connect to the ECU.

Confirm the Throttle is set properly and the ECU's Throttle channel increases from 0% as soon as the
throttle is pressed without any 'dead spots'.
Open the Idle Wizard and set Idle On Below TPS to 10%.
Initially set the Idle On Below RPM to 3000RPM.
Set the option Idle Feedback Min to -50%, and Idle Feedback Max to 50%.
Open the Idle Tab and set the entire IdleTargetTable to 2000 RPM.
Temporarily set the entire IdleBasePosition table to 50.
These settings will allow idle feedback whenever the engine RPM is below 3000RPM and the throttle is below 10%.
These settings are not intended to be used after the setup process is completed, but they should allow the
feedback to help the vehicle stay running without holding the throttle so you can begin tuning the idle base tables.
8.
Start the engine and get it to idle. This may require creative throttle movements to stabilize the idle until it
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9.
10.
11.
12.
13.
catches itself.
Confirm Lambda is measuring safe values, so the vehicle has sufficient fuel to idle without stalling but is
not running so rich it will foul spark plugs.
Make sure that Engine Speed is less than 3000RPM. If not, there may be a vacuum leak.
Be sure the throttle pedal is at rest and confirm the ECU's measured Throttle value displays less than
10%.
Confirm that an increase in the IdleBasePosition values will increase engine speed.
If RPM decreases when IdleBasePosition increases, change the Idle Airflow Invert option in the Idle
Wizard.
Idle Basic Tuning:

1. After the engine gets up to operating temperature, confirm that the IdleTarget displays 2000RPM.
2. Add or subtract idle values from the IdleBasePosition table until the IdleFB channel displays between 3% and -8%. Note: If the idle motor does not allow enough airflow to reach 2000 RPM, try some lower
target RPM that can be achieved.
3. Change the IdleTargetTable to 1800RPM.
4. Add or subtract idle percent for the 1800 RPM cell in the IdleBasePosition table until the IdleFB channel
parameter is between -3% and -8%.
5. Change the target value in the IdleTargetTable to 1600RPM.
6. Repeat steps 45, adjusting the values in the IdleBasePosition table until the lowest desired idle RPM.
Now the IdleTargetTable can be set to your desired values for normal operation. Many tuners increase the idle
target by 200400 RPM when the engine is cold for increased idle stability and to help the engine warm up more
quickly.
It is recommended to set the Idle On Below TPS option to 23% higher than the ECU's measured Throttle
position when the engine is running and the throttle is at rest. This will allow for minor fluctuations in the throttle
signal without disabling idle feedback.
Typical values for Idle On Below RPM are 15002000 RPM, so the feedback will be active at high idle target RPM
when coolant temperatures are low, but idle feedback is not active when the engine is in gear and decelerating.
Some tuners prefer to set the Idle Feedback Min to a smaller value than the Idle Feedback Max to limit the
amount of negative feedback that can be accumulated in situations where idle feedback is active but some external
factor is limiting the engine's response to idle feedback. An example is when the vehicle is decelerating in gear with
the clutch engaged, the vehicle's drivetrain may prevent the engine from reaching the idle target RPM and idle
feedback will continue to accumulate. When the clutch becomes disengaged the drivetrain gets removed from the
equation, and the engine speed will fall quickly if a lot of negative feedback has been accumulated. Another way to
alleviate this would be to decrease the value for Idle On Below RPM. See the Idle 160 section of the wizard for
more info.
VE & Airflow Based Tuning
The Infinity ECU uses significantly different methods of calculating the fuel delivery requirements and outputs than
previous AEM products.
Measured data from sensors, i.e., Manifold Absolute Pressure (MAP [kPa]), Air Temperature, Coolant
Temperature, and Engine RPM, are acquired. The ECU uses this sensor data in combination with Volumetric
Efficiency (VE%) to estimate airflow.
The Volumetric Efficiency is a percentage of air and fuel that actually enters the cylinder during induction relative to
the volumetric capacity (rated displacement) of the cylinder under static conditions. The VE lookup table is a 2-axis
lookup table, with load values (typically MAP [kPa]) versus Engine RPM. In each table cell, the Engine RPM
corresponds with a specific MAP [kPa], and a Volumetric Efficiency is defined for that cell.
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The Volumetric Efficiency is combined with temperature sensor data to estimate a compensated Mass Airflow. The
ChargeTempBlend table dictates what ratio of air temperature to coolant temperature is used at specific Engine
RPM to adjust the density of the inducted air. A higher number gives priority to Coolant Temperature, and is seen
at lower Engine RPM.
Once Mass Airflow has been calculated using the tables above, the Infinity ECU will look up the Target Lambda
(AFR) and then calculate the fuel requirements. Target AFR will be used as a main parameter in determining fuel
injector flow rate. The LambdaTargetTable (below Left) and AFR Target Table conversion table (below Right) will
have default values. Based on the calculated Mass Airflow, the Infinity ECU will attempt to add enough fuel to hit
the target AFR.
Note: The calculated LambdaTarget influences the fuel delivered to the engine at all times, even when closed-loop
02 feedback is disabled.
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The suggested tuning method is to set the AFR using the LambdaTargetTable or AFR Target Table to a value safe
and suitable for the engine. For normally aspirated engines a value of 13.0:1 or 0.887 lambda is usually sufficient at
all operating conditions. For boosted applications, the operating conditions dictate a safe AFR. Please consult a
tuner knowledgeable in your engines requirements for help. Once the target lambda (AFR) values are chosen, run
the engine at as many operating conditions as possible and adjust the VE Table to reach the AFR Target Table
values. Once the VE Table has been tuned to accurately reach the AFR Target Table values at all operating
ranges, then you can change the AFR Target Table to use different AFR settings later. Never adjust VETable to run
a different AFR, only to achieve the LambdaTarget value.
The Injector Flowrate is very important in determining the fuel requirements. The Infinity ECU uses actual Injector
Flowrate [cc/min] to determine the proper injector pulse width. The InjFlowRate [cc/min] table is calibrated from the
Setup Wizard: Injector Flow, however the table can be modified manually for unlisted injectors.
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Now that the base injector flow rate has been determined, the Infinity ECU applies a few more compensating
factors. Wall Wetting is a function of fuel condensing in the intake manifold at the injection point. At different rates
of change in the MAP [kPa] values, and at different Coolant Temperatures, fuel enrichment compensations are
used to prevent lean and rich conditions during rapid manifold pressure changes. Note that this table has several
different functions. It can be used for dynamic transients by nature of its MAP Rate x-axis. It can also be used for
more steady state compensations by adjusting the values in the middle band of the table where MAP rate
changes are very small. Positive numbers in this table will effectively add fuel to enrichen the mixture. Negative
numbers have the opposite effect.
The X and Y axis inputs of the WallWetting table can be set to several different variables. These settings are found
in the Setup Wizard page for Accel and Decel Fuel. Axis selections include:
Map Rate
Throttle Rate
Coolant Temp
MAP [kPa]
EngineSpeed [RPM]
DBW_APP Rate
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LamdaAfterStartTrim is a 2-axis table that is used to modify the Lambda (AFR) for specified time after starting
the engine. This table adds a lambda offset for a small period of time after the engine is started. By allowing a
slightly richer mixture target, it will keep the engine from stalling or running rough immediately after starting and the
lambda correction to a minimum. The last column should be populated with 0 trim at operating temperatures to
prevent a continuous lambda offset.
Target Lambda
To control the engine's fuel delivery system, the Infinity can be programmed to run open loop and/or closed loop O2
feedback. Closed loop uses feedback from the oxygen sensor to make temporary, but immediate, corrections to
the injection to maintain a target air fuel ratio (AFR) or lambda. The type of the O2 sensor will determine how
lambda target can be controlled. Due to the nature of standard narrow band O2 sensors, the only accurate
measurement that can be maintained in closed loop is Lambda 1.0. However, wideband O2 sensors can be used in
almost every feedback condition.
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Note that 14.64:1 is called the stoichiometric AFR for gasoline. It is the ratio where all available fuel is burned
completely. For most performance applications, it is not the ideal AFR to operate the engine at all the time nor is it
the AFR that creates the most power or even economy under all conditions.
When the fuel system is open loop, the O2 sensor is ignored and the injector pulse width relies on the VE Table
and fuel compensators to adjust injection duration. Open loop is necessary during engine starts, when the O2
sensor has cooled below its operating temperature. It may also be necessary when coolant temperatures are low.
In this state, the fuel vaporization is poor and the engine will require a richer mixture to properly operate. When
under heavy load, the engine typically requires an air fuel ratio that is out of a narrow band oxygen sensor's
standard range and open loop will be necessary. When the accelairflow function is triggered during hard
accelerations, open loop may be necessary to help stabilize the Target Lambda. Also, when the deceleration
function cuts fuel completely, target lambda will not be necessary.
LambaTargetTable
Units: Engine Load vs Engine Speed vs Lambda
Description: This table sets the target lambda for various engine conditions.
Tuning Target Lambda

The first step before tuning:
1.
2.
3.
4.
5.
Open Infinity Tuner and connect to the ECU.

Open the Lambda Tab and confirm the Lambda1Cal Table is set up for the oxygen sensor used.
Open the Lambda Control Wizard and check the Lambda 1 Feedback Enable and/or Lambda
Feedback Enable boxes.
Set the Lambda Feedback Max Speed. Wideband O2 sensors are accurate in most situations so this can
be activated all the time, if need be.
Set the Lambda Feedback After Start Delay (typical 10 seconds).
The Infinity Tuner functions are located in the TargetLambda tab.

1.
2.
Use the Lambda Control Proportional Gain by itself and set the Lambda Control Integral Gain and
Lambda Control Derivative Gain to zero.
Log the channels Lambda1 (or 2) and ErrorLambda1 (or 2).
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3.
4.
5.
6.
Increase the Lambda Control Proportional Gain until the point of instability or a sustained oscillation is
reached.
From here, the ultimate proportional (Ku) is found.
From the log, measure the period of oscillation from peak to peak, in seconds, to obtain the critical time
constant or ultimate period (Pu).
Once the values for Ku and Pu are obtained, the PID parameters can be calculated from the following
equations.
Proportional, Integral, and Derivative Feedback

Lambda Control Proportional Gain = 0.60 (Ku)
Lambda Control Integral Gain = 2 (Kp) / Pu
Lambda Control Derivative Gain = (Kp)(Pu) / 8
Note that these values are not optimal values and additional fine tuning may be required to obtain the best target
lambda performance.
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Lambda Control Tuning

When an O2 sensor is connected directly to the Infinity ECU, the ECU can use closed-loop feedback to react to
changes in the engine's fuel delivery requirements, or to compensate for sections of the VETable that could still
benefit from additional tuning. When Lambda feedback is active, the ECU compares the desired LambdaTarget
value against the measured Lambda1 value from the O2 sensor and then adjusts the fuel trim for each injector in
an attempt to bring the measured value closer to the target value.
O2 Sensor Assignment:
Before enabling closed-loop lambda feedback, use the Injector Setup 88 page in the wizard to assign each fuel
injector's feedback to use the Lambda1 or Lambda2 sensor. For most simple 4-cylinder engines, all four injectors
will be assigned to use the same O2 sensor for feedback. A more complex example would be a GM LS1 engine
with two O2 sensors; each sensor should be installed in the exhaust collector for each bank of cylinders. The left
bank of cylinders (1,3,5,7) should be assigned to one Lambda sensor and the right bank of cylinders (2,4,6,8)
should be assigned to the other Lambda sensor. This allows the ECU to trim each bank of injectors independently
based on each of the two Lambda sensors. Before enabling feedback using multiple O2 sensors, test that the
Lambda1 / Lambda2 sensor assignment is correct for each injector by adjusting the values in the injector fuel trim
tables (Inj1FuelTrimTable [%]) and confirming that the appropriate sensor indicates a change in measured AFR.
Lambda Target Trims:
Aside from the main LambdaTargetTable, there are a few other functions that can alter the target lambda value:
LambdaAfterStartTrim:
LambdaAfterStartTrim is a 2D table that allows the ECU to target a richer mixture for some time after the
engine is started, or when the engine is cold. See the Engine Start 114 section for more details.
LambdaTrimN2O:
LambdaTrimN2O is calculated by the ECU's Nitrous control function, to modify the target lambda value when
nitrous is active. See Nitrous N2O 206 for more details.
LambdaTrim_Knock is calculated by the ECU's Knock Control function, to modify the target lambda value
in response to knock sensor activity. See Knock Control 196 for more details.
In addition to these lambda trims, the ECU can switch between multiple Lambda Target maps. See MultiMap Features 237 for more details.
Lambda Feedback Activation:
Use the wizard to configure the conditions that allow Lambda feedback to be activated. See Lambda Control
details.
199
for
Please also note that there are some conditions that will cause Lambda Feedback to be disabled, such as
DecelFuelCut or rev limiters (including the 2 Step limiter, 3step limiter and any fuel/spark cuts calculated by
Traction Control). The ECU's channel LambdaFB_Disabled can be viewed or datalogged to see if feedback is
disabled. After lambda feedback has been disabled, the activation conditions must be met for 750ms before lambda
feedback will turn back on.
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Lambda Feedback tuning:
The ECU uses PID feedback to make fuel corrections based on the measured lambda signal. When tuning the PID
gains, it helps to understand how the O2 sensor measures the oxygen content of the exhaust gas. The sensing
element is protected by a metal shield, and this shield has small holes which allow exhaust gas to flow across the
sensing element. At low engine speeds, exhaust gas travels relatively slowly so the sensor will take more time to
detect the air/fuel ratio of the exhaust. The sensor's distance from the exhaust ports is also a factor in response
time. The sensor response time for your setup can be observed by datalogging the fuel injector pulsewidth
Inj1Pulse [ms] and the Lambda1 signal, then making a large change to the values in the VETable or
LambdaTargetTable. Observe how the sensor's response time will be faster at higher RPM, especially at higher
engine loads. Because of this slight delay in detecting the oxygen content of the engine's exhaust, Lambda
feedback gains must be set to lower values at low RPM. If the feedback gains are too high at idle, the feedback will
make corrections more quickly than the sensor can measure O2 changes in the exhaust and the engine RPM may
'hunt' due to fluctuating air/fuel ratios. At high engine speeds, the sensor detects changes in exhaust air/fuel ratio
more quickly so the Lambda feedback gains should be increased for quicker feedback response.
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LambdaFB Gain Tables

Units: Gain vs RPM
Description: These table set the feedback's Proportional and Integral gain as a function of Engine Speed. Integral
control uses an integrator or 'accumulator' method, essentially checking if the Lambda target error is positive or
negative and then taking one step up or one step down every 10ms to reduce the target error. The advantage of
integral response for Lambda control is the fuel trim will be smoothly adjusted until the measured Lambda value
reaches the target, and then remain at whatever feedback value reached the target. Note: Although Integral gain is
less likely to cause hunting or fluctuations than Proportional, excessively high Integral values will take steps that
are too large which can result in instability.
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Fuel Trims
WallWetting
Units: Throttle Rate vs EngineSpeed vs MassAirflow Adder
Description: This table adds additional fuel enrichment for acceleration conditions. This is mostly used to help the
engine accelerate well and avoid a lean condition that can occur when the throttle is opened quickly at low RPM.
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WallWetting2
Units: Throttle Rate vs CoolantTemp vs MassAirflow Adder
Description: This table adds additional fuel enrichment for acceleration conditions when the engine is cold. Both
tables (WallWetting and WallWetting2) are added together.
The output of each wall wetting table is added together. This effectively adds another tuning variable dimension
since the y-axis of each table does not need to match. For example if compensation is required as a function of
engine speed, throttle rate AND coolant temperature, the tables can be configured as above to satisfy the tuning
requirements.
FuelTrim_1 [%]
Units: EngineSpeed vs MAP vs Fuel Trim
Description: This table is a generic 2-axis fuel trim. Most common usage is to add fuel or remove fuel when
Manifold Pressure is high, especially if using Throttle for the VETable Load Axis selection.
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The FuelTrim_1 [%] data can be viewed differently using a conversion channel. If no conversion channel is applied
to the data as shown in the example above, the multiplier is applied as follows:
Fuel pulse modified = Fuel pulse x (1 + FuelTrim_1)
In this format, a value of 0.100 in the table will result in a 10% addition to the base fuel pulse calculation.
Alternatively, the user can apply a conversion channel.
A conversion channel of the following format will allow the user to view the data in [%] modifications.
When this conversion channel is applied, the data will be represented as follows.
Tuning Guide
FuelTrim_2 [%]
Units: EngineSpeed vs MAP vs Fuel Trim
Description: This table is a generic 2-axis fuel trim. Most common usage is to add fuel or remove fuel when
Manifold Pressure is high, especially if using Throttle for the VETable Load Axis selection.
Aside from these main fuel trims, there are a few other functions that can add fuel trims:
FuelTrim_N2O:
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FuelTrim_N2O is a the amount of fuel added when the nitrous function is enabled. See the Nitrous N2O
section for more details.
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FuelTrim_Decel:
FuelTrim_Decel is a the amount of fuel added after the decel cut has turned off, to prevent the engine from
running lean when the fuel turns back on. See the Accel and Decel Fuel 137 section of the wizard for more
details.
ChargeTempBlend
Units: Charge Temp Blend Multiplier vs RPM
Description: The table tells the Speed Density submodel whether to use Air Temp or Coolant Temp (or a blend of
both) when calculating the density of the air entering the engine.
If set to a low number (0) the Air Temperature will be used when calculating the air density.
If set to a high number (1) the Coolant Temperature will be used when calculating the air density.
Typically, the table will have higher numbers at low RPM (assuming Coolant Temp has a greater influence on air
density when velocity is low) and lower numbers at high RPM (assuming Air Temp has a greater influence on air
density when velocity is high).
InjXFuelTrimTable
Units: Injector1 Fuel % vs RPM
Description: This table allows for a cylinder trim of fuel injector 1. This can be used if there is a known flow
discrepancy with an intake manifold runner or a mismatched fuel injector for instance. This table is a multiplier. A
value of 1.00 represents no change. A value of 1.10 represents a 10% increase.
Additional cylinder based fuel trims may be available depending on the hardware options.
Ignition Tuning
The ignition timing or spark timing value refers to the distance in crank degrees between the spark plug firing event
(initiating combustion) and the uppermost point of the pistons stroke (top center TC, top dead center TDC, etc.).
If the start of the combustion process is progressively advanced before TDC, the compression stroke work transfer
(which is from the piston to the cylinder gases) increases. If the end of the combustion process is progressively
delayed by retarding the spark timing, the peak cylinder pressure occurs later in the expansion stroke and is
reduced in magnitude. These changes reduce the expansion stroke work transfer from the cylinder gases to the
piston. The optimum timing which gives the maximum brake torque called maximum brake torque (or MBT timing)
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occurs when the magnitudes of these two opposing trends just offset each other. Timing which is advanced or
retarded from this optimum gives lower torque. MBT timing defines the optimum point (maximum brake torque) for
peak cylinder pressure relative to crank angle.
Certain operating conditions, combustion chamber designs, fuel types, etc. will prohibit an engine from reaching
MBT timing before detonation occurs. Detonation, or spark knock, is caused by the gases spontaneously
combusting at the outer edges of the piston before the normal combustion flame front reaches those areas. This
causes pressure spikes that can damage the engine over time.
Every engine will have different spark timing requirements. Unlike fuel tuning where you can take advantage of
inexpensive, commonly available wideband oxygen sensor kits, spark tuning requires expensive laboratory
equipment for complete optimization. Spark tuning is best accomplished on an engine dyno. If that is not practical,
a chassis dyno is the next best thing. But even with the use of a dyno, spark tuning requires experience to know
where to start and what kind of changes to make. Ignition timing values can range from 50+ degrees BTDC to 15+
degrees after top dead center for certain extreme conditions on race vehicles.
Ignition Synchronization
The ignition timing measured with a timing light must be synchronized with the displayed value in Infinity Tuner.
This is one of the most important steps in the setup process. Without it, the commanded ignition timing may not
be accurate.
Its a good idea to disable the fuel injectors and/or fuel pump during this step as well. Until the timing is syncd, it
doesnt make any sense to inject fuel just to fire it at the wrong time. The ignition coil(s) must be connected and in
working order.
See Ignition Sync
107
for more detail.
BaseIgnMap
Units: MAP vs RPM vs Ignition Timing BTDC
Description: This is the core ignition map that all trims are based from. The higher the value, the more advanced
the timing will be. The lower the value, the more retarded the timing is. Negative values are further retarding the
ignition timing, but is actually firing the spark plugs after top dead center (ATDC).
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Ignition Trims
IgnTrimAirTempMap
Units: MAP vs AirTemp vs Ignition Timing
Description: This table allows for an ignition timing compensation based on engine load and intake air
temperature.
IgnTrimCoolantTempMap
Units: MAP vs CoolantTemp vs Ignition Timing
Description: This table allows for an ignition timing compensation based on engine load and coolant temperature.
On a catalyst vehicle, retarding the ignition timing can be used to light a cool catalytic converter off sooner for
improved emissions.
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IgnTrimAfterStart
Units: Ignition Timing vs After Start Time
Description: This table allows for an ignition timing trim based on the after start condition. On a catalyst vehicle,
retarding the ignition timing can be used to light a cool catalytic converter off sooner for improved emissions.
IgnTrim_1 [%]
Units: EngineSpeed vs MAP vs Ign Trim
Description: This table is a generic 2-axis ign trim.
IgnTrim_2 [%]
Units: EngineSpeed vs MAP vs Ign Trim
Description: This table is a generic 2-axis ign trim.
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CoilXTrimTable
Units: Coil 1 Ignition Timing vs RPM
Description: This table allows for a cylinder ignition trim of coil 1. This can be used if there is a known exhaust gas
temperature discrepancy with a runner for instance.
The number of cylinder based coil trims depends on the hardware features.
DBW Idle Air Control

Tuning idle with a DBW-equipped vehicle will feel very similar to tuning idle with traditional idle airflow valves; the
standard tables like IdleTargetTable [RPM], IdleBasePosition, and Idle_Decel should be used as usual.
The drive-by-wire system uses the throttle to manage airflow, including idle airflow, to the engine. For managing idle
airflow control, the ECU rescales the 0-100% Idle Position value calculated by the ECU's idle functions into a
smaller value 'DBW_IdleTrim [%],' which is one of the factors involved in the DBW_Target [%] calculation.
The value for DBW Idle Control Range sets the maximum allowed throttle to be used for idle airflow adjustment,
when the calculated value for Idle Position is 100%. If the DBW throttle body is relatively large compared to the
engine's airflow requirements, it may be helpful to decrease DBW Idle Control Range to smaller values such as 5%
so the idle function and idle feedback values have less of an effect on engine airflow.
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Advanced Tuning
Wizard Advanced Setup
Accel and Decel Fuel
WallWetting X-Axis Setup:

This allows the x-axis of the WallWetting table to be reassigned from the default setting of Throttle Rate to
other inputs such as MAP, MAP Rate, Coolant Temp, or Engine Speed.
WallWetting2 Y-Axis Setup:
This allows the y-axis of the WallWetting2 table to be reassigned from the default setting of Engine Speed
to other inputs such as MAP, MAP Rate, Coolant Temp, or Throttle Rate.
WallWetting2 X-Axis Setup:
This allows the x-axis of the WallWetting2 table to be reassigned from the default setting of Throttle Rate
to other inputs such as MAP, MAP Rate, Coolant Temp, or Engine Speed.
WallWetting Y-Axis Setup:
This allows the y-axis of the WallWetting table to be reassigned from the default setting of Engine Speed
to other inputs such as MAP, MAP Rate, Coolant Temp, or Throttle Rate.
Decel Cut Enable:
Enable/disables the deceleration fuel cut feature.
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Decel Cut Below TPS:

Fuel will be cut if the throttle is below this value, and all other conditions or met. Set this as low as
possible, if this value is too high the engine will 'hesitate' due to Decel cut remaining active when the driver
wants to accelerate.
Min value = 0%, Max value = 100%
Note when using drive-by-wire, this will trigger Decel Cut based on the APP1 signal.
Decel Cut Below MAP:
Fuel will be cut if the MAP signal is below this value, and all other conditions or met. This should be set to
at least 2-3 kPa lower than the MAP value at idle .
Min value = 0 kPa, Max value = 110 kPa
Decel Cut Above RPM:
Fuel will be cut if the Engine Speed is above this value, and all other conditions or met. This should be set
to at least 100200 RPM higher the target idle RPM.
Min value = 1000 RPM, Max value = 15000 RPM
Decel Cut Activation Delay:
Fuel will be cut if all the conditions above are met for this amount of time. This should be set high enough
to avoid triggering decel fuel cut when shifting gears quickly.
Min value = 0 ms, Max value = 2000 ms
Decel Cut Ignition Trim:
After decel cut turns off, the ECU will retard ignition timing by this amount to decrease drivetrain shock.
Decel Cut Exit Enrich:
After decel cut turns off, the ECU will increase fuel by this amount to avoid hesitation by replacing the fuel
that was removed from intake runner surfaces while the fuel cut was active.
Decel Cut Exit Enrich Delay:
After decel cut turns off, the 'Decel Cut Ignition Trim' and 'Decel Cut Exit Enrich' trims will decay away over
this amount of time.
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Advanced Trims
The categories can be expanded or collapsed.
FuelTrim_1 Table x-axis:

This allows the x-axis of the FuelTrim_1 table to be reassigned from the default setting. Many input options are
possible. Once the axis selections are made, add the table to your Infinity Tuner layout for tuning.
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FuelTrim_1 Table y-axis:

This allows the y-axis of the FuelTrim_1 table to be reassigned from the default setting. Many input options are
FuelTrim_2 Table x-axis:
This allows the x-axis of the FuelTrim_2 table to be reassigned from the default setting. Many input options are
FuelTrim_2 Table y-axis:
This allows the y-axis of the FuelTrim_2 table to be reassigned from the default setting. Many input options are
LambdaTrim_1 Table x-axis:

This allows the x-axis of the LambdaTrim_1 table to be reassigned from the default setting. Many input options are
LambdaTrim_1 Table y-axis:
This allows the y-axis of the LambdaTrim_1 table to be reassigned from the default setting. Many input options are
IgnTrim_1 Table x-axis:

This allows the x-axis of the IgnTrim_1 table to be reassigned from the default setting. Many input options are
IgnTrim_1 Table y-axis:
This allows the y-axis of the IgnTrim_1 table to be reassigned from the default setting. Many input options are
IgnTrim_2 Table x-axis:
This allows the x-axis of the IgnTrim_2 table to be reassigned from the default setting. Many input options are
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IgnTrim_2 Table y-axis:
This allows the y-axis of the IgnTrim_2 table to be reassigned from the default setting. Many input options are
Flex Cranking Adder Table y-axis:

This allows the y-axis of the FlexCrankingAdder table to be reassigned from the default setting. Input options
depend on the particular hardware platform. Once the axis selections are made, add the table to your Infinity Tuner
layout for tuning.
StagedSplit Load Axis selection:
This allows the y-axis of the StagedSplit [%] table to be reassigned from the default setting. Once the axis
selections are made, add the table to your Infinity Tuner layout for tuning.
Inj1Trim - Inj8Trim y-axis:
This allows y-axis selection for the 8 high resolution individual cylinder injector trim tables.
Boost Control
The Infinity has a very comprehensive and flexible boost control strategy. Using a pulse width modulated (PWM)
solenoid, boost can be controlled by vehicle speed, throttle position, rpm, switch input, etc. AEM recommends
using the AEM Boost Solenoid Kit (AEM P/N: 30-2400) for boost control which is good for 120psi. Another solenoid
that is commonly used is the GM PWM Boost Solenoid (GM P/N: 1997152).
The AEM and GM solenoids, listed above, are both 3-way valves which can be either normally closed (N.C.) or
normally open (N.O.) valves depending on which port the filter (muffler) is attached. 2-way boost solenoids are also
found in factory turbocharged vehicles. Depending on the manufacturer, these can be normally closed (N.C.) or
normally open (N.O.) valves. In other words, if they were unplugged, the some would block flow and some would
allow flow to pass through as if it were not installed. On the other hand, if a constant 12V and ground were applied
to solenoid, the exact opposite would happen. If an unknown solenoid is being used, this can be easily tested by
blowing through the solenoid while disconnected.
Because of the discrepancies between solenoids and wastegate types, there should be some thought put into
plumbing and how the Infinity Tuner software will control them. Below are a few different examples, however, there
are many other wastegate styles and turbocharger setups that are not listed.
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When using the AEM 30-2400 with an internal wastegate, AEM recommends plumbing the vacuum (boost) lines
like the following:
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When using the AEM 30-2400 solenoid with an external wastegate, AEM recommends plumbing the vacuum
(boost) lines like the following:
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When using the GM 1997152 solenoid with an internal wastegate, AEM recommends plumbing the vacuum (boost)
lines like the following:
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When using the GM 1997152 solenoid with an external wastegate, AEM recommends plumbing the vacuum
(boost) lines like the following:
The next step in creating a new setup is determining what frequency the solenoid needs to be operated. This
information is typically provided by the manufacturer of the part. Both AEM and GM solenoids are optimal at 31Hz.
If using a plug n' play Infinity ECU with a factory boost control solenoid, this comes pre configured by AEM.
The default Infinity PWM output for boost control is LowsideSwitch_2 (Pin C1-17). There are two wire connections
for a boost solenoid and there is no polarity. One wire connects to 12 volt switched power and the other will
connect to Infinity Pin C1-17.
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To understand how the solenoid becomes a variable air flow restricting valve to meet a specific wastegate position,
note the following duty cycle signal examples. The oscilloscope trace below shows a 30Hz, 50% duty cycle signal
coming from the Infinity ECU. The solenoid will be ON when the signal is low and OFF when the signal is high.
The oscilloscope trace below shows a 30Hz, 20% duty cycle signal. The solenoid will be ON when the signal is low
(20% of the time) and OFF when the signal is high (80% of the time).
Boost Control Related Functions
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The following settings are available in the Boost Control Setup Wizard page.
Boost Output Enable
Units: On/Off
Description: This enables the boost control feature.
Boost Feedback Enable

Units: On/Off
Description: This enables the closed loop boost control feedback PID strategy. When performing the preliminary
boost tuning, it is advisable to turn this OFF. Once the open loop duty cycle output from the various lookup tables
is complete and the boost pressure is close to the desired target, this can be activated. PID (proportional, integral,
derivative) control will always work better when it does not need to make large corrections.
Base Duty Tables Axis Setup
There are two 2D base duty tables in the calibration. They are named:
- BoostBaseDuty1 [%]
- BoostBaseDuty2 [%]
These two tables add together so the user can use one table as primary and the second as a trim if desired. Both
axis inputs are selectable from the drop down lists shown above.
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Boost Target Tables Axis Setup
There are two 2D boost target tables in the calibration. They are named:
- BoostTargetTable1 [kPa]
- BoostTargetTable2 [kPa]
These two tables add together so the user can use one table as a primary and the second as a trim if desired.
Both axis inputs are selectable from the drop down lists shown above.
Boost Control Gain Table setup
Use the following tables to configure your boost control PID gains vs engine speed.
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Boost Solenoid Control Frequency [Hz]
Units: Hz
Description: This should be set to the manufacturer specifications. This sets the frequency to operate the pulse
width modulated boost solenoid. If the boost solenoid is excessively noisy and/or slow to respond, the frequency
should be changed. Note: Most boost solenoids make some noise.
Boost Solenoid Max Duty Cycle [%]
Units: %
Description: This should be set to the manufacturer specifications. This sets the maximum duty cycle allowed.
Boost Duty Cycle Invert
Units: On/Off
Description: This setting inverts the PID feedback logic.
Boost Use ChargeOutPress
Units: On/Off
Description: Optional setting to use ChargeOutPressure channel as the boost control feedback value instead of
manifold pressure.
Boost Integral Gain Low Clamp
Units: Clamp
Description: This keeps the integral gain from winding down and limits its contribution.
Min value = -10, Max value = 10. Note: BoostControlIntClampH must be greater than BoostControlIntClampL.
Boost Integral Gain High Clamp
Units: Clamp
Description: This keeps the integral gain from winding up and limits its contribution.
Boost Integral Gain High Clamp
Units: Clamp
Description: This keeps the integral gain from winding up and limits its contribution.
Boost Solenoid Min Throttle
Units: %
Description: Below this TPS value, the boost duty output is disabled.
Min value = 0, Max value = 100.
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BoostBaseDuty1 [%]
Units: Selectable via setup wizard
Description: Base wastegate duty cycle as a function of selectable axis inputs. This table is used to set the base
duty cycle to the boost control solenoid. Set this by disabling the feedback controls first. This is done by setting
the BoostControl_Kp, BoostControl_Ki, and BoostControl_Kd all to zero. Adjust this table until the desired
boost is as closely achieved as possible. The closer this table gets to the targeted boost pressure, the better the
closed loop boost control feedback will work. This table determines the base duty cycle percentage used if or if not
using closed loop boost control feedback. This is the first feature to tune when using boost control.
BoostBaseDuty2 [%]
Description: Base wastegate duty cycle adder as a function of selectable axis inputs. The values in this table
ADD TO the values in the BoostBaseDuty1 [%] table.
BoostTargetTable1 [kPa]
Description: Base boost target values as a function of selectable axis inputs.
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BoostTargetTable2 [kPa]
Description: Base boost target adder values as a function of selectable axis inputs. The values in this table ADD
TO the values in the BoostTargetTable1 [kPa] table.
Tuning Tips for Boost Control

Tuning Boost Control can be the most time consuming of all the variables of tuning. After the following testing
procedure commences on the dynamometer, note that the race track can create new "real-world" vehicle loads on
the engine so boost control should always be reconfirmed.
Open Infinity Tuner software and connect to the Infinity.

Confirm that the throttle position is set properly (closed < 5%, WOT > 95%) .
Confirm the AFR so that the vehicle has sufficient fuel for boosting.
Open the Boost Control Wizard and click the Boost Output Enable option ON.
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Uncheck Boost Feedback Enable to temporarily turn OFF closed loop boost control.
Next, determine if an increase in duty to the wastegate solenoid takes away boost pressure or makes boost
pressure. To determine this, find the particular wastegate setup being used from the diagrams above. The language
of the boost solenoid is in percent duty cycle. This is not percent open or percent of airflow, it is rather the fullscale percentage of the solenoid where 100% is fully closed or fully open depending on the solenoid used and how
it is plumbed.
If more duty decreases boost pressure, check Boost Feedback Invert.
Set the Boost Solenoid Control Frequency channel according to the manufacturer specifications.
Typical 30Hz
The next step before tuning boost is to set the max and overboost cut to eliminate any overshooting errors which
can lead to catastrophic engine problems.
In the Wizard, go to Engine Protection under Setup.
In the Boost Protection section, set the Max Boost Limit and Overboost Allowed option to safe values.
Open the BoostTab and set the entire BoostBaseDuty1 [%] Table to 0%.
Start the engine
Go to Log | Start Recording
Using an dynamometer, cautiously go to full throttle but keep an eye on the viewable MAP channel.
Go to Log | Stop Recording
From observing the log, the maximum boost pressure should be the same as the wastegate spring pressure. Keep
in mind that there are other mechanical situations which can change the outcome. For instance, an improper
exhaust manifold (or turbo) wastegate port can create "boost creep".
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From the log, the proper open loop boost control duty cycle% can now be determined by viewing the MAP and
BoostControl channels. It is a good idea to make a boost log sheet. This will speed up boost control tuning when
feedback is used by giving you an idea of the duty cycle that will achieve each boost level. The chart will be
dependent on the mechanics of the turbo system, including: wastegate spring, turbocharger, exhaust back
pressure, etc. See the example below:
After the appropriate duty cycle is found that is necessary to reach the desired boost target, the boost control
feedback can be enabled. To do this, check the Boost Feedback Enable box in the Boost Wizard. Now enter the
boost target in the BoostTarget1 [%] Table.
Below is an example of boost control on an AWD time attack vehicle (not traction limited) that doesn't need boostby-gear (or speed). However, there is an AEM 12-position switch (p/n 30-2056) installed so the boost can be
adjusted on the fly.
Notice that there are also several failsafe strategies that will limit boost if the charge air temperature is too high
(heatsoak) or if the coolant temp is out of range (engine too cold or overheating). In addition, the boost target
mapping for the 12-position switch only allows certain (higher) boost levels if the Ethanol content is high enough to
support the boost. The boost target is also varied based on throttle position, to allow the driver to use the throttle for
linear power delivery, which makes the car much easier to drive on a road course where part-throttle is common. To
aid in spool, the duty-cycle is increased at lower RPM where the engine cannot attain full boost, and at lower boost
pressures, again to keep the wastegate closed as long as possible to improve response.
The PID system on the Infinity is extremely fast and you'll notice no Derivative Gain (BoostGain_Kd) was needed.
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The example below is a boost strategy for a high horsepower, severely traction limited drag car that runs on varying
mixes of Ethanol. Boost compensated for changes in baro pressure (weather, altitude, etc) and changes in exhaust
backpressure. Typically, higher duty cycle is needed to retain boost level as baro pressure is reduced and EBP is
increased. However, due to the Infinity's advanced PID system, you could theoretically get away without having
these sensors and still have consistent boost control by relying on boost feedback.
Failsafe strategies include injected pressure (this is the pressure delta between the fuel pressure and manifold
pressure). On a manifold-pressure-referenced fuel pressure regulator, injected pressure should theoretically remain
constant at all times, as the pressure regulator directly combats changes to manifold pressure by changing fuel
pressure in a 1:1 ratio. However, if there is a pressure regulator failure, or a fuel flow issue (weak pump, restricted
lines, etc) injected pressure can drop. The boost control is set up to automatically reduce boost in this condition.
Side note: Due to the Infinity's model-based fuel calculations, any variation in injected pressure will also be
compensated for in fueling.
You'll notice that the boost target increases with each gear, as it should. Also, with higher Ethanol contents, more
boost can be run safely, but of course we only want this in the higher gears as we're traction limited. However, it
was found on this car that higher ethanol contents (at the same boost level) caused an increase in torque due to
the fuel/tuning, and this caused additional wheel spin. Therefore, boost target is actually reduced slightly in lower
gears and higher ethanol contents to combat this tendency.
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Tuning Guide
Engine Protection
Overboost Protection
157
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The overboost protection feature has two different ways of limiting engine damage from an overboost condition. Two
cut limits are configurable and the system will select the resultant lowest boost cut MAP value.
Max Boost Limit:
A 100% fuel cut will be activated if manifold pressure in [kPa] exceeds this value regardless of the target boost
value.
Overboost Allowed:
Useful for multi fuel setups where the user has a varying boost target that depends on ethanol content. The fuel cut
will be dynamic and dependent on the target boost.
Cut activated at a manifold pressure value of: BoostTarget [kPa] + Overboost Allowed [kPa]
Oil Pressure Protection Basic Setup
The oil pressure protection strategy uses the following options along with the OilPressProtectTable. This is
typically used to activate a light, buzzer, etc.
Oil Pressure Protection Enable:
Enable and disables the oil pressure protection feature
Oil Pressure Protection Activation Delay:
Conditions must be present for this amount of time before protection function activates
Oil Pressure Protection Rev Limit:
Target RPM limit while oil pressure protection active
Lean Protection Basic Setup
The lean protection basic strategy uses the following conditions to cut fuel and/or spark in order to prevent the
engine from getting too lean and causing detrimental problems.
Lambda 1 Protection Enable:
Enable and disables the Lambda 1 protection feature
Lambda 2 Protection Enable:
Enable and disables the Lambda 2 protection feature
Lean Protect on Sensor Error:
Enable and disables the Lean Protect if the sensor is in Error Mode.
Lean Fuel Cut Enable:
Enable and disables the Lean Fuel Cut feature
Lean Spark Cut Enable:
Enable and disables the Lean Spark Cut feature
Lean Protection Minimum Engine Speed (RPM):
Only lean conditions above this set engine speed will be monitored for the lean protection feature.
Min value = 0, Max value = 20000, Resolution = 1.0
Lean Protection Minimum Throttle (%):
Only lean conditions above this set throttle position will be monitored for the lean protection feature.
Lean Protection Activation Delay:
This can be used to cancel out any false spikes caused by excessive EMI signal noise.
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Lean Protect Rev Limit (RPM):
This sets the engine speed limit when the lean protection is triggered.
Oil Press Protect Table
Units: Pressure vs RPM
Description: This table allows users to protect the engine from low oil pressure. Note that an oil pressure sensor
must be installed. Most OEM vehicles come standard with an oil pressure switch which is not as useful. To set all
of the conditions related to the oil pressure protection strategy, go to Engine Protection 157 .
Lean Protect Table

Units: Lambda vs MAP
Description: This table allows the user to protect the engine from a lean fuel mixture when under high engine load.
To set all of the conditions related to the lean protection strategy, go to Engine Protection 157 .
Coolant Protect RPM Limit Table

Units: RPM vs Coolant Temp
Description: This table allows the user to preset an engine limiter based on coolant temperature just like many
OEM vehicles use. The assumption is that if the coolant temperature is low, the oil temperature is most likely low
as well. Oil viscosity is drastically affected by oil temperature.
Oil Temp Protect RPM Limit Table

Units: RPM vs Oil Temp
Description: This table allows the user to preset an engine limiter based on oil temperature. Oil viscosity is
drastically affected by oil temperature.
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Idle - Basic
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Idle Activation Criteria:

Idle On Below TPS [%]:
Closed-loop idle feedback will be active when the throttle position is below this value, and the 'Idle On
Below RPM' condition is also met.
Idle On Below RPM [RPM]:
Closed-loop idle feedback will be active when the EngineSpeed is below this value, and the 'Idle On Below
TPS' condition is also met.
Idle Feedback Min [%]:
Minimum amount of correction allowed
Idle Feedback Max [%]:
Maximum amount of correction allowed
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Idle Advanced
Advanced Setup:
Idle Proportional Gain:
Proportional control is a pure gain adjustment acting on the magnitude of the target error to provide the
system response. The advantage of a proportional-only control is it can respond quickly to large errors;
when the error is large the proportional response will be large. The disadvantage of proportional gain for idle
control is the proportional response will decrease to zero as the engine speed gets closer to the idle target
RPM, and this tends to result in 'hunting' or fluctuations in engine speed. It is recommended to begin
tuning idle feedback with this value set to zero or very low values. If the system responds too slowly to
quick disturbances, increase this value slightly.
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Idle Integral Gain:

Integral control uses an integrator or 'accumulator' method, essentially checking if the target error is
positive or negative and then taking one step up or one step down every 400ms to reduce the target error.
The advantage of integral response for idle control is the idle airflow will be slowly and smoothly adjusted
until the engine speed reaches the target, and then remain at whatever feedback value reached the target.
Note: Although Integral gain is less likely to cause hunting or fluctuations than Proportional or Derivative
gains, excessively high Integral values will take steps that are too large which can result in instability.
Idle Derivative Gain:
The derivative term adjusts the feedback based on the rate of change of the target error. Derivative control
is used to reduce the magnitude of the overshoot produced by the Proportional component and improve the
combined controller-process stability. Note: for most setups, it is recommended to leave the Derivative gain
set to zero. For tuners who are very familiar with PID feedback and are observing a situation that could be
alleviated by adjusting Derivative gain, it is recommended to use the Idle_Decel table rather than the
Derivative gain.
Idle FB Deadband:
The idle airflow valve is not the only factor that can influence engine speed and idle stability. In some
cases, changing idle airflow in response to the engine's natural instability will cause the engine to fluctuate
even more than if the idle valve were locked at a constant position. The Idle feedback deadband range
defines an operating window where the engine speed is considered to be 'close enough' to the idle target
and the IdleFB value should be paused. This deadband range should be larger for engines that do not idle
smoothly, such as setups including aggressive camshafts, lightweight flywheels, or fuel injectors that flow
inconsistently when operated at small pulsewidths.
Idle FB Deadband +:
Within this range above the target idle RPM, idle feedback is paused and additional feedback will not be
calculated.
Idle FB Deadband -:
Within this range below the target idle RPM, idle feedback is paused and additional feedback will not be
calculated.
Min value = -300 RPM, Max value = 0 RPM
Idle Offsets:
Idle AC Offset:
When the Air Conditioning system is activated, the compressor and/or fan will put an additional load on the
engine. Idle AC Offset increases the open-loop idle air control valve position when the air conditioning
clutch is active. When this value is adjusted properly, the engine speed should not decrease significantly
when the compressor cycles ON, and should not flare high when the compressor turns OFF. When this
value is not set correctly, the IdleFB value may fluctuate significantly when the AC compressor turns on or
off.
Idle AC Target Offset:
For low-powered engines, it can be helpful to increase the target idle RPM to prevent stalling while the AC
is enabled.
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Idle Coolant Fan Offset:
When the coolant fan is activated, the alternator will put an additional load on the engine. Idle AC Offset
increases the open-loop idle air control valve position when the coolant fan function is active. When this
value is adjusted properly, the engine speed should not decrease significantly when the compressor cycles
ON, and should not flare high when the compressor turns OFF.
When idle feedback turns on, there is a good chance the engine is decelerating down into the idle
conditions. To allow the engine to settle down to idle gracefully, the idle target RPM will be temporarily
increased by the 'Idle Offset RPM' value, then decay down to the normal idle target after a short period of
time.
Idle Offset RPM:
When idle feedback turns on, the idle target will increase by this amount.
Idle Offset Time:
After idle feedback turns on, the Idle Offset RPM will slowly decay down to zero after this amount of time.
Min value = 0 seconds, Max value = 10 seconds
Idle Stepper Max Steps:

The number of physical steps the stepper idle valve is capable of moving without hitting its mechanical stop. See
the Idle Setup: Stepper Idle Valves section of Idle Air Control 116 .
Idle Airflow Invert:

Some idle air control motors have an inverse relationship between position and airflow. In other words, 0% position
results in maximum airflow and 100% position results in minimum airflow. If working with this type of air control
valve, turning on 'Idle Airflow Invert' will invert the final step in the ECU's Idle calculations, 'Idle Position', so that
vehicle's idle valve can work properly without requiring changes to the the vehicle's wiring harness.
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Idle_Decel
Units: Engine Speed Rate vs RPM vs Idle%
Description: This table allows an extra idle airflow offset to prevent the engine from stalling when decelerating
down to idle. When the engine is decelerating quickly, the lower-right cells in this table will be used. These cells
can be set to add airflow in order to slow the engine's deceleration 'on the way down' which makes the engine less
likely to stall. This is especially helpful for vehicles with lightweight flywheels. Table values 300800RPM above the
target idle speed are the most important ones to adjust; increasing idle position when the engine reaches or drops
below the target idle speed is generally too late.
IgnTrimIdle
Units: Ignition timing trim vs Idle RPM error
Description: This table applies an ignition trim as a function of idle RPM error. Negative values retard ignition
timing from the value in the main ignition map, which tends to decrease engine speed slightly. Positive values
advance timing, which tends to increase engine speed slightly.
IdleTargetOffset
Units: Idle Target Offset RPM vs After Start Time
Description: This table can be used to increase the target idle RPM for a few seconds after starting the engine.
This will allow the catalytic converter to light off earlier for improved emissions and will also fight a lean mixture from
excessive wall wetting from poor fuel injector atomization.
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IdleTPSOffset
Units: Idle RPM Offset vs TPS
Description: This table offsets the idle target RPM at low throttle angles, to increase the desired idle speed when
idle feedback may still be active. The values are offset from the IdleTargetTable.
Idle Advanced Tuning:

If there are problems with IdleFB oscillations or response time, the feedback PID settings may need to be
adjusted. Please understand that the original PID settings provided by AEM should be a good starting point for
most vehicles, and adjusting the PID values by small amounts can create severe problems. It is recommended to
first look into other potential problems if the engine does not idle smoothly, such as the VE table values, ignition
timing, etc.
1. Set Idle Proportional Gain, Idle Derivative Gain, Idle Integral Gain values to zero. Also set the
table values for Idle_Decel and IgnTrimIdle to zero. This will disable all idle feedback for airflow and
ignition timing, which should result in a stable idle RPM assuming the mechanical load on the engine is
not fluctuating due to the radiator fan, AC clutch, or vacuum leaks. Ensure that the fuel and ignition maps
have been configured in a way that does not cause the engine to fluctuate or hunt. If idle feedback is
disabled but the engine hunts and the measured Lambda values fluctuate, it's recommended to adjust
the VETable values until measured Lambda is more smooth.
2. Log the channels Engine Speed, IdleFB, IdlePosition, and IdleTarget. Observe the amount of natural
fluctuation without any idle feedback. It may be possible to reduce fluctuation by adjusting the values in
the IgnTrimIdle table. Based on your logs, you can set reasonable values for the IdleFB_Deadband+
and IdleFB_Deadband- limits.
3. Increase the Idle Integral Gain slowly, observing the effects on the IdleFB value calculated. Once the
engine reaches the idle target RPM, put the transmission in gear and slowly begin release the clutch as
if driving through the pits slowly. Watch that the idle feedback responds quickly enough to prevent the
engine from stalling. If the O2 sensor reads lean when releasing the clutch, try increasing the VETable
values for the cells that are reached when the engine load increases. Repeat as necessary, adjusting
Idle Integral Gain and possibly Idle Proportional Gain until you are satisfied with the idle feedback
response to changes in engine load.
4. Press the throttle and hold at least 2500RPM for 12 seconds, then release the throttle so the engine
decelerates down to idle. If the engine falls below the idle target RPM, first ensure that the VETable is
adjusted such that the O2 sensor does not read lean when decelerating the last 5001000 RPM down to
idle. After the VETable has been confirmed OK, adjust the values in the Idle_Decel table so the engine
decelerates gradually near the idle target without overshooting or stalling. For some vehicles, values as
large as 15 or 20 may be helpful in the Idle_Decel table. Repeat as necessary.
5. Press the throttle very gently so the position is 1-2-3-4% throttle. Watch idle feedback; if the feedback
appears to be 'fighting' the throttle and trying to prevent the engine from accelerating when you press the
throttle gently, you can decrease the 'Idle On Below TPS' value so feedback is disabled sooner, or you
can increase the values in the IdleTPSOffset table so the ECU's idle feedback does not 'fight' the
throttle at very low angles.
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Ignition Trim IDLE PID Feature:

Although not generally needed, a closed loop ignition trim for idle is now available. The following setup wizard
settings are used to enable the feature.
When enabled, this feedback control system will use closed loop ignition timing changes to help maintain a target
idle.
Idle Feedback Disable Window Feature:
Can be used in place of the Idle On Below RPM option. This is a more adaptive way of managing the idle target
while decelerating in gear. It can prevent integral wind up and potential stalling problems when the clutch pedal is
pushed in while coasting to a stop.
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Input Function Assignments
Programmable inputs can be configured in the following window. Double clicking on a selection will open a more
detailed interface where calibration data can be edited.
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Clicking the Pin Out button will display a pinout diagram showing the current configuration of the system. Inputs
that are assigned to multiple functions will be highlighted for user reference. The user can optionally copy this
information to the clip board or even print it.
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All user configurable 0-5V analog inputs can be setup from this window.
Charge Out Pressure Setup:

Input selector for Charge Out Pressure. Note: Only one option may be available depending on which pakgrp is
loaded.
CP Volts Min:
more information. Min value = 0, Max value = 5. CP Volts Min must be < CP Volts Max. User entries that do not
meet this criteria are not allowed.
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CP Volts Max:
more information. Min value = 0, Max value = 5. CP Volts Min must be < CP Volts Max. User entries that do not
meet this criteria are not allowed.
CP Cal Min:
This sets the minimum pressure capable, in kPa, from a properly working sensor. Check the manufacturer
specifications for more information. Min value = 0, Max value = 1300. CP Cal Max must be > CP Cal Min. User
CP Cal Max:
This sets the minimum pressure capable, in kPa, from a properly working sensor. Check the manufacturer
specifications for more information. Min value = 0, Max value = 1300. CP Cal Max must be > CP Cal Min. User
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Gear Position Input Setup:
Select the input to be used for the gear position calculation. The 1D table Gear can be used to transform the data
into a Gear channel.
Lambda 3 Input Setup:

Select the input to be used for the Lambda 3 channel. The 1D table Lambda3Cal can be used to calibrate the
data.
External Lambda Sensor Smoothing:
A filter value to smooth noisy signals. The higher the value the more smoothing applied
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Lambda 4 Input Setup:

Select the input to be used for the Lambda 4 channel. The 1D table Lambda4Cal can be used to calibrate the
data.
External Lambda Sensor Smoothing:
A filter value to smooth noisy signals. The higher the value the more smoothing applied
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Mode Switch Input Setup:

Select the input to be used for the Mode Switch channel. The 1D table ModeSwitch can be used to calibrate the
data.
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Barometric Pressure Sensor Setup

Select input for barometric pressure sensor.
Baro Pressure Wizard Selection
Selecting this box will present a menu with multiple pre configured barometric pressure sensors to choose from.
Baro Pressure Min Volts:
more information. Min value = 0, Max value = 5. Baro Pressure Max Volts must be > Baro Pressure Min Volts.
Baro Pressure Max Volts:
This sets the maximum voltage capable from a properly working sensor. Check the manufacturer specifications for
more information. Min value = 0, Max value = 5. Baro Pressure Max Volts must be > Baro Pressure Min Volts.
Baro Pressure Cal Min [psig]:
This sets the minimum pressure capable, in psig, from a properly working sensor. Check the manufacturer
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specifications for more information. Min value = 0, Max value = 125. Baro Pressure Cal Max must be > Baro
Pressure Cal Min. User entries that do not meet this criteria are not allowed.
Baro Pressure Cal Max [psig]:
This sets the maximum pressure capable, in psig, from a properly working sensor. Check the manufacturer
specifications for more information. Min value = 0, Max value = 125. Baro Pressure Cal Max must be > Baro
Pressure Cal Min. User entries that do not meet this criteria are not allowed.
Baro Pressure Sensor Installed
If a barometric pressure sensor is installed, check this box.
Baro Pressure Smoothing
Baro Pressure Failsafe On:
has failed.
Baro Pressure Failsafe:
The value entered here will be displayed and used for the barometric pressure corrections when the sensor has
failed or is simply unplugged. Min value = 0, Max value = 125
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Traction Control Slip Target Trim Input Setup:

Select the input to be used for the Slip Target Trim Input. The 1D table TC_SlipTargetTrim [MPH] can be used to
calibrate the data.
All user configurable switch inputs can be setup from this window.
Choose the input channel from the available selections in the drop down list. Use the table to define the logic
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output. In the example above, the two breakpoints are used to define a function where the input is OFF below 2.49
volts and ON above 2.50 volts.
output. In the example above, the two breakpoints are used to define a function where the input is OFF when the
digital input pin state is low '0' and ON when the digital input pin state is high '1'. The logic can be inverted by
simply swapping the values in the AC_Request_In column.
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output. In the example above, the two breakpoints are used to define a function where the input is ON when the
digital input pin state is low '0' and OFF when the digital input pin state is high '1'. The logic can be inverted by
simply swapping the values in the ClutchSwitch column.
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output. In the example above, the breakpoints are used to define a function where the input is OFF below 1.99
volts and ON above 2.00 volts.
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output. In the example above, the two breakpoints are used to define a function where the input is ON when the
digital input pin state is low '0' and OFF when the digital input pin state is high '1'. The logic can be inverted by
simply swapping the values in the BrakeSwitch column.
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Can be used to trigger the MIL output using an external input. Choose the input channel from the available
selections in the drop down list. Use the table to define the logic output. In the example above, the two
breakpoints are used to define a function where the input is ON below 2.49 volts and OFF above 2.50 volts.
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output. In the example above, the two breakpoints are used to define a function where the input is OFF when the
digital input pin state is low '0' and ON when the digital input pin state is high '1'. The logic can be inverted by
simply swapping the values in the N2O_Switch column.
All user configurable frequency inputs can be setup from this window.
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This table is used to convert the raw digital input from a flex fuel sensor to flex fuel content. In the example above,
a value of 50 Hz corresponds to 0% flex content. A value of 150 Hz corresponds to 100% flex content.
Flex Content Hold:
This is an engine protection feature. When flex content sensors are installed in the return line, they sometimes do
not receive enough flow to measure good data, especially at high load. This of course depends on the fuel system
setup. This setting can be used to latch the flex content data above a certain engine speed.
Digital In 4 Noise Cancellation:
Optional noise filter if using the Digital 4 input. Usually not needed. A larger value will filter out more noise. Start
with a value of 10.
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Driven Wheel Speed Calibration:

This is a multiplier which is used to synchronize the actual speed of the vehicle to the Infinity Tuner's Driven Wheel
Speed on left side.
Note this channel must be set to 1.00 if CAN wheelspeeds are used.
Driven Wheel Speed Smoothing:
Value used to smooth signal.
Min value = 0%, Max value = 99.9%
Driven Wheel Speed Calibration:

This is a multiplier which is used to synchronize the actual speed of the vehicle to the Infinity Tuner's Driven Wheel
Speed on right side.
Driven Wheel Speed Smoothing:
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Non-Driven Wheel Speed Calibration:

This is a multiplier which is used to synchronize the actual speed of the vehicle to the Infinity Tuner's Non-Driven
Wheel Speed on left side.
Ground Speed Smoothing:
Non-Driven Wheel Speed Calibration:

This is a multiplier which is used to synchronize the actual speed of the vehicle to the Infinity Tuner's Non-Driven
Wheel Speed on right side.
Ground Speed Smoothing:
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Turbo Speed Input Setup:

Digital input selector for Turbo Speed.
Turbo Speed Multiplier:
This is a multiplier which is used to synchronize the actual speed of the vehicle to the Infinity Tuner's Vehicle
Speed.
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Vehicle Speed Input:

Select vehicle speed input from VSS_Digital, Ground Speed, or Drive Wheel Speed.
VSS Digital Input:
Select digital input method for Vehicle Speed sensor, default is Digital 4 (C1-25 on Infinity 8/10 and C1-29 on
Infinity 6/8h).
Vehicle Speed Calibration:
This is a multiplier which is used to synchronize the actual speed of the vehicle to the Infinity Tuner's Vehicle
Speed.
Vehicle Speed Smoothing:
All user configurable analog temperature inputs can be setup from this window.
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Oil Temp Sensor Input:

Drop down menu of selectable inputs.
Sensor Selection:
Selecting this box will present a menu with multiple pre configured oil temperature sensors to choose from.
Oil Temp Fail Min:
This Oil Temp Fail Min should be set to a value that is just above the oil temperature value when the sensor is
unplugged.
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Oil Temp Fail Max must be > Oil Temp Fail Min.
Oil Temp Fail Max:
This Oil Temp Fail Max should be set to a value that is just below the air temperature value when the sensor is
Oil Temp Fail Max must be > Oil Temp Fail Min.
Oil Temp Failsafe On:
has failed.
Oil Temp Failsafe:
The value entered here will be displayed and used for the air temperature corrections when the sensor has failed or
is simply unplugged. Min value = -50, Max value = 300
Oil Temp Smoothing:
Value used to smooth signal. Min value = 0, Max value = 98
Multi-map features that include blending tables can be configured in this section.
Tuning Guide
Select the axis input then configure the table values as needed. See Multi-Map Tuning
237
for more detail.
191
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237
for more detail.
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193
for more detail.
Knock Setup
The setup wizard screen shot below describes each available setting for knock response. The text descriptions
included in the setup dialog describe each tuning option in detail.
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Advanced Options: Noise Filter Settings

Bandpass Center Frequency
Units: kHz
Description: The raw voltage from the knock sensor is sent through a software-adjustable filter chip before
being measure by the ECU. It is assumed that the frequencies above or below this Center Frequency
represents mostly noise and should be filtered out.
Amplifier Gain
Units: Scalar
Description: This is a tuner preference and is used to scale the knock sensor signal input(s). Depending on
the knock sensor type, some output larger signals. This gain channel should be adjusted so that the
Knock_X_raw channels are low when the engine is knocking but still below their maximum value in response
to audible pinging or slight detonation observed in the power trace of a dyno plot.
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Integrator (smoothing) Time
Units: uS
Description: This can be adjusted to dampen the response to background noise, but be careful not to
increase this time to a point that the filter is too slow in responding to actual knock activity.
Sensor Assignment and Window Angle
The table shown below assigns a knock sensor and a window range to each specific cylinder.
Note that new features have been added. The response to knock detection is different in version 95 or later.
Tuners should verify knock response on the vehicle. Contact AEM Tech Support for help if needed.
The Infinity has 2 inputs for knock sensors. These can be passive, where data is displayed and/or recorded or the
feedback knock control can be enabled, letting the Infinity take action to counter the knock. The Infinity ECU
measures knock sensor activity during a specific window for each cylinder; this allows the ECU to detect individual
cylinder knock levels using only one or two sensors. Because some sensors may be located nearer or further from
the cylinder. Knock Noise Floor tables are available for each cylinder. When sensor activity exceeds the Noise
Floor, ignition timing can be retarded for that cylinder.
KnockNoiseFloor1 Table
Units: Voltage vs Engine Speed
Description: The KnockNoiseFloor1 Table sets an RPM dependant threshold to filter out background noise from
cylinder 1. Setting up this table is key to the success of this function. Whenever the knock sensor voltage input
exceeds this table's voltage value, it is considered to be detonation. The difference between the detonation signal
and this threshold value determines the severity of the knock.
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Tuning with Knock Sensor(s)

To set up the knock sensor control, first identify which cylinders correspond to each knock sensor input. It must be
understood that knock sensors can pickup a lot of noise depending on the type of sensor and engine setup. The
only way the Infinity can determine when actual detonation occurs is by calibrating the knock sensor being used.
The following is an ideal way to set up the KnockNoiseFloor tables. For this test, use high octane quality-grade
fuel.
Get the vehicle on a dynamometer to perform a few 4th and 5th gear power pull sweeps.
Temporarily add 1015% more fuel in the VE Table.
Retard 24 degrees of ignition timing in the BaseIgnMap calibration file.
Start the logger, Log | Start Recording.
At a very low engine speed in 4th gear, such as 1500RPM, depress the throttle completely to the floor
(WOT).
Monitor Lambda1 (or 2) and confirm a safe rich mixture.
If turbocharged, monitor MAP closely as the retarded ignition timing will naturally increase boost pressure.
If wired and plumbed in, monitor the EGT sensor reading as the retarded ignition timing will increase
exhaust temperatures.
Stop the logger, Log | Stop Recording.
Perform the same test in 5th gear.
For every engine speed breakpoint in the KnockNoiseFloor tables, note the KnockSense channel's data.
This is mechanical noise in the engine that is near the same frequency as knock but is not real knock.
Draw an imaginary line about 1025% above these values for every KnockNoiseFloor table breakpoint. It
should start off very low and increase with RPM.
Everything below these points will be considered normal engine noise. Everything above these data points will be
considered true detonation. When actual voltage values breach these points, knock control will be enabled. So now
we need to define what exactly the Infinity should do when it sees knock.
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Lambda Control
Lambda Feedback Enable:

Enable/disables the lambda feedback feature.
Lambda Feedback Rich Limit:
Maximum allowable feedback value when adding fuel to enrich the fuel mixture. Lambda feedback will be
clamped to this maximum value, even if the measured air/fuel ratio is leaner than the target.
Lambda Feedback Lean Limit:
Maximum allowable feedback value when removing fuel to lean the fuel mixture. Lambda feedback will be
clamped to this maximum value, even if the measured air/fuel ratio is richer than the target.
Min value = -50%, Max value = 0%
Lambda Activation Criteria:

Lambda Feedback Min Speed [RPM]:
Lambda feedback is disabled below this RPM. This value should be increased for setups with aggressive
camshafts or very short exhaust piping after the sensor, which can result in 'false lean' measurements
when the O2 sensor measures outside air in addition to exhaust gas at low engine speeds.
Min value = 0, Max value = 20,000
Lambda Feedback Max Speed [RPM]:
Lambda feedback is disabled above this RPM. Used to force open loop operation above a certain engine
speed.
Min value = 0, Max value = 20,000
Lambda Feedback Min Load [kPa]:
Lambda feedback is disabled below this manifold pressure. Sometimes useful for setups with aggressive
camshaft or very short exhaust piping where exhaust reversion can cause 'false lean' measurements when
cruising at very low manifold pressures. If using decel fuel cut, it may be useful to set this value to the
same value as the Decel Cut Below MAP value.
Lambda Feedback Max Load [kPa]:
Lambda feedback is disabled above this manifold pressure. Some tuners prefer to run open loop without
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lambda feedback above a certain MAP pressure.
Advanced Setup:
Lambda Control Proportional Gain:

Proportional control is a pure gain adjustment acting on the magnitude of the target error to provide the
system response. The advantage of a proportional-only control is it can respond quickly to large errors;
when the error is large the proportional response will be large. The disadvantage of proportional gain for idle
control is the proportional response will decrease to zero as the measured Lambda value gets closer to the
target lambda, and excessive Proportional gain can sometimes result in 'hunting' lambda values near the
target. Since most tuners want to hit their lambda target and stay there, it is recommended to rely more
heavily on the Integral feedback gain and leave Proportional gain at lower values. If the system responds
too slowly to quick disturbances or large errors, increase this value slightly.
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Lambda Control Integral Gain:

Note that the integral gain is adjusted in the table LambdaFB_I, which adjusts the integral gain based on
Engine Speed. It is recommended to adjust the LambdaFB_I table before adjusting the Proportional or
Derivative values. More details in the Lambda Control 125 section.
Lambda Control Derivative Gain:

The derivative term adjusts the feedback based on how quickly the target error changes. Derivative control
is used to reduce the amount of overshoot that may occur due to the Proportional gain's response to large
errors. For instance, if the Lambda1 value is below the target but increasing toward the target quickly, the
Derivative term will decrease feedback to avoid a possible overshoot. In this example, larger derivative gains
would result in larger negative feedback. When the lambda value increases more slowly, the Derivative
contribution will decrease. Note: For most setups, it is recommended to leave the Derivative gain set to
zero.
Lambda Feedback After-Start Delay:
Lambda feedback will be disabled for this many seconds after the engine is started. Adjust this value to
avoid performing feedback while the exhaust sensor may still contain fresh air. If the engine begins running
poorly when feedback turns on, try increasing this value.
Min value = 0 seconds, Max value = 25 seconds
Lambda Feedback ReArm Time:
Lambda feedback will be disabled for this amount of time after exiting from various transient conditions.
These include wall wetting fuel enrichment and any engine protection or torque control RPM cut like
traction control, 2 step, 3 step, etc.
Lambda Feedback Max WallWetting:
Lambda feedback can be disabled for 750ms after a significant amount of WallWetting has been added for
acceleration fuel enrichment. Adjust this value to set the maximum amount of WallWetting that should be
allowed without disabling Lambda Feedback.
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LambdaTarget Table Y-Axis:
The y-axis of the LambdaTarget table can be reassigned from the default setting of MAP to use Throttle.
This may be useful for naturally aspirated engines with very aggressive camshafts, or other setups that do
not pull a significant amount of vacuum when the throttle is closed.
Launch Antilag
Turbo lag is defined as the time delay before the turbocharger has produced boost pressure. Anti-lag is when a
turbocharger is subjected to a very late burn causing the exhaust to expand in the turbine housing. This energy is
concentrated at the turbocharger causing a very quick turbo spool up. Since turbochargers are designed and sized
to operate at specific rpm ranges and air flow conditions, some turbo lag is inherent in the system. To fully
understand turbo lag, you must first understand the operation principles behind what causes a turbo to make
boost.
Boost is not made by RPM alone. There is a big difference in the airflow through an engine at 6,000 rpm in neutral,
6,000 rpm in first gear at part throttle, and 6,000 rpm in high gear at full throttle. Turbochargers are even more
effected by these airflow differences and especially load differences than most other devices. This is why you may
be able to see a small amount of boost with a positive displacement supercharger at WOT in neutral, but you may
not see any boost at WOT in neutral with a turbocharger.
A given turbocharged vehicle may produce full boost in first gear by 3,500 rpm. This same vehicle may produce full
boost in 4th gear by 2,300 rpm. When pulling a heavy trailer, it may produce full boost by 1,800 rpm even in 1st
gear. These conditions are more specific to manual transmission vehicles as the boost has to build in each gear
after the throttle is closed during the shift. Automatic transmission vehicles operate differently as they can be
"loaded" by stalling up the converter and placing enough load to build boost before the vehicle even moves. Also,
with an automatic transmission, the throttle is not shut during shifts which causes the boost to "pop up" because
the turbo is supplying enough air flow to feed the boosted engine at high rpms and suddenly the rpms are
drastically cut down by the shift as well as increased load has been placed on the system at the same time. This
can cause an engine that is accelerating in 1st gear with low boost to instantly go to full boost upon shifting into
2nd gear.
Tuning Anti-Lag
The basic idea is to fire the ignition after TDC to cause afterburn in the exhaust to spool the turbocharger to a
desired boost level for launching the vehicle. There are a couple of things to consider to obtain the desired results.
Engine Speed: The amount of engine speed is directly related to how much boost can be made under
anti-lag conditions. A higher engine speed will equate to a higher boost level as well as a faster boost
response. If you are unable to make the desired boost pressure for launching, no matter how much
ignition retard is used, then more than likely you need to increase the engine speed limiter.
Ignition Retard: The more the ignition is retarded, the more afterburn and heat will be put into the
exhaust. Start at a conservative 5 degrees ATDC, and add more ignition retard until the desired time and
boost is reached. Typical numbers are 15-20 degrees ATDC of ignition retard.
Engine Load: If the boost control is set at "x" pressure, then no more "x" pressure can be obtained when
launching. The Infinity Tuner can allow a lower or higher launch boost than the operating boost setting.
Additional Fuel: Added fuel will also aid in the anti-lag process by insuring the fuel mixture will be there
throughout the engine cycle. A typical increase is 5-10%.
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An external 12 position switch allows the user to select a target launch boost. The system compares this value to
the current manifold pressure and calculates a launch boost error. The launch boost error is an input to the
IgnTrimLaunchTable.
Launch Retard Enable:
Enable or disables the launch retard feature
Launch Retard Active Above Throttle:
Throttle [%] must be above this value for the Anti Lag function to enable.
Launch Retard Active Above RPM:
EngineSpeed [RPM] must be above this value for the Anti Lag function to enable.
Rolling Launch Enable:
Enable the rolling launch feature.
LaunchBoostTarget [kPa] Table X-Axis:
Analog input for LaunchBoostTarget.
IgnTrimLaunchMap [deg] Table X-Axis:
Drop down menu of selectable axis inputs.
IgnTrimLaunchMap [deg] Table Y-Axis:
Drop down menu of selectable axis inputs.
Launch Timer
Launch Timer Enable:
Tuning Guide
Check box to enable or disable Launch Timer controls.
Launch Min Throttle:
Minimum Throttle [%] before launch timer can be activated
Launch Timer Arm Time:
Time to hold trigger before launch timer is activated
Launch Pedal Window:
Amount of time allowed between conditions to use Launch Timer
Launch Timer Time Out:
Time before launch timer pedal window resets to 0
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Nitrous N2O
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Nitrous RPM Min:

Units: RPM
If all other conditions are met, Nitrous will turn on when EngineSpeed [RPM] reaches this value.
Nitrous RPM Max:
Units: RPM
Maximum EngineSpeed [RPM] before Nitrous turns off.
Nitrous RPM Reinstate:
Units: RPM
EngineSpeed [RPM] to turn Nitrous back on.
Nitrous Triggers: Arm Switch, Gear, VSS, Throttle, Boost:
Nitrous Minimum Gear:
Units: Gear
Lowest gear for enabling Nitrous
Nitrous Minimum Vehicle Speed:
Units: Gear
Lowest vehicle speed for enabling Nitrous
Nitrous TPS On Above:
Units: Throttle %
Minimum value for TPS [%] to enable Nitrous
Nitrous TPS Off Below:
Units: Throttle %
Maximum value for TPS [%] before Nitrous is turned off
Nitrous MAP Max:
Units: Pressure
Maximum value for MAP before Nitrous is turned off.
Nitrous MAP Reinstate:
Units: Pressure
MAP must drop below this value before Nitrous is turned back on.
Nitrous Output and Trims:
Nitrous Lambda Target Trim:
Value to adjust LambdaTarget by leaving alone or or leaning it out during Nitrous. Min value = -0.2, Max value =
0.
Nitrous Trims: Advanced Setup:
Nitrous Output Delay:
Units: Time
Nitrous Trim Delay:
Units: Time
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Nitrous Trim Decay Time:
Units: Time
Associated Tables:
N2O_Switch:
Units: Off = 0, On = 1
This table sets digital input condition to arm Nitrous, Set all cells to 1 if not using a digital input to arm.
N2O_Fuel:
Units: Pressure vs Engine Speed vs Fuel % (decimal)
Range: Min value = -1.00, Max value = 1.55
This map allows a percentage of additional fuel to be added or subtracted from the base map when the nitrous
options become active. This map allows adjustment over engine speed and manifold pressure.
N2O_Ign [deg]:
Units: Pressure vs Engine Speed vs Degrees
Range: Min value = -43.75, Max value = 20.00
This map allows ignition timing to be advanced or retarded against the base ignition map when the nitrous control is
active. This map is adjustable over engine speed and manifold pressure.
Tuning Guide
Main Rev Limiter
Rev Limit Fuel Cut:

Desired RPM for the main limiter fuel cut. Set to an unattainable RPM value to disable.
Min value = 2000 RPM, Max Value = 20,000 RPM
Rev Limit Spark Cut:
Desired RPM for the main limiter spark cut. Set to an unattainable RPM value to disable.
Rev Limit Ignition Retard:
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Option to retard ignition timing during main limiter operation. Sometimes desirable on N/A applications to smooth
the feel of the limiter. Set to an unattainable RPM value to disable. Note: Using ignition retard while on the main
limiter is not recommended for turbocharged applications.
Ignition Retard Amount:
Desired ignition retard while on main limiter and ignition retard active.
Min value = 0 deg, Max Value = 30
Fuel Cut Start Window:
Adjusts how early the fuel rev limiter is allowed to become active. This is an amount BELOW your target cut RPM.
Spark Cut Start Window:
Adjusts how early the spark rev limiter is allowed to become active. This is an amount BELOW your target cut
RPM.
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Rev Limit 2Step
Main rev limiters are found at the end of the engine's power band. Secondary rev limiters (2 step) are most
commonly used in drag racing for consistent vehicle launches. However, secondary rev limiters can also be used
for full throttle shifting, anti-lag, valet parking, etc.
2 Step Fuel Cut Enable:
Use a fuel cut for the launch limiter. This can be used along or combined with spark cut.
2 Step Spark Cut Enable:
Use a spark cut for the launch limiter. This can be used alone or combined with fuel cut.
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2 Step Maximum Vehicle Speed:

Allows the user to disable the 2 step limiter when the vehicle begins moving. This is the only option that will disable
the 2Step when a clutch switch is not installed on the vehicle. This requires a properly functioning and calibrated
vehicle speed sensor.
Ignore Clutch Switch:
If this option is active, the ECU ignores the ClutchSwitch input and allows the user to enable the 2 Step function
using vehicle speed only. This can be useful if a clutch switch is not installed on the vehicle.
2 Step Target table inputs
Allows the user to reassign the input voltage for the 2StepTargetFuel and 2StepTargetSpark tables. Wiring a 12position switch can allow the driver to quickly adjust the desired launch RPM without connecting a laptop to the
ECU.
2StepTargetFuel Table
Units: RPM vs Launch Target Analog In
Description: This table sets a variable 2Step RPM fuel cut via a 0-5V analog input from a potentiometer.
2StepTargetSpark Table
Units: RPM vs Launch Target Analog In
Description: This table sets a variable 2Step RPM spark cut via a 0-5V analog input from a potentiometer.
LaunchBoostTarget Table
Units: Boost Target vs Launch Target Analog In
Description: This table sets a variable launch boost target via a 0-5V analog input from a potentiometer.
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IgnTrimLaunch Table
Units: Ignition Degree Trim vs Launch Boost Error
Description: Retarding ignition timing will increase turbo response. On the other hand, advancing ignition timing
will slow turbo response. This table can set an ignition retard based on the amount of undershooting of the launch
boost target. Conversely, an ignition advance can be added based on the amount of overshooting of the launch
boost target.
Rev Limit 3Step
The 3Step Rev Limiter is a simplistic traction control system that is commonly used in race series that do not
permit wheel speed sensors. Instead this system uses the transmission's vehicle speed sensor along with the
crank sensor(engine speed) to limit the amount of tire slip. There are two tables (3StepFuelCut and
3StepSparkCut) that are associated with the following channels.
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3 Step Fuel Cut Enable:
Enable or disables the fuel cut 3 step feature.
3 Step Spark Cut Enable:
Enable or disables the spark cut 3 step feature.
The 3Step Target tables shown above are used in conjunction with the setup wizard options.
The 3Step Rev Limiter is a simplistic traction control system that is commonly used in race series that do not
permit wheel speed sensors. Instead, this system uses the transmission's vehicle speed sensor along with the
crank sensor (engine speed) to limit the amount of tire slip.
3StepTargetFuel Table
Units: RPM vs VehicleSpeed
Description: This table sets at what engine speed and vehicle speed the fuel will be cut in order to manage engine
power and maintain traction.
3StepTargetSpark Table
Units: RPM vs Selectable axes
Description: This table sets at what engine speed and vehicle speed the spark will be cut in order to manage
engine power and maintain traction.
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Shift Cut
The ECU can decrease engine power for quick and consistent gear shift events while the driver holds full throttle.
Power reduction can be achieved by a combination of ignition retard, fuel cut, and spark cut in response to a clutch
switch, a clutch pressure sensor, or a switch or strain gauge mounted to the shift lever. Shift cut time can be
adjusted for each gear using the "ShiftCutTime" table. After the cut time has been completed, ignition timing retard
can be "ramped-out" over a certain amount of time to decrease drive-train shock when power is reapplied.
Shift Cut Activation
Shift Cut Minimum RPM:
Shift Cut will be disabled below this RPM. Set this value high enough to prevent shift cut from triggering when
shifting into gear from idle.
Shift Cut Minimum Throttle:
Shift cut will be disabled below this throttle position. Set this value high enough to prevent shift cut from triggering
when cruising at low throttle positions.
Shift Cut Re-Arm Delay Time:
Shift cut should be disabled for a short time after each cut event, to prevent double-triggering if the switch or sensor
'bounces' and sends an additional shift signal.
Shift Cut Method:
Use this list to select the method of reducing engine power during the shift cut. Possible methods are:
Ignition Retard only
Ignition Retard + Fuel Cut
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Ignition Retard + Spark Cut
Ignition Retard + Fuel and Spark Cut
Ign Retard Amount:
This is the total amount of ignition retard to allow while the shift cut is active, and the starting point for ignition
retard ramp-out after the cut turns off. Set this to zero if you do not wish to retard timing after the shift cut.
Min value = 0 degrees, Max value = 30 degrees
Ign Retard Ramp-Out Time:
This is the amount of time it takes for the ignition retard to be ramped out to zero after the shift cut turns off.
Min value =10 ms, Max value = 500 ms
Shift Cut Time
The Shift Cut feature allows no-lift-shifting for quick and consistent gear shifts without lifting the throttle. No-liftshifting can also help minimize boost drop between gears for turbocharged vehicles. Power reduction can be
achieved by a combination of ignition retard, fuel cut, and spark cut in response to a clutch switch, a clutch
pressure sensor, or a switch or strain gauge mounted to the shift lever.
ShiftSwitch
Units: Voltage conditions for Switch On / Off
Description: This table allows the tuner to define which voltages represent the switch 'ON' position and which
voltages represent the switch 'OFF' position. For instance, the example below would be useful for a strain gauge
installed on the shift lever of an H-pattern gearbox. The resting voltage may be between 2.0 - 3.0V. When the shift
lever is pressed forward, the strain gauge voltage go be below 1.99V, so we set the table to '1' because we want to
trigger a ShiftCut event. When the shift lever is pulled back, the strain gauge voltage will go above 3.01V, so we set
the table to '1' because we want to trigger a ShiftCut event. Please note the shift cut event will only be triggered if
all other conditions including RPM and throttle position are met, see the Shift Cut 215 section of the wizard for
further description of the other conditions.
Shift Cut Time

Units: mS vs Gear
Description: If all the conditions for shift cut are met, the Infinity ECU will cut fuel or spark and retard ignition
timing for this amount of time once the ShiftSwitch turns on. The cut time depends on which gear the transmission
is currently in. A typical conservative value is 300mS.
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The datalog below shows a vehicle with a sequential gearbox shifting from 4th gear to 5th gear without lifting the
throttle. On this vehicle, an on/off switch was installed on the shift lever so the switch sends ground when the lever
is pulled to up-shift.
The following values were used in this example:

Shift Cut Minimum RPM = 3000 RPM
Shift Cut Minimum Throttle = 20%
Shift Cut Re-Arm Delay Time = 1000 ms
ShiftCutTime = table set to 110ms for 4th gear
Shift Cut Method = Ign Retard + Fuel Cut
Ign Retard Amount = 10 degrees
Ign Retard Ramp-Out Time = 100ms
For more information, see the Shift Cut
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section of the wizard.
Traction Control
With individual wheel speed sensors installed, the ECU can measure front vs rear speeds and limit engine power to
prevent excessive wheel slip. Desired wheel slip depends on the calculated gear position and a driver-adjustable
trim knob or switch.
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Traction Control Basic Activation

Traction Control Enable
Units: ON/OFF
Description: This enables the traction control feature.
Traction Control Armed Above RPM
Units: RPM
Description: This is the RPM activation threshold for traction control. When the engine speed is above this value,
traction control will be active.
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Traction Control Armed Above Throttle

Units: Throttle %
Description: This is the throttle activation threshold for traction control. When the throttle is above this percentage,
traction control will be active.
Traction Control Method
Traction Control Method
Units: Cut Selection
Description: In order to manage power and maintain traction, one of the following three engine cuts should be
selected; fuel cut only, spark cut only, or fuel and spark cut.
Advanced Options
Traction Control Slip Target Gear Setup
Select the desired input for the TC_SlipTrgtGear table
Fuel Cut Gain (Proportional)
Units: Proportional Gain
Description: Proportional control is a pure gain adjustment acting on the error signal to provide the driving input. If
overshooting occurs, lower this value. If undershooting occurs, raise this value.
Fuel Cut Gain (Integral)
Units: Integral Gain
Description: Integral control is implemented through the introduction of an integrator. Integral control is used to
provide the required accuracy for the control system. This is used to fine tune once the proportional has acted in
getting close to the target.
Fuel Cut Gain (Derivative)
Units: Derivative Gain
Description: The derivative term slows the rate of change of the controller output. Derivative control is used to
reduce the magnitude of the overshoot produced by the integral component and improve the combined controllerprocess stability. Note: start tuning with this option at zero. Once the proportional and internal term has the lambda
close to the target, step this gain in slowly until the target is achieved.
Spark Cut Gain (Proportional)
Units: Gain
Description: Proportional control is a pure gain adjustment acting on the error signal to provide the driving input. If
overshooting occurs, lower this value. If undershooting occurs, raise this value.
Spark Cut Gain (Integral)
Units: Gain
Description: Integral control is implemented through the introduction of an integrator. Integral control is used to
provide the required accuracy for the control system. This is used to fine tune once the proportional has acted in
getting close to the target.
Spark Cut Gain (Derivative)
Units: Gain
Description: The derivative term slows the rate of change of the controller output. Derivative control is used to
reduce the magnitude of the overshoot produced by the integral component and improve the combined controllerprocess stability. Note: start tuning with this option at zero. Once the proportional and internal term has the lambda
close to the target, step this gain in slowly until the target is achieved.
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TC Integral Clamp H
Units:
Description: High clamp for traction control integral component
TC Integral Clamp L
Units:
Description: Low clamp for traction control integral component
TC SlipTrgtGear [MPH] Table
Units: Wheel Slip MPH vs Gear
Description: This the main traction control target table. As an example, if the front tires (non-driven wheel speed)
register 50mph and the rears (driven wheel speed) register 80mph, the channel TC_SlipMeasured [MPH] will
calculate 30 mph. If the TC_SlipTarget [MPH] channel entered in this table is 20mph, the ECU will calculate a
TC_TqReduceReq value, to reduce engine torque.
TC TargetTrim Table
Units: Wheel Slip MPH vs Analog14 Volts
Description: This table allows for a programmable variable slip to be integrated via a dash mounted potentiometer.
By default, this 0-5V signal needs to be input on Infinity pin function Analog-14. The value here will offset the
TC_SlipTarget [MPH] accordingly.
TC TqReduceFuel Table
Units: Gear vs Torque Reduction vs Fuel Cut%
Description: This table allows an array of fuel cut percentages to be defined depending on which gear the vehicle
is in and how much torque reduction was requested. 100% is a full fuel cut and 0% is no fuel cut.
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TC TqReduceSpark Table
Units: Gear vs Torque Reduction vs Spark Cut%
Description: This table allows an array of spark cut percentages to be defined depending on which gear the vehicle
is in and how much torque reduction was requested. 100% is a full spark cut and 0% is no spark cut.
USB Logging
Use Log Switch Input:
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Analog input on pin 35 of the 56-pin blue header. Analog voltage must be below 2.5 volts for this input to activate.
USB Logger On Above RPM:
Engine Speed must be above this value for logger to start logging.
USB Logger On Above VSS:
Vehicle Speed must be above this value for logger to start logging.
USB Logger On Above MAP:
Manifold Pressure must be above this value for logger to start logging.
USB Logging Speed:
Sample rate for channels selected.
Note: All of the above conditions must be true for the logger to start unless Use Log Switch Input is not
checked. In this case, the analog input is ignored but all other conditions must still be true.
VVC
The Infinity ECU supports up to 4 channels of variable valve control (VVC). This support is application dependent.
Contact AEM Tech Support for more information. The setup wizard UI pages contain text descriptions of all
features and functions.
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Remember to use the Lowside Assignment tables in the Output Assignments 226 wizard page to configure the
outputs properly. Remember these output frequency and duty tables are the last gate in the logic sequence and
must be set correctly for proper function.
Configure the failsafe options and PID settings using the options below.
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Diagnostics
The Diagnostics wizard page is not normally needed. It provides access to certain tuning options that rarely need
changed and are primarily useful for testing and diagnostic purposes.
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Battery Filter:
Software filter for the .Battery [Volts] channel. Larger values provide more smoothing.
Crank Maximum RPM:
Maximum RPM for exiting cranking conditions. Typical value is 400 RPM.
Crank Minimum RPM:
Minimum RPM for entering cranking conditions. Typical value is 25 RPM.
CrankEdge RPM Smoothing Filter:

Higher values will increase the smoothing amount. Lower values will update the engine speed calculation more
quickly. Adjust this with caution as the behavior of nearly all major calculations depends on it.
ECU Shutdown Time:
The amount of time the ECU will stay powered up after the ignition switch is turned off.
Engine Speed Filter Level:
Software filter that affects the channel EngineSpeed Rate, the rate of change of engine speed. This is primarily
used for certain idle control calculations.
Fuel Cut Feedback Window:
Used for certain fuel cut calculations. The fuel cut will begin this amount of RPM before the target cut RPM.
Larger values will make the cut start to happen sooner. Smaller values may result in a certain amount of
overshoot.
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Ignition Map Filter Level:

Can be used to avoid fluctuations in commanded timing. Higher values will result in more smoothing.
Spark Cut Feedback Window:
Used for certain spark cut calculations. The spark cut will begin this amount of RPM before the target cut RPM.
Larger values will make the cut start to happen sooner. Smaller values may result in a certain amount of
overshoot.
Sync Response Settings:

Set automatically when crank and cam configuration settings are selected from the wizard. AEM does not
recommend these values be changed unless specifically instructed to do so by an AEM technical representative.
Output Assignments
Most of the LowSide outputs include an output table for creating custom functions and all are capable of PWM.
There is a 2D table with user adjustable x and y axis inputs for duty as well as a 1D table for controlling PWM. The
axis selection and PWM frequency input must first be configured using the Setup Wizard on the LowSide
Assignment Tables page:
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Some application specific models will contain unique output assignment pages. Example for the Porsche 997.1
application shown below. Consult the Plug and Play documentation for more information.
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Click on any available row to edit the modifiable data. Outputs can be configured as General Purpose or they can
be assigned to specific functions. If a specific function is chosen, the wizard will present the user with a specific
list of configuration choices. Note that all lowside outputs can be configured with either a fixed or variable
frequency.
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Unique, custom output setups are possible through manual editing of the LSX_Duty [%] tables as shown in the
examples below.
Here's an example of combining the Coolant Fan control function with a LS Duty table to add an RPM dependent
condition:
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There is a trick or two here. To trigger a relay, we set the duty cycle to 100 when we want the relay to turn on, and
0 when we want the relay to turn off. In this case, we want the relay to turn on when the 'CoolantFan1On' condition
is 1. Note that the second y-axis row is set to '0.5' and the third row is set to '1.0'. This is because the channel
'CoolantFan1On' is an internal logic flag that goes from 0 to 1 when the coolant fan temperature criteria are met.
All of these tables include full interpolation between cells, so we set one of the RPM breakpoints to 499 and the
next to 500 RPM to avoid spending much time between 0% and 100% duty cycle. This will set the
LowsideSwitch_2 (LS2) output on pin C1-17 to trigger the relay when the CoolantFan1 condition is met and the
EngineSpeed is 500 or greater. Always refer to the Infinity Pinout document located here --> \Documents\AEM
\Infinity Tuner\Instructions for hardware limitations.
These tables are the last gate in the logic flow so regardless of anything that happens upstream, these tables can
be used to tweak the logic as the user desires.
Here's an example using LS5 to control an alternator voltage regulator:
Here's an example using LS8 to control a PWM cooling fan function. The fan is disabled above 60 mph:
Here's an example that simply passes through the 'VVC1A_Duty [%]' channel for VVC control:
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A few additional tips:

1.
After selecting your axis input and closing the wizard. Save your layout and reopen it in Infinity Tuner for the
changes to sync live in the table controls.
2.
The same features apply to the available HighSide outputs too. The HighSides are limited to simple on/off
operation though and are not PWM-able. Select the axis inputs the same way in the Setup Wizard then
configure the output tables:
3. Always refer to the Infinity Pinout sheet to note any hardware limitations.
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Coils / Injectors
Select each output to enable or disable. The number of available outputs depends on the hardware platform.
Injector Control
The Infinity Tuner has integrated peak and hold injector drivers. In order to benefit from this feature, low impedance
injectors must be used for high current triggering. The image below shows a sample capture of a 4 cylinder engine
setup.
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The fuel injector control is flexible enough to drive any multi-port fuel injector. A high impedance injector can be
turned ON continuously whereas a low impedance injector would require a method to limit the current. A high
impedance injector can set the duty time to 100% as this does not require a pulse width modulated current limiting
phase. The injector waveform has several components that are controlled. Peak and hold control will hold the signal
ON for the open phase and modulate the signal in order to limit the current.
ReqFuelX
Units: us/10
Description: This is the required fuel. The total time that the injector will be opened.
FI_OpenTimeX
Units: us/10
Description: This is the open time when the ECU will enable the low side injector driver circuit in a continuous
fashion as to provide the current to open the injector.
FI_CyclTimeX
Units: us/10
Description: This is the cycle time of the PWM during the hold cycle of a low impedance injector. 1000 (0.1
milliseconds) would be a typical setting.
FI_DutyCycX
Units: %high
Description: This is the duty time. It should be set to 100 for high impedance injectors. This depends on the
particular injectors current for the hold cycle of the injector. 40-60 are generally acceptable.
Injector Pressure
The fuel calculations in the Infinity ECU take fuel pressure into account as follows:
First the Manifold Pressure is calculated. MAP [psig] is calculated based on the MAP sensor and the Baro sensor
(the baro sensor must be external, since the ECU enclosure is sealed).
Then, the Injector Pressure is calculated. InjPress [psig] is calculated based on the Fuel Pressure [psig] sensor
and the MAP [psig] calculation. In other words, this is the pressure difference that is measured between the fuel
rail (top of the injector) and the intake manifold (bottom of the injector).
Injector Pressure is used in a simple lookup table to determine InjFlowRate [cc/min]. Injector Pressure is also used
as the y-axis of a simple lookup map to determine InjOffset[us]. InjOffset[us] is the injector response time,
latency, offset, dead-time, etc.
If a fuel pressure sensor is not installed, or the fuel pressure voltage is outside the acceptable voltage range, the
Infinity ECU will use a failsafe value for fuel pressure. When performing the failsafe calculations, the algorithm will
check the fuel pressure regulator option (located in Injector Flow) 90 which can tell the ECU that the fuel pressure
regulator will be vacuum-referenced (FuelPressure failsafe will always assume X psi above manifold pressure,
InjectorPressure will be constant) or atmosphere-referenced (FuelPressure failsafe will always assume X psi, and
actual InjectorPressure will be influenced by MAP).
When using staged injection, there is a second set of InjFlowRate and InjOffset tables. Currently, the Infinity ECU
assumes the fuel pressure is the same on both fuel rails.
InjectorOffset
Units: PSIg vs Volts
Description: If a fuel pressure sensor is installed (see Fuel Pressure 100 ), injector pressure can be calculated. This
is simply the pressure difference between intake manifold and fuel rail pressure. This table is used to setup the
injectors' latency (response time) based on the injector pressure and battery voltage.
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InjSecOffset
Units: PSIg vs Volts
Description: If a fuel pressure sensor is installed (see Fuel Pressure 100 ), secondary injector pressure can be
calculated. This is simply the pressure difference between intake manifold and secondary fuel rail pressure. This
table is used to setup the secondary injectors' latency (response time) based on the secondary injector pressure
and battery voltage.
InjFlowRate
Units: Injector Flow Rate vs Injector Pressure
Description: If a fuel pressure sensor is installed, injector pressure can be calculated. This is simply the pressure
difference between intake manifold and fuel rail pressure. This table allows for an actual injector flow rate to be
entered based on the injector pressure.
InjSecFlowRate
Units: Secondary Injector Flow Rate vs Injector Pressure
Description: If a fuel pressure sensor is installed, secondary injector pressure can be calculated. This is simply
the pressure difference between intake manifold and secondary fuel rail pressure. This table allows for an actual
secondary injector flow rate to be entered based on the injector pressure.
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Flex Fuel Tuning

Flex Fuel is a fuel mixture of ethanol (alcohol) and gasoline. It is typically made from corn (or sugar cane) and is
used for cleaner emissions, higher octane, and is less expensive per volume. However, ethanol's energy density is
lower so gas mileage is compromised. But from a performance standpoint, the extra fuel lowers exhaust gas
temperatures which is a benefit. Furthermore, ethanol has a higher latent heat of vaporization compared to gasoline
so air charge cooling is further improved. When burning ethanol, the fuel tuning should be based on a oxygen
sensor because reading spark plugs is much more challenging as the color is not as evident.
Flex Fuel Composition
Gasoline and ethanol have different compositions: Gasoline: H1.65C, Ethanol: C2H5OH. Ethanol has oxygen as
part of its structure (gasoline does not) and is often referred to as "oxygenated gasoline". Because of this, the
stoichiometry of the two fuels are drastically different.
Flex Fuel Stoichiometry
Gasoline stoichiometry: 14.68 AFR
"E85" stoichiometry: 9.87 AFR
Ethanol stoichiometry: 9.00 AFR
Flex Fuel Content
Most gas stations label their flex fuel as E85 (85% ethanol and 15% gasoline). However, this can be very
misleading. Most cold climates use a winter blend which is E70. In order to determine the proper amount of blend
that is being used at any given time, a FCS (fuel composition sensor) must be used.
Flex Fuel Sensors
AEM Sensors
Below is a list of flex fuel sensor kits available directly from AEM
30-2200 - Flex Fuel Sensor Kit, barbed fittings
30-2201- Flex Fuel Sensor Kit, -6 AN fittings
GM Sensors
Below is a list of part numbers associated with the GM FCS (Fuel Composition Sensor) unit:
GM 12570260, Fuel Composition Sensor, Quantity 1
Delphi 12146121, Connector, Quantity 1
Delphi 12048074, Terminals, Quantity 3
Delphi 12052845, TPA, Quantity 1
Delphi 15324973, Cable Seal, Quantity 3
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Flex Fuel FCS Plumbing

The FCS should be plumbed into the system, preferably before the fuel injectors. It consists of 5/16" and 3/8" quick
disconnect fittings. The internal microprocessor of the FCS outputs a varying digital square wave frequency and
pulse width. The AEM Infinity decodes this input and displays a flex fuel content percentage and fuel temperature.
Flex Fuel FCS Wiring
There are 3 wiring terminals on the GM FCS. Pin A is Ground and should be connected to a clean chassis ground.
Pin B is +12V and should be connected to a 12V ignition switch source. Pin C is the digital output signal and
should be wired to AEM Infinity Pin C1-26 (Digital_In_5).
Flex Fuel FCS Output
The frequency of the signal indicates the ethanol percentage. The output frequency is linear with respect to the
percentage of ethanol content in the fuel. The fuel composition sensor normally operates between 50-150Hz, where
50Hz represents 0% ethanol and 150Hz represents 100% ethanol. If the output frequency goes up to 170Hz, the
sensor has gone into a fail safe mode as it has indicated a fuel contamination such as methanol, water, salt, etc.
The pulse width indicates the fuel temperature and normally operates between 1-5mS where 1mS indicates -40C (40F) and 5mS indicates 125C (257F).
Infinity Tuner Flex Fuel Tables

FlexCSensorCal
Units: Flex Content % vs Frequency Hz
Description: This table is used to find the flex fuel (ethanol) content based on the frequency input from the flex fuel
sensor. See Flex Content Input Setup 184 to configure this table.
FlexCrankingAdder
Units: Flex Duty vs Flex Content % vs Injector Pulse us/10
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Description: This table is used to increase the amount of engine cranking fuel injector pulse based on the fuel
temperature and ethanol content. This an additional increase on top of the CrankVETable and
LambdaCrankingTable. See the Advanced Trims 139 section for additional setup options.
LambdaFlexBlendTable
Units: Blend Factor vs FlexContent %
Description: This table is used to determine the final lambda target when using flex fuel. It blends the target
lambda values between the LambdaTargetTable and the LambdaFlexTargetTable. The X-axis represents (ethanol)
fuel content 0.0-1.0 (or 0-100% Ethanol). A value of 0.0 means 100% of the lambda target value will come from the
LambdaTargetTable. A value of 1.0 means 100% of the lambda target value will come from the
LambdaFlexTargetTable. As an example, a value of 0.3 means that 70% of the lambda target will come from the
LambdaTargetTable and 30% from the LambdaFlexTargetTable.
Multi-Map Tuning
Multiple maps can be utilized on the fly such as VE, Lambda, and Ignition to be switched manually with analog
input or various conditions such as MAP [kPa] or gear. Several of these options are described in the Setup Wizard
under Advanced Setup of Input Function Assignments. The following text describes examples of how this feature
can be used. Many different options are possible and not all of them are described below.
Blending between multiple maps using ModeSwitch and FlexContent:
For Ignition, your calibration is already using the 1D table 'ModeSelect_Ign' to switch between two ignition maps:
When ModeSwitch =1, use IgnMap
When ModeSwitch = 2, use IgnMap_2
There are two more things you need to configure. First, you need to understand how the ECU blends because of
the ethanol content. There is a 1D table called 'IgnBlendTable.' The input to the table is FlexContent [%], and the
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output is a blend amount.
For now, let's assume you leave the original numbers in the 'IgnBlendTable' and it will blend smoothly and evenly
between the 'pump fuel' timing numbers when FlexContent = 0 (0% ethanol) and the 'flex fuel' timing numbers when
FlexContent = 1.0 (100% ethanol). You could however, change the values in the table so the ECU uses 'pump fuel'
timing numbers when Ethanol Content is 040% and switches to 'flex fuel' timing when Ethanol Content is 40% or
greater. Do that by setting the table cell values to '0.00' for FlexContent breakpoints 0.00.4 , and '1.00' for
FlexContent breakpoints 0.41.0.
But let's not touch that table at all yet, let's assume you want it to blend smoothly depending on ethanol content,
as long as your ModeSwitch is in position 3.
With the flex fuel sensor, the ECU will blend between whatever map is defined in the 1D 'ModeSelect_Ign' table and
whatever map is defined in the 'ModeSelect_IgnBlend' table. One way you could do it is set the tables to these
values:
When ModeSwitch =1 the ECU will blend between IgnMap_1 (the top table ModeSelect_Ign gets used when the
FlexContent is low), and IgnMap_1 (from the bottom table, ModeSelect_IgnBlend when FlexContent is high). In
other words, there won't be any blend, it will use the main IgnMap timing values regardless of flex fuel content.
When ModeSwitch = 2 the ECU will use blend between IgnMap_2 (the top table ModeSelect_Ign gets used when
the FlexContent is low), and IgnMap_2 (from the bottom table, ModeSelect_IgnBlend when FlexContent is high).
Again, there won't really be any blending here, because we've told it to use the same map in both conditions.
When ModeSwitch =3 the ECU will blend between IgnMap_2 (from the top table, ModeSelect_Ign which gets used
when FlexContent is low), and IgnMap_3 (from the bottom table, ModeSelect_IgnBlend when FlexContent is high).
You can put the most aggressive timing numbers in IgnMap_3, and that timing map will only get used if the
ModeSwitch = 3 and the FlexContent is high.
There are similar tables for LambdaTargets, you can adjust these if you want to run more aggressive lambda
targets depending on ethanol content or other variables. See the ModeSelect_Lambda and
ModeSelect_LambdaBlend 1D tables.
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There are two different VE tables that can be used as well. Example screenshot below.
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Note that the input axis data for the VE_BlendTable is user selectable in the setup wizard as shown below.
It might be beneficial to blend between the two available VE maps based on either CamX_Timing [deg] or VTEC
state as these certainly influence the engine's VE.
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Two different DBW target tables are available.
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If the output from the Mode_Select_DBW channel is 1, the system will use the values in the DBW_ThrottleCurve1
table as shown below.
If the output from the Mode_Select_DBW channel is 2, the system will use the values in the DBW_ThrottleCurve2
table as shown below.
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Advanced Individual Cylinder Tuning
For certain V8 racing engines, additional individual cylinder fuel trims have been added. They are higher resolution
2D tables that allow very precise trims to be applied vs RPM and manifold pressure. This feature is primarily
intended for certain racing V8 engines that are required to maintain an intake manifold originally designed for use
with carburetors. These trims are available for injectors 1-8. Recommend using individual cylinder lambda sensors
to tune these tables. Note that these trims ADD to the simpler individual trims described in the Fuel Trims 128
section. A value of 0.01 in this table will result in a +1.0% trim. A value of -0.01 in this table will result in a -1.0%
trim.
Staged Injection Tuning

Utilizing a 2D table labeled StagedSplit [%], injector flow can be controlled between primary and secondary
injectors. A value of 100% means all flow will go to the primary injectors while 0% means all flow will go to the
secondary injectors. To calculate equal flow from both injectors, take the primary injector flow and divide it by the
total injector flow (eg. primary injector = Injector Dynamics 1000, secondary injector = Injector Dynamics 2000;
obtain even flow with 1000/(1000+2000) = .33333 = 33.33%. This is the percent of flow for primary injector to have
the same flow as a larger secondary injector).
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StagedSwitch table
StagedSwitch table values of '0' will force staged injection calculations to use primary injectors only, default table
values '1' will allow staged injection. This allows the user to override the staged injection activation using a switched
input if desired.
DBW Custom Setup and Troubleshooting

Drive by wire is disabled by default until Drive By Wire Wizard is completed.
Additional PID controls can be found in Wizard Setup -> DBW Tuning
103
DBW_ThrottleCurve1:
Units: Engine Speed [RPM] vs DBW_APP1[%]Filtered vs Throttle %
Range: Min value = 0, Max value = 127.5
Map used for controlling throttle % based off analog APP1 input (C2-13 Analog 18 in Infinity 8/10/12)
DBW_ThrottleCurve2:
Units: Engine Speed [RPM] vs DBW_APP1[%]Filtered vs Throttle %
Range: Min value = 0, Max value = 127.5
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Map used for controlling throttle % based off analog APP1 input (C2-13 Analog 18 in Infinity 8/10/12)
Note: Details on switching between throttle curves can be found at Advanced Tuning -> Multi-Map Features
237
Tuning Tips and Troubleshooting:

Recommend that the initial DBW setup and tuning be done with the engine off and a battery charger connected in
order to bring Battery Volts up to the normal voltage you might find when the engine is running, for instance
something greater than 13V.
A 'DBW' tab is available. It contains useful data and plot windows to assist in tuning the DBW PIDs.
DBW1_Open [%] is the duty cycle being used to open the throttle motor, possible values are 0 to (+100)%
DBW1_Close [%] is the duty cycle used to close the throttle motor, possible values are (-100) to 0%
DBW1_Current [A] is a measured value, the ECU measures the amount of current that the throttle motor is
drawing from the ECU
DBW1_Current_Avg (not shown above) is a calculated value, the ECU measures the amount of current that the
throttle motor is drawing from the ECU. This value is smoothed out and filtered pretty heavily.
The center-right plot window shows the contribution of each of the P, I, and D gains... These are using the same
scale as the DBW1_Open and DBW1_Close, so if DBW1_P_Corr is +35 that means the 'P' component of the PID
feedback system is adding 35% duty cycle to the throttle motor output.
The lower-right plot window shows the DBW1_Target (desired value) vs DBW1_TPSA [%] (actual value). The PID
feedback loop is simply trying to make the actual value match the desired value.
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Another tool that may help greatly is to change the DBW_Bias % table. This is the open-loop duty cycle starting
point used to hit certain DBW Targets. Similar to the Idle Base table this is the first step before the DBW PID
feedback kicks in. Try watching the DBW1_Open value when the DBW is doing a good job of making the throttle
go to the target position, it's not a bad idea to set the DBW_Bias table to something near (but below) the duty
cycle that hits the target.
The DBW_Bias table values that worked for some vehicles were between -20 and +50, depending on the
DBW_Target. You may need negative effort to close the throttle against the spring at idle and positive effort to open
the throttle against the spring at higher targets.
Raw signals to datalog:
Analog 7 [V] = DBW1_TPSA [%]
Analog 16 [V] = DBW1_TPSB [%]
Analog 18 [V] = DBW_APP1 [%]
Analog 19 [V] = DBW_APP2 [%]
DBW Error Detection
There is a text-grid near the lower-left side of the screen that includes various error flags. Here's a breakdown of
what could trigger each error.
DBW1_Error_Current: triggered if DBW1_Current remains above 4A for more than 1.0 second. If you look through
your logs, you'll notice DBW1_Current looks 'rough' so it's pretty unlikely this error will get triggered.
DBW1_Error_TPS_Corr: The ECU checks the correlation between the two position sensors on the electronic
throttle. When the wizard calibrates the throttle, a relationship is observed and stored in the table
'DBW1_TPS_AB_Rel'. The error gets triggered if the value for 'DBW1_TPSB [%]' differs from the
'DBW1_TPS_AB_Rel' table value by more than 8. There is a plot window on the 'Page 3' page of the DBW layout
that allows you to view these two values... note they would always be near each other, the difference between them
should never be greater than 8. For the E46 BMW, it may be necessary to adjust the first two cells in the
DBW1_TPS_AB_Rel table to prevent errors.
DBW1_Error_TPSA_Range: simple sensor error-checking. The DBW calibration wizard moves the throttle through
its full range and then assumes the sensors will not exceed those min/max voltages by more than a certain
amount (5-10%). The error gets triggered if the DBW1_TPSA voltage is exceeds the expected range.
DBW1_Error_TPSB_Range: (similar to DBW1_Error_TPSA_Range).
DBW1_Error Tracking: This gets triggered if the DBW1_Target_Error [%] is too high for too long.
DBW1_Target_Error [%] is the difference between the target throttle and actual throttle (DBW1_TPSA). The
definition of 'error too high' depends on the target throttle, but in general it's about 5-10% error allowed, for about 1
second.
DBW_Error_APP1_Range: (similar to DBW1_Error_TPSA_Range, but checking the min/max allowable voltages
for the accelerator pedal sensor).
DBW_Error_APP2_Range: (similar to DBW1_Error_TPSA_Range, but checking the min/max allowable voltages
for the accelerator pedal sensor).
DBW_Error_APP_Corr: (similar to DBW1_Error_TPS_Corr, but checking the correlation between the two
Accelerator Pedal sensors).
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DBW1_Error_Fatal: which gets triggered if any of these errors is active for more than 1 second. When
DBW1_Error_Fatal is on, the ECU will stop driving the DBW motor and kill the injectors and coils.
Coil Dwell Tuning
The coil dwell is the time in which the control signal will charge the coil before the spark event. The image below
shows a sample capture of a 4 cylinder engine setup.
Coil dwell is configured in the Infinity Tuner Software using the following table. WARNING! INCORRECT IGNITION
DWELL SETTINGS CAN LEAD TO COIL OVERHEATING AND A POTENTIAL FIRE HAZARD. CONTACT
YOUR IGNITION COIL MANUFACTURER FOR RECOMMENDED DWELL SETTINGS.
CoilDwellMap
Units: kPA vs. Volts vs. mS
Description: This table sets the appropriate coil dwell at specific engine loads and battery voltage.
CoilDwell
Units: mS
Description: This channel represents the current coil dwell time after all lookup tables have been calculated.
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VR PWMDuty [%] Tables
A variable voltage threshold for VR inputs is set by editing these two tables. The channel is a % duty and
corresponds to threshold voltages as shown in the table below. We recommend leaving the RPM breakpoints as
set from AEM and as shown in the examples.
VR_Pwm Duty [%]
Trigger Threshold [V]
20
0.08
30
0.21
40
0.40
50
0.58
60
0.78
70
1.10
80
1.48
90
2.06
95
2.38
100
2.76
The table below describes which VR_PwmDuty table is used for each VR input.
Hardware Platform
Harness Pin
Hardware Ref.
VR PWMDuty [%] Table
Infinity-8/10/12
C1-45/C1-46
Crankshaft Position Sensor VR_PwmDuty [%]

VR+_In
Crankshaft Position Sensor
VR-_In
Infinity-8/10/12
C1-47/C1-48
Camshaft Position Sensor1 VR_PwmDuty [%]

VR-_In
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Hardware Platform
Harness Pin
Hardware Ref.
VR PWMDuty [%] Table
Camshaft Position Sensor1

VR+_In
Infinity-8/10/12
C1-49/C1-50
VR+_In_2
VR1_PwmDuty [%]
VR-_In_2
Infinity-8/10/12
C1-51/C1-52
VR-_In_3
VR1_PwmDuty [%
VR+_In_3
Infinity-8/10/12
C2-25/C2-26
VR+_In_5
VR1_PwmDuty [%
VR-_In_5
Infinity-8/10/12
C2-27/C2-28
VR-_In_4
VR1_PwmDuty [%
VR+_In_4
Infinity-6/8H
C1-17/C1-18
Crankshaft Position Sensor VR_PwmDuty [%]

VR+_In
Crankshaft Position Sensor
VR-_In
Infinity-6/8H
C1-19/C1-20
Camshaft Position Sensor1 VR_PwmDuty [%]

VR-_In
Camshaft Position Sensor1
VR+_In
Infinity-6/8H
C1-54/C1-55
VR+_In_2
VR1_PwmDuty [%
VR-_In_2
Infinity-6/8H
C1-56/C1-57
VR-_In_3
VR1_PwmDuty [%
VR+_In_3
Cam/Crank Noise Cancellation Feature
Calculating Noise Cancellation Values for Specific Timing Patterns
Every timing pattern will have unique tooth widths for both the Cam and Crank signals. Additionally, Engine Speed
(RPM) determines the time duration of each tooth width. Therefore there are several considerations to take into
account when calculating the desired Noise Cancellation values.
The shortest duration between edges is the first value to determine by examining the trigger wheels or signal
outputs from the Crank Position Sensor and Cam Position Sensor(s). This means that either the shortest tooth or
the shortest gap between teeth needs to be used in the calculation (whichever is shorter in duration (degrees).
What is important is the minimum time between edge transitions, either high to low, or low to high within the entire
trigger wheel. For a 60-2 even spaced trigger wheel, the minimum tooth duration is 6 degrees (360/60). However the
tooth is actually high for 3 degrees and low for 3 degrees. Therefore the useful value here is 3 degrees. This value
will be used in Column D in the table below, which uses a 60-2 trigger wheel as an example.
The second important variable specific to each engine is the maximum Engine Speed (RPM) that the engine will
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spin to. This is because the duration of each degree of trigger wheel (in microseconds) will be reduced as the
engine spins to a higher RPM. The maximum desired RPM needs to be used as the deciding factor, and can be
seen in Cell A12 in the table below.
Use the table below to calculate the desired Noise Cancellation value for the Crank Position Sensor for a 60-2
trigger wheel. The RPM values in Column A represent maximum desired RPM. Assume for this example that you
want to spin the engine to 9500 RPM. Therefore you will use Row 12 to calculate the Noise Cancellation value.
From left to right, the RPM is used to calculate degrees per millisecond, the milliseconds per degree, then
microseconds between edge transitions, and finally Noise Cancellation values based on 3.2us per increment. At
9500 RPM and 3 degrees between edge transitions, each transition will happen in 52.6 microseconds. Therefore
you can have a maximum Noise Cancellation value of 16 (16 * 3.2us = 51.2us).
Another important consideration when determining Noise Cancellation values is that the values calculated from the
table above above assume a noise-free signal. More specifically, if noise occurs at some location in between edge
transitions, the effective tooth duration is split up by the noise. If a single noise impulse occurs 1.5 degrees into a
3-degree tooth duration, then you will effectively have two 1.5-degree teeth widths. Therefore the calculation above
is only a guideline and should not be used at the maximum limit. The actual Noise Cancellation value may have to
be 2-3 times smaller than the maximum allowed value to compensate for random noise injected into the signal. To
understand this idea more completely, refer back to the figures above.
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CAN (AEMNet)
AEMnet
v150324
CAN
2.0
Unless otherwise specified all
messages are;
29 bit, 500 kBit/sec, 8 data bytes per
message
Multi-byte data is packed big endian (Motorola format, most significant byte
transmitted first)
Bits numbered MSB first, with the
MSB = bit7, LSB = bit0
Message ID: 0x01F0A000
AEM V2 & EMS-4 (30Sources: 6XXX)
Infinity EMS (30-71XX)
20ms continuous (50hz)
Byte
Bit
SI Units ( C / kPa / kph / Lambda )
Label
Data Type
Scaling
Offset
Range
0-1
Engine Speed
16 bit unsigned
0.39063 rpm/bit
0 to 25,599.94
RPM
2-3
Engine Load
(Deprecated 2014)
Use "MAP" in
0x01F0A004 Instead
16 bit unsigned
0.002612304811
57781
0 to 99.998 %
4-5
Throttle
16 bit unsigned
0.0015259 %/bit
0 to 99.998 %
Intake Air Temp
8 bit signed, 2's comp
1 Deg C/bit
-128 to 127 C
Coolant Temp
8 bit signed, 2's comp
1 Deg C/bit
-128 to 127 C

Byte
Bit
Label
Data Type
Scaling
Offset
Range
0-1
ADCR11
16 bit unsigned
0.00007782 V/
bit
0 to 5.0999 V
2-3
ADCR13
16 bit unsigned
0.00007782 V/
bit
0 to 5.0999 V
4-5
ADCR14
16 bit unsigned
0.00007782 V/
bit
0 to 5.0999 V
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ADCR17
16 bit unsigned
0.00007782 V/
bit
253
0 to 5.0999 V

Byte
Bit
Label
Data Type
Scaling
Offset
Range
0-1
ADCR18
16 bit unsigned
0.00007782 V/
bit
0 to 5.0999 V
2-3
ADCR15
16 bit unsigned
0.00007782 V/
bit
0 to 5.0999 V
4-5
ADCR16
16 bit unsigned
0.00007782 V/
bit
0 to 5.0999 V
6-7
ADCR08
16 bit unsigned
0.000326 V/bit
0 to 21.3644 V

Byte
Bit
Label
Data Type
Scaling
Offset
Range
Lambda #1
8 bit unsigned
0.00390625
Lambda/bit
0.5
0.5 to 1.496
Lambda
Lambda #2
8 bit unsigned
0.00390625
Lambda/bit
0.5
0.5 to 1.496
Lambda
2-3
Vehicle Speed
16 bit unsigned
0.0062865 kph/
bit
0 to 411.986
km/h
Gear Calculated
8 bit unsigned
0 to 255
Ign Timing
8 bit unsigned
.35156 Deg/bit
-17
-17 to 72.65
Deg
6-7
Battery Volts
16 bit unsigned
0.0002455 V/bit
0 to 16.089
Volts

Infinity EMS (30-71XX) V96 May 2015 and
Sources: Later
Byte
Bit
Label
Data Type

Scaling
Offset
Range
Infinity User Guide

254
0-1
MAP
16 bit unsigned
0.1 kPa/bit
0 to 6,553.5
kPa
VE
8 bit unsigned
1 %/bit
0 to 255 %
FuelPressure
8 bit unsigned
0.580151 PSIg/
bit
0 to 147.939
PSIg
OilPressure
8 bit unsigned
0.580151 PSIg/
bit
0 to 147.939
PSIg
LambdaTarget
8 bit unsigned
0.00390625
Lambda/bit
0 (lsb)
FuelPump
Boolean
0 = false, 1 =
true
Fan 1
Boolean
0 = false, 1 =
true
Fan 2
Boolean
0 = false, 1 =
true
N2O Active
Boolean
0 = false, 1 =
true
O2FB Active
Boolean
0 = false, 1 =
true
EngineProtectOut
Boolean
0 = false, 1 =
true
MILOutput
Boolean
0 = false, 1 =
true
7
(msb)
Lean Protect
Boolean
0 = false, 1 =
true
0 (lsb)
Oil Press Protect
Boolean
0 = false, 1 =
true
2 Step Fuel
Boolean
0 = false, 1 =
true
2 Step Spark
Boolean
0 = false, 1 =
true
Sync State
Boolean
0 = false, 1 =
true
A/C On
Boolean
0 = false, 1 =
true
BoostCut
Boolean
0 = false, 1 =
true
----
Boolean
----
----
----
7
(msb)
----
Boolean
----
----
----
0.5
0.5 to 1.496
Lambda
0/1
0/1
0/1
0/1
0/1
0/1
0/1
0/1
0/1
0/1
0/1
0/1
0/1
0/1
Tuning Guide
255

Sources: Later
Byte
Label
Data Type
Scaling
Offset
Range
0-1
LaunchRampTime
[ms]
16 bit unsigned
10 mS/bit
0 to 655,350
mS
2-3
MassAirflow [gms/s]
16 bit unsigned
.05 [gms/s] / bit
0 to 3,276.75
gms/s
4-5
16 bit unsigned
.0005 [gms/
rev] / bit
0 to 32.7675
gms/rev
----
----
----
----
----
0 (lsb)
Brake Sw
Boolean
0 = false, 1 =
true
Clutch Sw
Boolean
0 = false, 1 =
true
Shift Sw
Boolean
0 = false, 1 =
true
Staged Sw
Boolean
0 = false, 1 =
true
----
Boolean
----
----
----
----
Boolean
----
----
----
----
Boolean
----
----
----
7
(msb)
----
Boolean
----
----
----
Bit
0/1
0/1
0/1
0/1

Sources: Later
Byte
Bit
Label
Data Type
Scaling
Offset
Range
Inj1Pulse
8 bit unsigned
0.1 mS/bit
0 to 25.5 mS
Inj1LambdaFB
8 bit unsigned
0.5 %/bit
-64.00
-64 to 63.5%
PrimaryInjDuty [%]
8 bit unsigned
0.392157 %/bit
0 to 100 %
Mode Sw
8 bit unsigned
1 /bit
0 - 255
Water Pressure
8 bit unsigned
0.580151 PSIg/
bit
0 to 147.939
PSIg
Crankcase Pressure
8 bit unsigned
1 kPa/bit
0 to 255 kPa
6-7
Est Torque
16 bit unsigned
0.1 Nm/bit
3276.8
=3276.8 to
3276.8 Nm
Infinity User Guide

256

Sources: Later
Byte
Bit
Label
Data Type
Scaling
Offset
Range
InjectorProbability [%]
8 bit unsigned
0.392157 %/bit
0 to 100 %
SparkProbability [%]
8 bit unsigned
0.392157 %/bit
0 to 100 %
LambdaTrim_Knock
8 bit unsigned
0.001 Lambda/
bit
0 to 0.255
Lambda
Baro Press
8 bit unsigned
0.25 kPa/bit
50
50 to 113.75
kPa
FlexContent
8 bit unsigned
0.392157 %/bit
0 to 100 %
Airbox Temp
8 bit unsigned
1 Deg C/bit
-50.00
-50 to 205 C
Oil Temp
8 bit unsigned
1 Deg C/bit
-50.00
-50 to 205 C
0 (lsb)
LaunchTimerArmed
Boolean
0 = false, 1 =
true
Logging Active
Boolean
0 = false, 1 =
true
ModeSelect_Ign
2 bit unsigned
####00## = Mode 1, ####01## = Mode 2

####10## = Mode 3, ####11## = Mode 4
ModeSelect_Lambda
2 bit unsigned
##00#### = Mode 1, ##01#### = Mode 2

##10#### = Mode 3, ##11#### = Mode 4
ModeSelect_DBW
1 bit unsigned
#0###### = Mode 1, #1###### = Mode 2
7
(msb)
VTEC
Boolean
2
7
3
4
5
0 = false, 1 =
true
0/1
0/1
0/1

Sources: V96 May 2015 and Later
Byte
Bit
Label
Data Type
Scaling
Offset
Range
Trans Temp
8 bit unsigned
1 Deg C/bit
-50.00
-50 to 205 C
1-2
SparkCut [RPM]
16 bit unsigned
0.39063 rpm/bit
0 to 25,599.94
RPM
3-4
FuelCut [RPM]
16 bit unsigned
0.39063 rpm/bit
0 to 25,599.94
RPM
Tuning Guide
257
2StepTargetFuel
[RPM]
8 bit unsigned
100 rpm/bit
0 to 25,500
RPM
2StepTargetSpark
[RPM]
8 bit unsigned
100 rpm/bit
0 to 25,500
RPM
0 (lsb)
ErrorThrottle
Boolean
0 = false, 1 =
true
ErrorCoolantTemp
Boolean
0 = false, 1 =
true
ErrorFuelPressure
Boolean
0 = false, 1 =
true
ErrorOilPressure
Boolean
0 = false, 1 =
true
ErrorEBP
Boolean
0 = false, 1 =
true
ErrorMAP
Boolean
0 = false, 1 =
true
ErrorAirTemp
Boolean
0 = false, 1 =
true
7
(msb)
ErrorBaro
Boolean
0 = false, 1 =
true
0/1
0/1
0/1
0/1
0/1
0/1
0/1
0/1
Message ID: 0x01F0A00A

Infinity EMS (30-71XX) V96 May 2015 and Later, with VVTi control
Sources: enabled
Byte
Bit
Label
Data Type
Scaling
Offset
Range
VVC1A_Cam_Timing
8 bit unsigned
0.5 deg/bit
-50
-50 to 77.5 deg
VVC2A_Cam_Timing
8 bit unsigned
0.5 deg/bit
-50
-50 to 77.5 deg
VVC1B_Cam_Timing
8 bit unsigned
0.5 deg/bit
-50
-50 to 77.5 deg
VVC2B_Cam_Timing
8 bit unsigned
0.5 deg/bit
-50
-50 to 77.5 deg
VVC1 Target [deg]
8 bit unsigned
0.5 deg/bit
-50
-50 to 77.5 deg
VVC2 Target [deg]
8 bit unsigned
0.5 deg/bit
-50
-50 to 77.5 deg
----
----
----
----
----
----
----
----
----
----
Message ID: 0x01F0A00B

Infinity EMS (30-71XX) V96 May 2015 and Later, with Boost control
Sources: enabled
Infinity User Guide

258
Byte
Bit
Label
Data Type
Scaling
Offset
Range
0-1
BoostTarget
16 bit unsigned
0.1 kPa/bit
0 to 6,553.5
kPa
2-3
ChargeOutPress
16 bit unsigned
0.1 kPa/bit
0 to 6,553.5
kPa
BoostControl [%]
8 bit unsigned
0.392157 %/bit
0 to 100 %
BoostFB_PID [%]
8 bit unsigned
0.392157 %/bit
0 to 100 %
ChargeOutTemp
8 bit unsigned
1 Deg C/bit
-50.00
-50 to 205 C
TurboSpeed [RPM]
8 bit unsigned
500 rpm/bit
0 to 127,500
RPM
Message ID: 0x01F0A00D

Infinity EMS (30-71XX) V96 May 2015 and Later, with DBW control
Sources: enabled
Byte
Label
Data Type
Scaling
Offset
Range
DBW_APP1
8 bit unsigned
0.392157 %/bit
0 to 100 %
DBW_Target
8 bit unsigned
0.392157 %/bit
0 to 100 %
DBW1_TPSA
8 bit unsigned
0.392157 %/bit
0 to 100 %
DBW2_TPSA
8 bit unsigned
0.392157 %/bit
0 to 100 %
----
----
----
----
----
0 (lsb)
DBW_Error_APP_Cor
r
Boolean
0 = false, 1 =
true
DBW_Error_APP1_Ra
nge
Boolean
0 = false, 1 =
true
DBW_Error_APP2_Ra
nge
Boolean
0 = false, 1 =
true
DBW_Error_BTO
Boolean
0 = false, 1 =
true
----
Boolean
----
----
----
----
Boolean
----
----
----
----
Boolean
----
----
----
7
(msb)
----
Boolean
----
----
----
0 (lsb)
DBW1_Error_Fatal
Boolean
0 = false, 1 =
true
DBW1_Error_TPSA_R
ange
Boolean
0 = false, 1 =
true
Bit
0/1
0/1
0/1
0/1
0/1
0/1
Tuning Guide
259
DBW1_Error_TPSB_R
ange
Boolean
0 = false, 1 =
true
DBW1_Error_Tracking
Boolean
0 = false, 1 =
true
DBW1_Error_Current
Boolean
0 = false, 1 =
true
DBW1_Error_TPS_Co
rr
Boolean
0 = false, 1 =
true
----
Boolean
----
----
----
7
(msb)
----
Boolean
----
----
----
0 (lsb)
DBW2_Error_Fatal
Boolean
0 = false, 1 =
true
DBW2_Error_TPSA_R
ange
Boolean
0 = false, 1 =
true
DBW2_Error_TPSB_R
ange
Boolean
0 = false, 1 =
true
DBW2_Error_Tracking
Boolean
0 = false, 1 =
true
DBW2_Error_Current
Boolean
0 = false, 1 =
true
DBW2_Error_TPS_Co
rr
Boolean
0 = false, 1 =
true
----
Boolean
----
----
----
7
(msb)
----
Boolean
----
----
----
0/1
0/1
0/1
0/1
0/1
0/1
0/1
0/1
0/1
0/1

Infinity EMS (30-71XX) V96 May 2015 and Later, with Traction
Sources: control enabled
Byte
Bit
Label
Data Type
Scaling
Offset
Range
TC_FuelCut [%]
8 bit unsigned
0.392157 %/bit
0 to 100 %
TC_SparkCut [%]
8 bit unsigned
0.392157 %/bit
0 to 100 %
TC_Retard [degBTDC]
8 bit unsigned
0.25 deg/bit
0 to 63.75 deg
TC_TqReduceDBW
[%]
8 bit unsigned
0.392157 %/bit
0 to 100 %
TC_ Mode_Sw
8 bit unsigned
1 /bit
0 - 255
3StepTargetFuel
8 bit unsigned
100 rpm/bit
0 to 25,500
Infinity User Guide

260
[RPM]
3StepTargetSpark
[RPM]
8 bit unsigned
100 rpm/bit
0 (lsb)
3 Step Fuel
Boolean
0 = false, 1 =
true
3 Step Spark
Boolean
0 = false, 1 =
true
3 Step Sw
Boolean
0 = false, 1 =
true
----
Boolean
0 = false, 1 =
true
----
Boolean
0 = false, 1 =
true
----
Boolean
0 = false, 1 =
true
----
Boolean
0 = false, 1 =
true
7
(msb)
----
Boolean
0 = false, 1 =
true
RPM
0 to 25,500
RPM
0/1
0/1
0/1
0/1
0/1
0/1
0/1
0/1

Byte
Bit
Label
Data Type
Scaling
Offset
Range
0-1
DLWheelSpeed
16 bit unsigned
0.02 kph/bit
0 to 1310.7
km/h
2-3
DRWheelSpeed
16 bit unsigned
0.02 kph/bit
0 to 1310.7
km/h
4-5
NLWheelSpeed
16 bit unsigned
0.02 kph/bit
0 to 1310.7
km/h
6-7
NRWheelSpeed
16 bit unsigned
0.02 kph/bit
0 to 1310.7
km/h

Byte
0-1
Bit
Label
Data Type
Scaling
Offset
Range
TC_SlipTarget
16 bit unsigned
0.02 kph/bit
0 to 1310.7
km/h
Tuning Guide
261
2-3
TC_SlipMeasured
16 bit unsigned
0.02 kph/bit
0 to 1310.7
km/h
4-5
TC_TqReduceReq
16 bit unsigned
0.25/bit
0 to 16,383.75
----
----
----
----
----
----
----
----
----
----

Infinity EMS (30-71XX) V96 May 2015 and Later, with Knock
Byte
Bit
Label
Data Type
Scaling
Offset
Range
KnockFB_Cyl1
8 bit unsigned
- 0.1 degree/bit
0 to -25.5 deg
KnockFB_Cyl2
8 bit unsigned
- 0.1 degree/bit
0 to -25.5 deg
KnockFB_Cyl3
8 bit unsigned
- 0.1 degree/bit
0 to -25.5 deg
KnockFB_Cyl4
8 bit unsigned
- 0.1 degree/bit
0 to -25.5 deg
KnockFB_Cyl5
8 bit unsigned
- 0.1 degree/bit
0 to -25.5 deg
KnockFB_Cyl6
8 bit unsigned
- 0.1 degree/bit
0 to -25.5 deg
KnockFB_Cyl7
8 bit unsigned
- 0.1 degree/bit
0 to -25.5 deg
KnockFB_Cyl8
8 bit unsigned
- 0.1 degree/bit
0 to -25.5 deg

Infinity EMS (30-71XX) V96 May 2015 and Later, with Extended
Sources: Knock control enabled
Byte
Bit
Label
Data Type
Scaling
Offset
Range
KnockFB_Cyl9
8 bit unsigned
- 0.1 degree/bit
0 to -25.5 deg
KnockFB_Cyl10
8 bit unsigned
- 0.1 degree/bit
0 to -25.5 deg
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
----
4 Channel Wideband UEGO Controller Setup

Infinity Supports 4 channel UEGO CAN input for logging purposes. Modes must be properly set up and if
designated cylinders overlap, jittery values will be present in any overlapping cylinder sensor. Description of
Infinity User Guide

262
different modes are as follows:
Mode 1:
Mode 2:
Mode 3:
Mode 4:
Mode 5:
Mode 6:
Mode 7:
Cylinders
Cylinders
Cylinders
Cylinders
Cylinders
Cylinders
Cylinders
1,
5,
1,
2,
9,
1,
4,
2, 3, 4
6, 7, 8
3, 5, 7
4, 6, 8
10, 11, 12
2, 3
5, 6
*NOTE: Proper use of UEGO modes is vital for ensuring data is captured correctly. See 4ch UEGO manual to
configure modes or verify operating mode of controller.
A, B, and C relate to specific UEGO controllers
A refers to a controller in mode 1, 3, or 6
B refers to a controller in mode 2, 4, or 7
C refers to a controller in mode 5
UEGO Cyl 1-12:
Units: Lambda
Range: 0-6.5535
Displays current lambda value for each individual cylinder. If value is unstable, verify 4 channel UEGO does not
have overlapping channels.
UEGO EBP A, B, C:
Units: psig
Range: 0-655.35
Displays Exhaust Back Pressure captured from specified controller
Diagnostics:
UEGO Error:
Has information regarding individual cylinders such as: Ready, Heater Open Error, VM Error, UN Error, IP Error,
Heater Time-Out Error, Heater Short Error, and Overtemp Error.
UEGO EBP Status A, B, C:
Displays information about controller and EBP sensor such as low voltage for UEGO controller and EBP sensor,
sensor ready status, and if sensor is detected or not.
UEGO Mode A, B, C:
Shows operating mode of UEGO controller, if using multiple controller and there are duplicate numbers, please
refer to 4ch UEGO controller manual to adjust mode to avoid overlapping and properly monitor all cylinders.
UEGO Sensor Heating A, B, C:
Displays values representing sensor heating per cylinder from associated mode. (i.e., UEGO Sensor Heating A,
will show a value of 15 for cylinders 1, 2, 3, 4 if controller is set to mode 1 and all sensors are ready.)
EFI Components
Spark Plugs
Spark plug selection affects engine performance. On forced induction engines, it is critical that the proper heat
EFI Components
263
range and gap is used. Heat range refers to the ability of the spark plug to conduct heat away from the electrode to
the engine. A plug that has high thermal conductivity has a short insulator that comes in contact with a large
portion of the metallic plug shell. This large area allows the combustion heat to be carried through the plug shell to
the cooling jacket of the cylinder head. In the case of a hot plug, the insulator is recessed deeply into the plug shell
with minimal contact to the shell. The plug has low thermal conductivity due to the lack of contact with the shell.
The nose of the insulator should operate at between 400850 degrees C. Temperatures above 400 degrees C are
desirable because at higher temperatures deposits from carbon, lead or soot are burnt off. Temperatures of 850
degrees C and over should not be exceeded because this is typically the point where detonation or auto ignition
can occur. Lower heat range plugs have a higher resistance to auto ignition while higher heat range plugs have less
tendency to foul.
Infinity User Guide

264
The spark plug gap on forced induction engines should be reduced REGARDLESS of the type of ignition system.
We have read many instruction manuals for aftermarket ignition systems that recommend that the plug gap be
opened up for better flame propagation. Although this recommendation may have had some merit when vehicles
had carburetors, it does not apply to modern engines with electronic engine management systems. The smaller
gap on forced-induction engines requires less spark energy to arc across the ground and the electrode and has a
lesser tendency to misfire under the extreme pressures of a racing engine combustion chamber. Also there are
spark plugs made with exotic fine wire highly conductive center electrodes that require less energy to fire such as
the Denso Iridium that are well suited to racing conditions. The following is a chart of gap sizes for various engines
on gasoline:
Naturally Aspirated up to 11.0:1 CR:
1.1mm (.044)
Naturally Aspirated 11.0:1 to 14.0:
0.8mm (.032)
Forced Induction to 20-PSI:
0.7mm (.028)
Forced Induction to 40-PSI:
0.6mm (.022)
The color or condition of the spark plug is a general indicator of how rich or lean the engine is running and also if
the engine is exhibiting signs of detonation if it is not audible. This is a plug color chart (supplied courtesy of
Denso) of plug conditions.
Detonation and Pre ignition

It is important to understand the mechanisms that cause knocking and pre ignition to set up an ignition map that is
suitable for the engine. Auto ignition, also known as knocking, pinging, or detonation, is generally caused by
improper combustion in an engine. An internal combustion engine runs properly when the spark-initiated
EFI Components
265
combustion wave expands rapidly but smoothly throughout the combustion chamber. Combustion knock is caused
by spontaneous ignition in the hot unburned portion of the fuel mixture (typically referred to as end gas) in the
combustion chamber. The remaining charge portion is compressed first by the upward piston movement and then
by the moving flame front. Knocking is the almost instantaneous ignition of part of the remaining mixture. This
mixture auto ignites because the rapidly rising pressure and temperature caused by the piston movement and the
expanding gas from the flame front are sufficient to ignite the remaining gasses. To illustrate the loads imposed on
the engine components by knocking, note that normal combustion speeds are about 12-25 m.s-1 while knocking
combustion speeds may be as high as 250300 m.s-1.
The next illustration depicts the difference between a normal and abnormal combustion process.
If the gasoline-air mixture auto-ignites somewhere in the cylinder (other than at the spark plug) just after spark
ignition, the auto-ignition combustion wave can collide with the spark-initiated combustion wave, causing the
vibration we hear as a knock or ping. Depending on its intensity, knocking combustion may range from barely
audible pinging to a rather violent thumping. The point at which the knocking becomes damaging to the engine is
dependent on the components used in the engine. If sustained knocking occurs, then the pistons may be
damaged. When knocking reaches a violent thump, engine operation should be ceased or at minimum the load
and temperature reduced to prevent engine damage. Light knocking that happens during acceleration is less
harmful and may not damage the engine. Knocking tendency is increased by the following design or operational
characteristics:
High Engine loads encountered while towing a vehicle.

Using low octane gasoline in a high-compression engine.
Too much timing advance for the type of fuel being used.
Higher air density, (this can be caused by starting a calibration at high altitude and then traveling to a
lower one, or the addition of forced induction).
Increased temperatures and pressure in the combustion chamber due to inadequate engine cooling.
Excessive inlet air temperature.
Spark plugs with an improperly high heat range.
A non-central spark plug location in the combustion chamber.
An elongated combustion chamber design.
Too lean of an air/fuel mixture.
The following tuning adjustments can be performed on an engine to reduce or eliminate knocking:
Reduce ignition timing.

Verify that the air/fuel mixture is adequate for your engine set up.
Infinity User Guide

266
Verify that the spark plugs are of proper heat range.
Pre ignition is the ignition of the charge in the combustion chamber before the spark occurs. This type of ignition is
caused by a very hot, or even incandescent surface in the combustion chamber. These hot spots can be an
overheated spark plug, a glowing remnant of carbon in the chamber or even a hot exhaust valve edge. The pre
ignition condition flame front rapidly expands while the piston is still on its way up the bore. Due to the very high
pressure generated by the expanding flame front and the piston approaching TDC, the combustion chamber
pressure rises rapidly causing audible knocking. Detonation and pre ignition typically have a cause and effect
relationship; when detonation is prolonged and overheats the spark plug to the point where the tip glows, pre
ignition occurs. Preventative measures can be taken to avoid pre ignition by using spark plugs with the correct heat
range, avoiding detonation by using fuel with the correct octane rating for your application, and when building an
engine, ensuring that there are no machined components with sharp corners in the combustion chamber. Also, the
cooling system must be in good working condition to effectively cool the combustion chamber. Sustained operation
of an engine in either of these conditions can result in severe engine damage.
At low manifold pressure the flame front is slower due to the low density of mixture in the combustion chamber.
Because peak manifold pressure is optimal at 1520 degrees ATDC and the burn rate is slower at very low
manifold pressure, the ignition point must be started earlier. The main ignition map typically has high ignition timing
values during times of low manifold pressure and high RPM, which gradually decreases at load increases.
As the throttle is opened, the density of the mixture increases and the flame propagation increases in speed. The
timing must be reduced as load and RPM increase to keep the peak pressure at approximately the same point and
reduce the chances of knocking.
With forced induction engines, the burn rate increases as charge density is increased. In this example, timing
must be reduced because of the faster burn rate, and to further reduce the chances of knocking. On forced
induction engines, the inlet charge temperature is elevated because of the heat generated by compressing the air.
Utilizing an intercooler or after-cooling system usually helps reduce the inlet charge temperature. But in many
cases this still will not bring the inlet charge down to ambient temperature, making the engine more susceptible to
knocking.
Remove the spark plugs each time the timing is increased to a higher value and check for signs of detonation. The
spark plug is the best indicator of what is happening in the engine because it is such an integral part of the
combustion chamber. If you see small flecks of black deposits, or very small shiny beads on the porcelain of the
plug, there is a good chance that the engine is knocking. Retard the timing to eliminate the knocking, enrich the
mixture, or use a higher octane of fuel.
Ignition Coils
An ignition coil is charged when current flows through the primary side of the coil. A coil driver is required to sink
the current and dissipate the heat generated during operation. The coil outputs from the Infinity are used to trigger
the drivers. The drivers can either be contained within the coils themselves or they can be contained within a standalone device installed between the Infinity and the coils.
EFI Components
267
There are several different types of ignition systems in use on modern cars.
They are:
Distributed spark using a single coil and a distributor for all cylinders.
Wasted spark using one coil for two cylinders.
Direct Fire using one coil on plug of each cylinder.
Distributed Spark
Distributed spark systems have been around the longest. As the name implies, the spark is distributed to the plugs
via a coil output to a rotor, then through the distributor cap to the appropriate plug via a high-tension (HT) lead. This
is the most complex system because of the relationship that has to be maintained between the firing point, rotor to
cap terminal angle, and engine position. Distributed spark systems also rely on a mechanical link between the
engine and ignition output, which adds another dimension of unreliability-and to a minor extent-inaccuracy in
timing. In addition to these problems, distributed spark systems typically produce the least intense spark of all
ignition systems. The time to achieve full charge diminishes as engine speed increases; therefore the coil charge is
reduced as a function of RPM. In spite of the potential problems with distributed spark systems, they have been
used successfully for many years on high-performance engines. Distributed spark ignition systems respond well to
spark amplification within their design limits.
Wasted Spark
Wasted spark systems employ one coil for two cylinders. The term wasted spark comes from the fact that each
plug fires every engine revolution. On a 4-cycle engine, the piston is at Top Dead Center (TDC) two times for every
cycle; once for firing and again during the overlap phase. The wasted spark coil fires one plug Before Top Dead
center (BTDC) and another plug just before the overlap phase (at the latest part of the exhaust stroke before the
exhaust valve closes). Wasted spark systems have a higher potential for spark intensity because the duty of
charging and discharging is split between the coils, which allows for more charge time per coil. Additionally,
wasted spark systems build up less heat in the coil, making it more reliable. Wasted spark systems have been in
use since the mid 80s on GM cars and on motorcycles for considerably longer than that. There are no moving
parts, no complicated relationships with a cap and rotor to maintain, and they deliver very accurate spark timing.
Furthermore, multi-channel spark amplification systems to enhance spark duration or intensity are available for
wasted spark ignition systems.
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268
Direct Fire
Direct fire systems employ one coil on each spark plug and is the most reliable system used today, (this type of
system is used on most modern cars). Each coil fires sequentially in the cylinder firing order. The charge time for
each coil is twice as long as those of a wasted spark system, which allows direct-fire, coil manufacturers to build
compact, lightweight coils that retain sufficient spark energy. There are no moving parts to wear out and no HT
leads that will deteriorate. The lack of HT leads in direct fire systems is a major advantage for an EFI-equipped car
because there is a very low incidence of noise due to leaking or improperly routed wires. There have been
incidences of the terminal from a direct-fire coil (that attaches to the spark plug) cracking and subsequently
causing Radio Frequency Interference (RFI) or noise to the ECU. This will cause engine operation problems, but it
should be noted that these cases are extremely rare.
Combustion Chamber
The combustion chamber plays an important role in the amount of ignition timing that can be used for the various
operational phases of an engine. The most common type of combustion chamber design used in contemporary
engines is a four-valve/cylinder, pent roof chamber. There are many other types of combustion chambers, such as
a wedge, hemispherical, and canted valve, to name a few. Ideally, it is best to initiate flame propagation at the
geometric center of the chamber. However, this is typically impossible to do because the spark plug is usually
located at the top or edge of the combustion chamber. The reason it is desirable to have the flame front start at the
geometric center of the combustion chamber is because there is less chance of auto ignition of the mixture.
A pent roof combustion chamber places the spark plug near the center of the combustion chamber. Wedge
combustion chambers are the most sensitive to spark knock because of the distance the flame front must travel
within the bore prior to the power stroke.
EFI Components
269
When ignition occurs, a flame kernel starts at the spark plug electrode and expands across the combustion
chamber. As the front progresses across the chamber, the hot expanding gas compresses and heats the end
gasses and mixture at the opposite end of the chamber. If the pressure, and consequently temperature, inside the
chamber increases beyond the flash point of the end gas, auto ignition occurs. Because the pent roof type of
chamber has a spark plug that is nearer to the geometric center of the chamber, the flame travels more evenly
across the combustion chamber, leaving very little end gas that can be compressed or ignited by the advancing
flame front. Thanks to the short distance the flame front has to travel in pent roof type chambers, ignition timing
usually does not have to be as advanced as much as a wedge type chamber, to achieve maximum torque. We find
that there is usually about five to eight degrees less timing required for pent roof combustion chambers than for
wedge types.
Charge motion, which is comprised of intake swirl and squish; increase combustion speed when compared to a
standard combustion chamber. The combination of these factors increases the mean effective pressure (MEP),
lowers fuel consumption, and delivers smaller cycle-to-cycle variations at full throttle operation.
In addition to the performance benefit of effective charge motion, the resulting factors reduce Hc emissions, with a
slightly increased Nox component. At partial load the benefits of charge motion vs. a standard combustion
chamber are similar, but due to the decrease in density of the intake charge, not very.
The combination of swirl and squish is greater than either squish or swirl alone. Swirl improves mixture preparation
and is mostly responsible for reducing ignition delay and cycle-to-cycle variations. Swirl is accomplished through
the inlet port design or by using shrouded valves in the combustion chamber. As engine speed increases, the swirl
motion increases along with it. Cycle-to-cycle variations decrease with increasing swirl action.
Squish is accomplished via a small gap between the head deck and the piston top. The decrease of this gap drives
the inlet charge toward the spark plug electrode. An additional benefit of having this small gap is the reduction of
end gas volume at the extreme edges of the cylinder. This reduces the tendency for spark knock and leads to a
reduction of Hc emissions.
Cycle-to-cycle variation refers to a situation where an engine operates on the threshold of knocking or detonation
throughout the engine cycles and is based on the average peak pressure of all of the cycles. The cycles with lower
peak pressures may not be prone to detonation, while those with higher peak pressures may detonate with
increasing intensity as peak pressure increases. Increasing this cyclic variation will increase the number of cycles
that detonate, and decreasing the number leads to less cycles that detonate.
Ignition Delay is the point at which perceptible inflammation of the mixture and a pressure rise in the combustion
chamber occurs. The time between when spark occurs at the spark plug and when inflammation of the mixture
occurs is the delay time. This delay is caused by the chemical reactions that take place when the rate of reaction
after the delay accelerates to an extent that noticeable combustion and a rise in cylinder pressure and temperature
occurs. The chemical reaction within and on the surface of the initial flame kernel causes energy to be released
during the ignition delay period. When the flame front is at this initial stage of propagation there are energy losses
via conduction, radiation, and convection of heat If too much of this energy is lost, the mixture will fail to propagate
and a misfire will result.
As compression ratio increases the requirement for charge motion in the chamber is reduced. Engines that have
high compression ratios generally require reduced ignition timing requirements due to the increased flame speed.
The design of the combustion chamber in a high compression engine is necessarily small. The compactness of the
chamber imparts its own charge motion and squish into the mixture.
We have included some sample ignition timing maps for gasoline engines that are typical for use on a street car.
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270
These examples include a naturally aspirated engine, forced-induction engine, and a high-compression engine.
These are conservative samples that should be used as a starting point only.
The tuner of the engine must use good judgment when selecting the appropriate timing map for the engine
EFI Components
Naturally Aspirated Piston Engines W/ Pent Roof Combustion Chamber
Ignition Timing
L
O
A
D
100
90
80
70
60
15
15
15
15
15
22
22
22
23
24
32
33
33
35
35
33
34
35
35
35
33
34
35
35
36
33
34
35
35
36
33
34
35
36
37
33
34
35
36
37
I
N
50
40
30
15
15
15
24
24
24
35
37
37
35
37
37
36
38
38
36
39
39
37
40
40
37
40
40
K
P
A
20
10
15
15
1000
25
25
2000
40
40
3000
45
45
4000
45
45
5000
45
45
6000
45
45
7000
45
45
8000
RPM
Turbocharged Piston Engines W/ Pent Roof Combustion Chamber
Ignition Timing
L
O
A
D
300
275
250
225
200
11
11
11
11
12
14
15
15
16
17
23
24
24
24
26
23
24
24
26
27
24
25
26
27
27
24
25
26
27
27
24
25
26
27
27
24
25
26
27
27
175
12
19
28
29
29
29
29
29
I
N
150
125
100
12
12
15
20
20
22
29
30
32
30
30
33
30
31
33
30
31
33
30
31
33
30
31
33
K
P
A
75
50
25
15
15
15
1000
23
24
25
2000
35
35
40
3000
35
35
45
4000
35
36
45
5000
35
36
45
6000
36
37
45
7000
36
37
45
8000
RPM
271
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272
Naturally Aspirated Piston Engines W/ Wedge Combustion Chamber
Ignition Timing
L
100
15
22
32
35
35
35
35
35
90
15
22
33
35
35
35
35
35
80
15
22
34
35
35
35
35
35
70
15
23
34
35
36
36
37
37
60
15
24
35
35
36
36
37
37
50
15
24
35
35
36
36
37
37
40
15
24
37
37
38
39
40
40
30
15
24
37
39
39
39
40
40
20
15
25
40
47
47
47
47
47
10
15
25
40
47
47
47
47
47
1000
2000
3000
4000
5000
6000
7000
8000
RPM
Turbocharged Piston Engines W/ Wedge Combustion Chamber
Ignition Timing
L
300
11
14
23
23
24
24
24
24
275
11
15
24
24
25
25
25
25
250
11
15
24
24
26
26
26
26
225
11
16
24
26
27
27
27
27
200
12
17
26
27
27
27
27
27
175
12
19
29
30
30
30
30
30
150
12
20
30
31
31
31
31
31
125
12
20
32
32
33
33
33
33
100
15
22
34
35
35
35
35
35
75
15
23
34
35
36
36
37
37
50
15
25
40
47
47
47
47
47
25
15
25
40
47
47
47
47
47
1000
2000
3000
4000
5000
6000
7000
8000
RPM
EFI Components
273
TPS (Throttle Position Sensor)

The TPS determines the position of the throttle blade in the throttle body. This input is used to determine rate of
throttle angle change (both positive and negative), idle position, and discrete throttle opening for TPS-based
calibrations. The TPS typically is a potentiometer bolted to the end of the throttle shaft. Rotating the throttle varies
the resistance, and consequently, the voltage returned to the ECU is a function of that resistance. The rate of
change is measured to determine whether a vehicle is accelerating or decelerating. Based on this rate of change,
the proper amount of fuel is either added or subtracted from the base calibration to achieve the proper amount of
fuel for the operating condition.
The TPS is also used to determine if the vehicle is idling. When the throttle is at rest, the vehicle is considered to
be either idling or under heavy deceleration, and the fuel and ignition calibrations are adjusted for optimum idle
characteristics. The TPS can be used as a calibration input if the AEM Infinity is set up to be a throttle position vs.
RPM based mapping scheme. This type of mapping allows the tuner to set up the fuel map based on the throttle
angle from 0 to 100% on the Y-axis of the map, with the X-axis being RPMs. This type of mapping is usually best
for naturally aspirated racing engines with individual runner inlet manifolds and no plenum chamber or very
aggressive cams.
While on the subject of throttle opening we must caution you to make sure that full throttle is achieved by having
someone verify that the throttle blade is opening fully and up against the stop on the throttle body while you
depress the throttle. Also, make sure that nothing interferes with the full range of the throttle opening, such as a
floor mat.
MAP (Manifold Absolute Pressure)
Before any discussion is held of what a MAP sensor is, it is necessary to understand what manifold pressure is.
The definition of pressure is the force per unit area, thus it is an intensive quantity formed as a ratio force and area.
So if a 100-pound force is exerted on a piston that has a total area of 100 in^2 the pressure acting on each square
inch is 100lb/100 in^2 or 1 PSI. If the same force were to be applied to a piston with an area of only 1 in^2 the
pressure exerted on the piston would be 100 lb/ 1 in^2 or 100 PSI. Now consider if a 100-pound person stepped on
a nail that has a tip that is only .010 diameter. This would yield a pressure of 10,000 pounds. (100 lb / .010 in^2 =
10,000 pressure)
Realistically, there is no such thing as manifold vacuum, just low manifold pressure. The average air pressure
exerted on Earth under standard conditions is 14.7 psi or 101.325 kilopascals (kpa). An engine ingests air by
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274
creating a differential of pressure across the engine via the movement of the pistons in their bores. When a piston
moves down the bore, pressure in the bore is reduced. When the inlet valve opens, the awaiting relative higherpressure air above the inlet valve enters the chamber and fills the void caused by the motion of the piston in the
bore. On an engine without a means of forcing air into the engine, the most this pressure can be is whatever the
atmospheric pressure of the day is. At sea level the average pressure is 14.7 psi.
It is common to refer to low manifold pressure as vacuum, which is how we will refer to low pressure for the
purposes of this discussion. Pressure is measured in two ways: one is absolute pressure, and the other is gauge
pressure. The difference between these is where the zero point of each scale starts. With absolute pressure, zero
is a complete void of all pressure. With the more common gauge pressure, zero is at standard atmospheric
pressure (14.7 psi). Anything below 14.7 psi is referred to as vacuum and anything above that is referred to as
boost or positive pressure.
Closed or very small throttle angles are associated with low manifold pressure (a vacuum on the gauge measuring
style), and large throttle angles or full throttle is considered high manifold pressure (0 on the gauge measuring
style).
Typical boost or vacuum gauges used in automotive applications use the gauge type of readout. In automotive
engineering, the absolute method of measuring pressure is used. To illustrate the different ways to read manifold
pressure refer to the accompanying chart.
We find it easiest to work with the accepted standard of kilopascals (kpa) of absolute pressure. It is important to
know the relationships of the various nomenclatures of pressure. The units of pressure in use today are;
1 bar (b) = 100 kilopascals (kpa) = 14.5 psi = 29.529 Hg
1 atm. = 101.325 kpa = 14.7 psi = 29.92 Hg = 1.01325 b
PSI Absolute
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00
9.00
Kpa
6.89
13.79
20.68
27.58
34.47
41.37
48.26
55.16
62.05
Inches Hg
2.04
4.07
6.11
8.14
10.18
12.22
14.25
16.29
18.32
Bar
0.07
0.14
0.21
0.28
0.34
0.41
0.48
0.55
0.62
Pressure Gauge
-27.89 in Hg
-25.86
-23.82
-21.79
-19.75
-17.71
-15.68
-13.64
-11.61
EFI Components
10.00
11.00
12.00
13.00
14.00
14.70
15.00
16.00
17.00
18.00
19.00
20.00
21.00
22.00
23.00
24.00
25.00
26.00
27.00
28.00
29.00
30.00
31.00
32.00
33.00
34.00
35.00
36.00
68.95
75.84
82.74
89.63
96.53
101.35
103.42
110.32
117.21
124.11
131.00
137.90
144.79
151.68
158.58
165.47
172.37
179.26
186.16
193.05
199.95
206.84
213.74
220.63
227.53
234.42
241.32
248.21
20.36
22.40
24.43
26.47
28.50
29.93
30.54
32.58
34.61
36.65
38.68
40.72
42.76
44.79
46.83
48.86
50.90
52.94
54.97
57.01
59.04
61.08
63.12
65.15
67.19
69.22
71.26
73.30
Bold type is standard atmosphere
0.69
0.76
0.83
0.90
0.97
1.01
1.03
1.10
1.17
1.24
1.31
1.38
1.45
1.52
1.59
1.65
1.72
1.79
1.86
1.93
2.00
2.07
2.14
2.21
2.28
2.34
2.41
2.48
275
-9.57
-7.53
-5.50
-3.46
-1.43
0
0.3 psi
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
Vacuum in Hg"
Standard ATM
Pressure in PSI
The MAP sensor provides manifold pressure information to the ECU for calibration based on MAP vs. RPM. The
MAP information is used in both the fuel and ignition Y-axis of their respective maps. On racing engines that use
individual runner manifolds, a TPS based fuel map can be used while the ignition can be MAP based. This is
desirable because the ignition should always be load based to provide knock free operation.
A MAP sensor reads in absolute pressure, just like the name implies. The amount of pressure indicated by the
sensor depends on the amount of voltage feedback delivered to the ECU. As the throttle is opened and closed, or
boost is built up in the manifold, the sensor reacts to the changing pressure and outputs a voltage signal to the
ECU based on the given pressure.
The MAP sensor has three leads: 5V+ into the MAP sensor, a return to the ECU based upon the resistance of the
MAP sensor, and a ground. A MAP sensor MUST have a hose routed to it from the inlet manifold in order to read
manifold pressure and it MUST receive a constant pressure signal to it at all times. If the pressure signal
fluctuates, the calibration will be adversely affected because the fuel and ignition values will cycle with the MAP
signal.
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276
To avoid varying MAP signals, the pressure line must be connected to the intake plenum. In the case of individual
runner manifolds, TPS-based mapping is best.
If a MAP sensor is used for boost compensation or load sensitive ignition timing, an accumulator must be used.
An accumulator is a common closed container that has a hose from each runner routed to it. An accumulator
dampens the pulsing commonly found in this type of manifold set up, which will aid in the delivery of a steady MAP
signal. Note: A fuel pressure regulator can have its pressure source routed to an accumulator for the same
reasons.
The AEM Infinity has a variety of MAP sensor ranges to suit everything from naturally aspirated engines, to forced
induction engines up to whatever boost can be generated by the turbo or supercharger(s).
IAT (Inlet Air Temperature)
Manifold Air Temp Sensors (MAT) and Inlet Air Temp Sensors (IAT) are variable resistance thermistors that send a
return voltage signal back to the ECU based on the inlet air temp either in the inlet manifold or in the inlet duct to
the throttle body. The ECU outputs a +5V power to the sensor and the return voltage is based on the resistance of
the sensor. These sensors are also used as auxiliary temp sensors for any air temp measurement, such as
intercooler inlet and outlet temps.
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277
The AEM Infinity is compatible with virtually all MAT & IAT sensors. Based on the inlet air temp readings provided
by an MAT or IAT, an ECU can add or subtract fuel or ignition timing depending on the given conditions. For
example, a typical use for an IAT sensor is to change the ignition timing and fueling of an engine based on inlet air
temp. This is particularly useful on forced induction engines where inlet air temps can increase dramatically.
For more information, go to Air Temperature
94
CLT (Coolant Temperature)

The coolant temperature sensor (CLT) is a variable resistance thermistor (thermal resistor) that sends a return
voltage back to the ECU based on the temperature of the engine coolant. This sensor can also be used for virtually
any other type of automotive fluid if it is located in that liquids respective reservoir. Unlike other types of sensors
that emit voltage signals to the ECU, with CLTs the ECU outputs a +5V signal to the CLT and the sensors
resistance determines the return voltage. The AEM Infinity is compatible with virtually all CLT sensors.
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278
The CLT provides the ECU with engine temp information. The AEM Infinity modifies the base fuel calibration during
start and warm up based on the CLT input. In addition to adding fuel, a CLT can signal to the ECU to modify
ignition timing at varying engine temps for optimum performance. On race cars, ignition timing is typically advanced
during warm up to heat the engine faster. Race cars use an ignition based warm up because usually idle speed
motors are not used. On streetcars, where clean emissions are important, we reduce timing based on CLT input to
light the catalytic converter(s) off sooner.
For more information, go to Coolant Temperature
96
O2 (Oxygen Sensor)
There are many types of O2 sensors that are employed by vehicle manufacturers, and it is well beyond the scope
of this manual to describe all of them. An O2 sensor provides a reading of the air/fuel ratio (AFR) to the ECU so
that it can make the necessary fuel calibration corrections to achieve a desired Air Fuel Ratio (AFR).
An O2 sensor works by sensing whether there is an abundance or lack of oxygen in the exhaust gases, depending
on whether the gas mixture is too rich or too lean. If there is excess oxygen and the mixture is too lean, output
voltage from the O2 sensor to the ECU will be high. The ECU may then compensate by adding fuel. The converse
is true of rich mixtures.
Common O2 sensors include 3, 4, and 5-wire heated or wide-band sensors. Three- and 4-wire sensors are ideal for
determining whether a vehicles AFR is at the optimum stoichiometric ratio. Stoichiometric ratio refers to the ideal
mixture of fuel and air by mass to completely consume both reactants (gas and air) with nothing left over. Based on
the properties of most pump gasoline used today this ratio is typically a 14.64:1 air/fuel ratio. Although this ratio
provides the best combustion characteristics with the least emissions output and optimum catalytic converter
performance, it is NOT the best AFR for maximum power at full throttle or under boost. This mixture is too lean and
may cause engine damage.
Typical production vehicle oxygen sensors rely on Nernst Cell technology, commonly called Narrow Band and
sometimes erroneously described as Wide Band. This is a very cost effective method that outputs a voltage
based on the oxygen content of the gas being sampled. It is accurate in the region surrounding stoichiometric
operation and leaner. Unfortunately, in the rich region where high performance engines usually operate, their
accuracy and repeatability is virtually non-existent.
EFI Components
279
Characteristic curve of a Nernst Cell O2 Sensor

The rich region output of narrow band O2 sensors is temperature dependent, which renders it useless if an
accuracy better than 1.5:1 AFR is desired. This is immediately obvious given the fact that a single output voltage
actually represents wildly different air fuel ratios depending on the unregulated and unmeasured sensor
temperature. These sensors were designed for operating closed loop around stoichiometry (14.64:1 for gasoline),
and for performance tuning they are useless.
The AEM Infinity includes dual internal UEGO controllers. Only a Bosch LSU4.2 UEGO Sensor may be used. This
system is accurate and repeatable to 0.1 of an air/fuel ratio point. With this, there is no abrupt oscillation as found
in many competitor systems, which typically utilize a narrow band oxygen sensor detecting only stoichiometry.
sensor. This type of UEGO sensor is commonly referred to as laboratory grade and works on a different principle
than the narrow band oxygen sensor found in most vehicles. Its unique design makes precision AFR
measurements possible over the entire operating range.
UEGO sensors use a current pump to determine the actual oxygen concentration within the sensing element. The
output is in the form of a very small current, which varies depending on the air-fuel ratio. This is completely different
from a narrow band oxygen sensor, which directly outputs a voltage. The UEGO sensor design allows
measurement of the exact air fuel ratio over the entire operating range.
The following is a chart of typical AFRs. Note that every engine is different and this may not be the optimum
set up for your particular vehicle. The AFRs on this chart are very conservative to minimize the potential for
engine damage. These AFRs depend on the condition that ignition timing and fuel octane are adequate enough to
prevent knocking. The very low loads found in the lower right corner occur during deceleration, and because there is
no work being done by the engine, AFRs during deceleration can be very lean. We have seen AFRs of 20.0:1
during deceleration runs.
Naturally Aspirated Piston Engines W/ Pent Roof Combustion Chamber
Air/Fuel Ratio
Infinity User Guide

280
L
100
13.0:1
13.0:1
13.0:1
13.0:1
13.0:1
13.0:1
12.8:1
12.8:1
90
13.5:1
13.5:1
13.5:1
13.5:1
13.5:1
13.5:1
13.5:1
13.5:1
80
14.0:1
14.0:1
14.0:1
14.0:1
14.0:1
14.0:1
14.0:1
14.0:1
70
14.0:1
14.2:1
14.2:1
14.2:1
14.2:1
14.2:1
14.2:1
14.2:1
60
14.0:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
50
14.0:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
40
14.0:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
30
14.0:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
20
14.0:1
14.7:1
14.7:1
14.7:1
14.7:1
15:1
15:1
15:1
10
14.0:1
14.7:1
14.7:1
15:1
15:1
15:1
15:1
15:1
Idle
Maximum
RPM
Turbocharged Piston Engines W/ Pent Roof Combustion Chamber

Air/Fuel Ratio
L
300
13.0:1
12.5:1
12.2:1
12.2:1
12.2:1
12.2:1
12.2:1
12.2:1
275
13.0:1
12.8:1
12.5:1
12.5:1
12.2:1
12.2:1
12.2:1
12.2:1
250
13.0:1
12.8:1
12.5:1
12.5:1
12.2:1
12.2:1
12.2:1
12.2:1
225
13.0:1
12.8:1
12.8:1
12.8:1
12.5:1
12.5:1
12.5:1
12.5:1
200
13.0:1
12.8:1
12.8:1
12.8:1
12.5:1
12.5:1
12.5:1
12.5:1
175
13.0:1
13.0:1
13.0:1
12.8:1
12.8:1
12.8:1
12.8:1
12.8:1
150
13.0:1
13.0:1
13.0:1
13.0:1
13.0:1
13.0:1
12.8:1
12.8:1
125
13.0:1
13.0:1
13.0:1
13.0:1
13.0:1
13.0:1
12.8:1
12.8:1
100
13.0:1
13.0:1
13.0:1
13.0:1
13.0:1
13.0:1
12.8:1
12.8:1
75
14.0:1
14.2:1
14.2:1
14.2:1
14.2:1
14.2:1
14.2:1
14.2:1
50
14.0:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
25
14.0:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
14.7:1
EFI Components
Idle
281
Maximum
RPM
The AFR is often referred to as a Lambda (l) number. A Lambda of 1.00 is equal to the stoichiometric ratio for the
reactants in a system. For our purposes, the stoichiometric ratio is the ratio for the amount of ANY fuel used in an
internal combustion engine. With Lambda measurement, any number higher than 1.00 is considered lean (more air
than necessary to react with the fuel) and any number lower than 1.00 is considered rich.
Although Lambda is the term most often used when working with O2 sensors, we will use AFR in this manual
because it is the most common term used when referring to internal combustion engines. The following is a chart
for converting Lambda values to AFRs.
Lambda to AFR Conversion Chart
Lambda
AFR
Lambda
AFR
Lambda
AFR
Lambda
AFR
1.3
19.03
1.14
16.69
0.98
14.35
0.82
12.00
1.29
18.89
1.13
16.54
0.97
14.20
0.81
11.86
1.28
18.74
1.12
16.40
0.96
14.05
0.8
11.71
1.27
18.59
1.11
16.25
0.95
13.91
0.79
11.57
1.26
18.45
1.1
16.10
0.94
13.76
0.78
11.42
1.25
18.30
1.09
15.96
0.93
13.62
0.77
11.27
1.24
18.15
1.08
15.81
0.92
13.47
0.76
11.13
1.23
18.01
1.07
15.66
0.91
13.32
0.75
10.98
1.22
17.86
1.06
15.52
0.9
13.18
0.74
10.83
1.21
17.71
1.05
15.37
0.89
13.03
0.73
10.69
1.2
17.57
1.04
15.23
0.88
12.88
0.72
10.54
1.19
17.42
1.03
15.08
0.87
12.74
0.71
10.39
1.18
17.28
1.02
14.93
0.86
12.59
0.7
10.25
1.17
17.13
1.01
14.79
0.85
12.44
0.69
10.10
1.16
16.98
14.64
0.84
12.30
0.68
9.96
1.15
16.84
0.99
14.49
0.83
12.15
0.67
9.81
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KNK (Knock Sensor)
The knock sensor is like a microphone mounted to the engine block that is used to detect combustion knock.
Every engine is different with respect to the amount of noise it generates. In most production engines, the
sensitivity of the knock sensor is based on an average noise profile generated during dyno testing. A knock sensor
that has a slightly lower threshold of sensitivity to knock is used to compensate for variances in engine noise.
When the engine makes noise in frequencies and amplitude higher than the baseline noise profile, the sensor
senses knock and the ECU reduces ignition timing until the noise (knock) is suppressed. Engines that have knock
sensors on them from the factory need to have the baseline noise profile recorded when setting up the AEM Infinity.
For information on tuning with knock sensors, go to Knock Control
196
PPS (Pedal Position Sensor)

For safety, modern cars use electronic throttle control (ETC) or sometime called drive-by-wire (DBW) throttle
bodies. The butterfly valve is no longer directly controlled by the throttle pedal via a simple cable. The ECU relies on
inputs from the pedal position sensors and other inputs from various sensors. An output is then provided to control
the DBW motor.
The PPS is similar to a TPS as they are both potentiometers. However, instead of mounted on the butterfly valve,
PPS are mounted on the throttle pedal. Pushing in the "gas" effectively rotates the pedal and varies the resistance.
Consequently, the voltage returned to the ECU is a function of that resistance. The rate of change is measured to
determine whether a vehicle is accelerating or decelerating. Based on this rate of change, the proper amount of fuel
is either added or subtracted from the ECU calibration to achieve the proper amount of fuel for the operating
condition.
EFI Components
283
CMP/CKP (Cam/Crank Position)

Cam and crank position sensors are typically either VR (Variable Reluctance) "Mag" or Hall Effect. Hall Effect
sensors use three wires and produce a digital square wave. VR sensors use two wires and produce an analog
sinusoidal wave. VR sensors are better for high temperature applications and are less expensive than "Hall"
sensors.
When the teeth on a toothed wheel pass by a sensor, the sensor creates a voltage pattern that is used by the
ECU for many important calculations. The example below shows two different toothed wheels, one that rotates with
the crankshaft. The other rotates with the camshaft (1/2 engine speed). Representative voltage signal patterns for
one complete engine cycle (2 revolutions) are also shown. The calibration file must contain the proper settings to
define this pattern for the ECU.
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The diagram above illustrates a very basic even tooth pattern along with fuel output phasing and spark output
phasing setups. Many different crank and cam input configurations are possible with an AEM Infinity, however, the
firmware used is specific to the timing pattern.
IAC (Idle Air Control)

Idle air control (IAC) systems are used to stabilize idle speed during cold engine and after warm-up operations. The
IAC system regulates the volume of air bypassed around a closed throttle butterfly valve. The Infinity controls the
IAC system by applying various input signals from the user-programmable software file. There are two major types
of IAC systems. The stepper idle air control motor is, typically used by Toyota, Dodge, Mitsubishi, etc. The pulse
width idle air control valve is commonly used by Honda, Subaru, Ford, Nissan, Volkswagen, etc. This instruction
EFI Components
285
manual will address both types of IAC systems.
The stepper motor IAC valve (shown below) consists of a step-motor with a seat, magnetic rotor, valve, four wires to
each of the four coils and can vary bypass airflow by positioning its valve into one of many possible steps.
Basically, the higher the IAC valve step number, the larger the airflow opening and the greater the volume of air
bypassed around the closed throttle. However, if a voltage pulse is applied backwards, the motor will step in the
other direction. The motor step will open or close, based on the number of pulses and the direction desired.
The advantage of a step type IAC motor is that once the motor is in the proper location, no signal or power is
required to maintain this position. The only time action needs to be taken is when changing the location of the
motor. The downside is there is an uncertainty to where the motor is at any given time. This can be overcome by
routinely resetting the IAC motor to a known location. With tuning, this is achieved by stepping the motor all the
way to its limit. However, this may damage the motor if not set correctly. This will reset the motor.
Stepper motors do not have a position sensor. The location at engine start has to be assumed since there is no
time for it to reset. Therefore, it must be parked in a known location when the engine is turned OFF. Parking of the
stepper motor is crucial. After the engine is shut off, the Infinity keeps power to the main relay and then resets and
parks the stepper motor. This takes about 57 seconds and is usually unnoticed by the user.
The other major IAC system is a pulse width duty cycle valve, shown below. This system regulates air bypass
volume by utilizing a duty cycle controlled solenoid. This electric solenoid controls an air valve which blocks
passage of air from the intake pipe to the intake manifold. Since this solenoid is incapable of flowing high air
volume, a separate mechanical air valve is typically used to perform cold fast idle. With this type system, the
Infinity varies bypass airflow by changing the duty ratio of the command signal to the IAC valve. By increasing the
duty ratio, the Infinity holds the air bypass valve open longer, causing an increase in idle speed.
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286
The advantage of this type of IAC system is that it does not need to park and because it does not take steps, the
valve is always at a known position. The disadvantage of this type of IAC system is that power is required to
maintain idle unlike the stepper motor type. Pulse width idle air control systems also require specific frequencies to
operate.
For more information, go to Idle
212
FCS (Fuel Composition Sensor)

The Fuel Composition Sensor (FCS) is used for "flex" fuel. These vehicles can run on a more environmental friendly
ethanol based fuel which is commonly made from sugar cane or corn. It has roughly 30% less energy than
standard pump gas, depending on the blend. E85 is the most common blend, which consists of 85% ethanol and
15% petroleum. This lack of energy does a couple things: It causes an increase in fuel consumption, but increases
the air/fuel cooling characteristics as more fuel is required. Furthermore, ethanol has a much higher latency heat of
evaporation than gasoline which also increases the cooling efficiency properties.
This information can then be used to add more injector pulse width, advance the ignition timing, and add boost
pressure, if applicable.
EFI Components
For more information, go to Flex Fuel
287
235
Fuel System Setup

Fuel Plumbing
Even with proper injector and fuel pump sizing, a fuel system will not flow adequately unless the hoses that deliver
the fuel to the fuel rail are of sufficient size and are routed properly. On systems that use the PNP version of the
AEM Infinity, there is no need to replace the fuel delivery hoses unless the engine is heavily modified.
NEVER route fuel hoses through the interior of a car. Put bluntly, this is a dangerous thing to do. Whenever
possible, use a delivery tube to make the connection from the pump discharge to the filter in the front of the car.
The lines should be rated to withstand at least twice the maximum pressure of the EFI system.
Using the above parameters of our sample engine with moderate boost, we expect to see pressures in the 6570
psi range. This will require a line with at least 140-psi rating (most AN hoses exceed this by a large margin). When
routing fuel lines, it is imperative that they are protected from road hazards and the exhaust system. The fuel line
should NEVER be routed near battery cables. Use clamps to secure AN hose every 15 inches, or 24 inches if a
rigid tube is used.
The following table will help you determine which hose size is correct for your application: These sizes are based
on a nominal fuel pressure of 40 psi.
Fuel Delivery Hose Sizes
Gasoline Powered Engines
Up to 499 HP
.344 hose
500799 HP
.437 hose
9001100 HP
.562 hose
-6 AN
-8 AN
-10 AN
Methanol Engines
Up to 499 HP
500799 HP
9001100 HP
-8 AN
-10 AN
-12 AN
.437 hose
.562 hose
.687 hose
The above table should be used for typical passenger car applications. However, for custom applications the hose
run length will affect fuel delivery. If you have a long hose run, then the actual flow will have to be determined by
running the fuel pump into a graduated cylinder, then measuring the flow vs. time and calculating the flow in gallons
per hour (g/h). Also note that if fuel banjos are used in the system be sure they have adequate fuel flow capability.
The fuel return hoses should be one size smaller than the delivery hose. For the sample engine described above,
we would use a .437 (-8 AN) delivery hose and a .344 (-6 AN) return hose.
Before a fuel system is assembled in the vehicle, inspect for debris and damages. Make sure to have a fire
extinguisher near by in case of fire when inspecting. After the fuel system is installed you must inspect the
integrity of the entire system. Begin by purging the lines. To do this, run the fuel pump with the hose that connects
to the fuel rail placed in a grounded container. This will eliminate any debris left in hose during its manufacturing
process. Inspect the fuel rail for cleanliness before starting the engine. Make sure that the fuel pressure is set
correctly for your application. Then, reattach all of the hoses and run the fuel pump by switching the ignition to the
ON position (DO NOT turn over the engine at this time), and visually inspect all of the connections for fuel
seepage or leaks. If any seepage or leaks are present in the system, repair them before proceeding.
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288
Fuel Pump
To achieve proper fuel delivery, you must select the right fuel pump for your vehicle. In most cases, where the
engine has been modified only with bolt on performance items, there is rarely need for a larger fuel pump or larger
injectors. Vehicle manufacturers typically design a safety factor into the fuel pump to accommodate the
deterioration of the fuel system over time. This safety factor is intended to compensate for a fuel filter that is
nearing the end its life, or for deposits in the injector orifice. Our research has revealed that generally there is about
a 15%20% oversize in most factory fuel pumps.
If the engine is enhanced via forced induction or nitrous oxide, the stock fuel pump is inadequate. If the engines
Fuel System Setup
289
power is increased more than 1520% fuel delivery must increase as a factor of the power gain.
The way to determine the proper-size fuel pump is based on the desired brake specific fuel consumption (BSFC) of
the engine. This term refers to how much fuel in pounds per hour (pph) the engine consumes per horsepower and is
a measure of the efficiency of the engine. It is a useful term in determining the total fuel requirement of the engine.
On vehicles equipped with forced induction or nitrous oxide, higher BSFCs are required as an added measure of
safety to prevent detonation or high combustion chamber temperatures. Below is a guide of BSFCs with standard
CR that AEM uses for various engines that run on gasoline:
Naturally Aspirated engines have a BSFC of .48 to .50.

Forced Induction engines have a BSFC of .65 to .68.
Methanol (alcohol) powered engines require twice the amount of fuel, so the BSFCs are doubled.
Calculating the total fuel requirement of an engine requires simple equations that we outline in the following section.
You must know how much power the engine is anticipated to make and we recommend that you guess on the high
end. The fuel requirement will be determined in pounds per hour of fuel flow. Since most pumps are rated in gallons/
hour you must know the weight of your fuel/gallon. (The vast majority of gasoline based fuels run at 7.25 lbs./
gallon.) The equations to determine your fuel requirement is as follows:
(Power x BSFC) x (1 + Safety Margin) = pounds/hour

Pounds/hour / 7.25 = gallons/hour
An example of this equation is:
500 hp gasoline engine using moderate boost with a 30% safety margin
(500 x .625) x 1.30 = 406.25 lbs/hr
406lbs/7.25 = 56 gallons/hour
If the pump that is being considered is rated in liters per hour, use the conversion factor of 3.785l/gallon.
The pump described above would be rated at 56 gallons x 3.785 liters = 211.96 liters/hour.
In the fuel pump sizing, always use a safety margin greater than 20%.
The fuel pump should be located at a level that corresponds to the lowest part of the fuel tank. This does NOT
mean that the pump should be in a vulnerable position such as hanging below the tank. The pump should also be
positioned so that it is protected from the road hazards (speed bumps, curbs, road debris, etc.). In the event of an
accident, the vehicle structure around the fuel pump should not deform to a point where the pump and its electrical
connections are compromised.
The wiring for the fuel pump MUST be rated for the amperage of the pump. As with all high current wiring, a fuse
rated for the amperage of the pump should be used. It is always better to err on the large side for the wire size. The
ground for the pump must be the same size as the power lead and be mounted to a location that is clean and clear
of any undercoating or paint.
Fuel Injector
A fuel injector is a valve that can be opened and closed very quickly. To open the valve, current must flow through a
solenoid contained in the upper part of the injector assembly. The Infinity triggers the injector by providing a ground
path to the negative terminal. Fused power is provided to the other terminal from the harness.
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The Infinity is compatible with both high and low impedance injectors. To utilize the features of the Infinity's internal
peak and hold injector drivers, low impedance injectors must be used to increase the current draw properly.
To determine the size of the injectors, the total engine power must be estimated or known. The fuel pump
calculations and BSFC information mentioned in the Fuel Pump 288 section of this document provides a good
understanding of the fuel requirements for an engine. The following equation will allow you to determine the
requirements of your injectors:
((Power x BSFC) x (1 + Safety Margin))/Number of Injectors = pounds/hour
An example of this equation is:
6 CYL. engine rated at 500 hp on gasoline using moderate boost with a 15% safety margin on the injector
500 x .625 = 313 lbs/6 = 52 lbs/hr/ injector. 52 x 1.15 = 60lbs/hr/ injector
If we take the flow of the injector (60 lbs/hr) and multiply it by the number of cylinders (6), we arrive at a total of 360
lbs/hr of flow. As you can see, the fuel pump described in the fuel pump sizing section referenced above has
enough capacity to feed the engine with a little room to spare.
It is a good idea to know the maximum operating pressure of the fuel injectors. In some cases the fuel injector will
not open if the fuel pressure exceeds the design limit of the injector. Also, at the higher pressures the injector fuel
flow may become non-linear and cause inconsistent fuel delivery, usually creating a lean condition. Most injectors
can withstand up to 70 psi. Many of the pintle style injectors can withstand higher pressure.
Fuel System Setup
291
In the fuel injector sizing, always use a safety margin between 1520%.
For more information, go to Injector Setup
88
Fuel Pressure Regulator

The fuel pressure regulator maintains a constant pressure across the fuel injector. The inlet manifold pressure
varies with throttle angle, and engine speed. Small throttle angles and high engine speed produce low manifold
pressure (high vacuum). While high throttle angles and low rpm give high manifold pressure. In addition to these
conditions, low manifold pressure is associated with idle and high manifold pressure is at full throttle. It is the fuel
pressure regulators job to keep a constant fuel pressure across the injector(s) regardless of manifold pressure.
Currently, there are several types of fuel pressure regulators in use. Many late model cars use a return-less system
where the fuel pressure regulator is mounted in the fuel tank adjacent to the fuel pump (and therefore requires no
return line back to the fuel tank). In most naturally aspirated applications these types of systems are adequate.
With forced induction or heavily modified engines, an adjustable fuel pressure regulator with manifold vacuum
reference must be fitted.
The two common types of fuel pressure regulators used are non-adjustable and adjustable. As the name implies, a
non-adjustable regulator is set at a fixed value and is manifold-vacuum referenced (whenever a regulator is said to
be vacuum referenced, this means that the inlet manifold vacuum/pressure is ported into the chamber above the
regulator diaphragm).
As manifold pressure increases, the pressure in the top chamber of the pressure regulator increases along with it,
allowing the regulator to compensate for the increased demand of the fuel delivery system.
Keep in mind that at idle or low throttle openings with high rpm, there is very low manifold pressure (vacuum). This
tends to literally draw fuel from the injector. As manifold pressure increases (as the throttle is opened), this vacuum
dissipates and it is harder for the fuel to discharge from the injector. The regulator reacts to the differences in
manifold pressure to maintain constant fuel pressure across the injector. There is a spring in the vacuum (top)
chamber of the fuel pressure regulator. The springs pressure on the diaphragm determines the fuel systems static
pressure. The systems static pressure is the amount of pressure measured with the vacuum hose disconnected or
with the engine turned off. The fuel systems static pressure is higher than the fuel pressure at idle or under high
vacuum conditions.
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292
When the engine is running, the engine vacuum acts against the spring and the effect of the vacuum diminishes as
the throttle is opened. At idle, there is a high amount of fuel returned to the tank because the vacuum is pulling the
diaphragm seat off of the fuel return orifice, reducing fuel pressure. As the throttle is opened, the diaphragm seat
starts to close off the orifice, restricting the amount of fuel flow through the return line.
An adjustable regulator allows the static pressure to be raised or lowered via an adjusting screw that acts on the
diaphragm spring. On most adjustable regulators, when the screw is turned IN pressure raises and when it is
turned OUT pressure is reduced. Although we highly recommend installing a proper fuel delivery system, raising or
lowering fuel pressure can compensate for fuel injectors that may not be properly sized for an application.
Most aftermarket fuel pressure regulators (and OEM regulators) use a 1:1 ratio of fuel to boost pressure for
increasing fuel pressure in applications where forced induction is used. This means that for every psi of boost, fuel
pressure is increased one psi. This ensures adequate fuel delivery under boosted conditions.
For more information, go to Fuel Pressure
100
Fuel Filter
Often overlooked in EFI installations, the fuel filter must have the capacity, filtering efficiency and burst strength to
withstand the pressures of an EFI system. It must be able to flow the amount of fuel that matches the maximum
fuel pump output. The filter is always located after the fuel pump, however it does not matter if it is positioned in the
front or rear of the vehicle. (We prefer to put it toward the front for easy serviceability.) AEM carries fuel filters for
high-powered engines, which use an easy to find, high volume, replaceable element.
It is imperative that a pre-filter be mounted to the fuel pick up in the tank. These filters are very high volume and
create very little pressure drop. The use of a pre-filter ensures long fuel pump life and can eliminate low flow
conditions caused by debris entering the pump inlet.
Fuel Rail
The fuel rail should be consistent with, or larger than, the hose size. The additional capacity of a large-diameter fuel
rail helps to dampen the pulsations created by the fuel injectors and ensures even fuel delivery under all conditions.
Fuel System Setup
293
Many vehicle manufacturers use a pulse dampener to reduce the pulsations in the fuel rail caused by the opening
and closing of the injectors. (A dampener also reduces the noise of the injectors.) In applications where a new fuel
system must be installed, a fuel pressure dampener is integral to ensuring consistent fuel flow to the injectors.
AEM fuel rails have a provision for a pulse dampener. The dampener assembly part numbers are:
Honda PN:
Honda PN:
Honda PN:
AEM PN:
16680-PE7-661
16705-PD1-003
90428-PD6-003
2-602
Dampener
Inner Gasket
Outer Gasket
Fitting for Rail
Wiring Harness
Wiring
Wiring Conventions
A proper wiring job includes proper termination of the wire at the sensor. The wire terminal end must be moisture
tight where it plugs into the sensor and it must have strong, electrically sound terminals. The preferred method of
securing a wire to a terminal is to use a crimp terminal with NO solder. It is important to use the proper crimping
tool for sound terminal construction. Plastic terminal plugs must have moisture tight seals. Inspect each plug to
make sure the seals are in place. Also, before the plug is installed on the sensor, apply a dab of di-electric grease
in the terminal slots to further aid in corrosion resistance.
If a splice into a wire must be made and no solder-less terminals are available, then you must properly solder the
splice.
Noise can be a serious problem and can cause intermittent misfiring of the engine. Every precaution should be
taken to prevent interference to the ECUs operation. Resistive plug leads are REQUIRED, and shielded cables
from the crank and cam angle sensor inputs are highly recommended. All AEM Infinity wire harnesses come with
properly shielded cables and are color coded for easy identification of circuits. They are also shrink wrapped for
abrasion protection. The crank and cam angle sensor wire has a bare wire running down the length of it. It is NOT
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294
terminated at the sensor end of the cable because we ground it at the plug end of the harness. DO NOT GROUND
THIS WIRE! This will cause a condition called ground looping and will remove any noise protection the cable has.
To eliminate or reduce the chance of EMI, wires that carry high current must run in twisted pairs. An example of
this would be the power leads from a multiple spark ignition system. These ignition systems can carry up to 100
amps for a couple milliseconds at the time of discharge, which induces a strong magnetic field in close proximity of
the wires.
The routing of the wire loom is critical to EFI system performance and safety. The following safety considerations
should be made when installing the wire loom:
Heat protection: the loom should be placed away from or insulated from sources of heat. The obvious
item(s) that should be avoided are the exhaust manifolds, EGR delivery tubes, and turbochargers. If it is
absolutely necessary to route a wire in close proximity to any of these items, then a suitable insulator
must be used.
Noise suppression: do not route wires near the HT leads. For coil-on-plug ignition systems this is not as
critical.
Moving component protection: route wires away from moving components such as fans, the blower belt, or
the throttle linkage. Also, make sure the wires are not under any strain when the engine is at full deflection
on the motor mounts. (We have seen map sensor wires disconnect while under full acceleration because
the motor mounts were bad.)
Never have the wires in exposed bundles throughout the engine compartment. A professional harness has
shrink tube over it to resist abrasion and chemical damage to the wire loom.
Wiring Harness
295
Tools
AEM recommends using the following proper crimp tool for all Infinity ECU terminations, Molex Part No: 638114200. This tool is available in many places. One is shown below. Web address: http://www.newark.com
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296
A cheaper, but lower quality, alternative is the following crimp tool, Molex Part No: 63811-1000. This tool is
available in many places. One is shown below. Web address: http://www.newark.com
Grounding
The Infinity must have an electrically secure ground connection, which means that the battery negative must be
properly grounded to the chassis AND engine. The ground wire, whether it is from the battery or to the chassis and
engine, must have perfect electrical conductivity. This means that there must not be any paint or rust under the
wire terminal. Make sure to install the ground wire to contact bare/exposed metal of the vehicle component. To
prevent rust build up, we recommend applying a protective layer of dielectric grease, such as Standard Ignition SL4, to the bare metal surface. The ground wire must be at least the same gauge as the power lead to the ECU.
AEM also recommends that the ground wire be as short as possible.
Power Requirements
The Infinity requires a minimum supply voltage of 10V or greater to run. We recommend that the Infinity be supplied
with 13.8V nominal operating voltage. Ensure that the vehicles charging system is in perfect operating condition
prior to installing. Like most modern OEM ECUs, the Infinity requires a main relay for proper power distribution.
Please refer here 333 for Infinity-8/10/12 examples and here 332 for Infinity-6/8h examples.
Wiring Harness
297
General Purpose Outputs

General purpose outputs (GPO) are one of the many things that separate a programmable ECU from a chipped or
reflashed ECU. These outputs can be triggered for multiple actions based on engine speed, throttle position, engine
load, coolant temperature, vehicle speed, etc.
Before proceeding, check the Application Notes included with your Infinity ECU to see which, if any, spare GPOs
are available. Some vehicles will use more outputs than others. For instance, there are many outputs required to
drive the various solenoids associated with an automatic transmission.
There are two types of GPOs: LowsideSwitch and HighsideSwitch outputs. The Infinity LowsideSwitch outputs a
4A (max) capable ground signal. The HighsideSwitch outputs a 0.7A (max) capable 12V signal.
The picture above depicts a HighsideSwitch output controlling a low current buzzer. This is similar to how a
LowsideSwitch would be wired, except it would be connected to a 12V source instead of a ground lug ring terminal.
If the component being driven runs higher than the specified driver's capability, it is recommended to wire in a relay
to the circuit.
Injectors
The Infinity ECU has integrated peak and hold injector drivers. This means the Infinity can drive high impedance or
low impedance fuel injectors without using resistors to keep the current low. Note: With fuel injectors, polarity does
not matter. This means the positive and negative wires can go on either injector pin.
AEM P/N 30-2020 (Optional)
This Bosch Style Injector Connector Kit contains the parts to assemble 4 injector connectors. The kit contains
Four Bosch style female injector connectors and 10 contacts (2 extra contacts are included for spares).
IMPORTANT!
The contacts are Pull to Seat meaning you must feed the wire through the connector housing BEFORE you crimp
on the contacts. The wire is then pulled back into the housing and the contact locks in place. The contact cannot
be inserted or removed from the rear (wire side entry) of the housing.
Contacts (10 Included)
Plating
Cable Range
Outside Cable Diameter
Tin Plated
1.000.05 mm2
2.402.03 mm2
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Temperature Range
Resistance in mOhms at 20 mV
Voltage Drop in mV per amp
-40 to 125 C
> 10.0 Ohms
> 3.0 Ohms
Housing (4 Included)
Color
Cavities or Contacts
Gender
Temperature Range
Resistance at 20 mV
Voltage Drop per amp
Exterior Dimensions
Seating Process Pull To Seat
Black
2
Female
-40 to 125 C
> 10.0 mOhm
> 3.0 mV
27.8L X 29.6W X 20H
Ignition System
The diagram below illustrates a basic inductive ignition system setup with four independent ignition outputs (Coils
14).
Wiring Harness
299
Transistors serve many functions but in this case they are applied as Power Drivers. The input circuit to the
transistor from the ECU requires very little current flow to turn the transistor ON. When the transistor is ON, a high
current capacity path is created between the coil negative terminal and ground. High current means more
temperature to dissipate. A stand-alone ignition driver module or a driver module built into a coil assembly is
designed to efficiently dissipate this heat. The more current flow, the more heat must be dissipated. The amount of
current the drivers must sink to ground during each charge and fire event is determined by the dwell time settings.
What is Dwell Time? The diagram below describes dwell time.
The process begins when the ECU sends a signal to the transistors turning on the current to the ignition coils
primary winding. This charging' stores energy in the coils magnetic circuit. The current is then switched off. As the
magnetic field begins to collapse the coil tries to resist the drop in current causing the voltage in the secondary
winding to rise rapidly, this high voltage breaks down the air/fuel mixture in the spark gap allowing a spark to pass,
causing ignition of the air/fuel mixture.
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300
AEM P/N 30-2840 (Optional)

This Four Channel Coil Driver is custom manufactured to AEMs specifications by HCO Electronic GmbH in their
ISO 9001 facility in Germany. It has been specially designed by AEM for driving the high power dwell controlled
ignition coils commonly found on performance engines.
The 30-2840 Kit contains:
Four Channel Coil Driver
Five Pin Mating Connector
Four Pin Mating Connector
10 Terminals & Wire seals (one extra of each as a precaution)
Mounting hardware
Thermal Grease
Wiring Harness
Four Channel Coil Driver Connections

Coil Driver
Connect to
ECU Coil 1 Output
Infinity harness, IGN 1
ECU Coil 2 Output
ECU Coil 3 Output
ECU Coil 4 Output
Ground
Infinity harness, PWR GND
Coil 1 Negative Terminal
301
Infinity User Guide

302
CDI Installations
The ignition outputs from the Infinity are considered a falling edge fire signal where signal high is dwell time. A coil
driver will invert the signal from the Infinity pulling the signal low (ground) and allowing current to flow through the
coil primary windings. Some CDI ignition boxes are only capable of triggering on the rising edge or Points Trigger
signal. These systems will still require an in-line coil driver to invert the ignition output to fire on the correct edge.
The AEM Twin Fire CDI system P/N 2820 (8 channel) and 2821 (4 channel) can be configured to fire on either a
rising or falling edge. Applications using an AEM Twin Fire will not require an in-line coil driver. Contact your CDI
manufacturer for more information.
Signal comparison before and after coil driver
Wiring Harness
303
Noise
Electrical noise can cause the Infinity ECU to see more tooth edges than there are in reality. This will result in
excessive misfires during normal running. Misfire caused by noise, (commonly referred to as radio frequency
interference {RFI}, or electro magnetic interference {EMI}), is usually due to routing the input signal leads in close
proximity of the HT leads. Typically, spark plug wires cause RFI or primary ignition wires arcing to an engine
component, which causes a frequency that interferes with the ECU. Routing two wires that carry high current
parallel to each other cause EMI. The strength of current necessary to incur noise is dependent on the sensitivity
of the device the wires are connected to. A common preventative measure for eliminating noise is to twist the
wires together to minimize the electromagnetic field near the wires.
On any EFI system, resistive spark plug leads are REQUIRED to suppress noise! Common resistive spark
plug leads include those with a carbon impregnated fiberglass core or spiral wound filament around a carbon core
wire. Another source of noise that can cause a misfire is an electrical leak in a plug wire or boot. Even a very
small pinhole in a spark plug insulator or boot will allow electricity to arc to the cylinder head and interfere with the
ECU signal.
Sensors
MAP Sensor
Optional AEM MAP Sensor Listing:
AEM P/N 30-2130-30 MAP Sensor Kit, 2 BAR
Typically used to measure intake, air box and crankcase pressures
AEM P/N 30-2130-50 MAP Sensor Kit, 3.5 BAR
Typically used to measure intake & exhaust back pressures
AEM P/N 30-2130-75 MAP Sensor Kit, 5 BAR
Typically used to measure intake & exhaust back pressures
Red Wire: 5V Reference

Black Wire: Sensor Ground
Green Wire: MAP Signal
Air Temp Sensor
AEM P/N 30-2010 (Optional) Air Temp Sensor kit is specifically designed for temperature measurements in
Infinity User Guide

304
automotive systems. The kit contains one GM style temperature sensor, one 6 Flying Lead mating connector
assembly, and a weld-in aluminum bung.
Housing Material: Brass with 3/8 NPT Thread (Torque to 25 Ft-Lbs)

Elec. Termination: Integral weatherproof connector, includes mating connector with 6 leads, 18 AWG
Wiring to the Infinity: Polarity does not matter. Connect one wire to harness AIR TEMP lead and the other to
harness SIG GND lead.
Coolant Temp Sensor
AEM P/N 30-2011 (Optional) Water Temp Sensor kit is specifically designed for temperature measurements in
automotive systems. The kit contains one GM style temperature sensor, one 6 Flying Lead mating connector
assembly, and a weld-in aluminum bung.
Housing Material: Brass with 3/8 NPT Thread (Torque to 25 Ft-Lbs)

Elec. Termination: Integral weatherproof connector, includes mating connector with 6 leads, 18 AWG
Wiring to the Infinity: Polarity does not matter. Connect one wire to harness COOLANT lead and the other to
harness SIG GND lead.
Crank Sensor
The crank sensor is used to calculate engine speed, ignition timing and injection phasing angles. Shown below, it
senses a toothed wheel (reluctor wheel, reluctor ring, etc.) and converts this pattern into a voltage/frequency signal
that the Infinity uses for basic calculations.
Wiring Harness
305
Either on its own, or combined with the cam position sensor, it is the most important input to the system. There
are two basic types of crank sensors, variable reluctance (VR or mag) and hall-effect.
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306
VR Sensor Voltage Signal
Hall Effect Voltage Signal
The internal circuitry on the Infinity is different depending on what type of sensor is being used. Note that there are
two different inputs on the Infinity for crank and cam position: one for a Hall Effect type pickup and the other for a
VR or mag pickup. The Infinity crank sensor VR inputs go through a signal conditioning chip on the circuit board
that converts the raw (zero crossing) signal into a clean 05V square wave signal as shown below.
Cam Sensor
The cam sensor is typically very similar to the crank sensor but is used to calculate engine position. It is
necessary for sequential fuel calculations. It senses a toothed wheel (reluctor wheel, reluctor ring, etc.) and
converts this pattern into a voltage/frequency signal that the Infinity uses for basic calculations. Combined with the
crank position sensor, it is one of the most important inputs to the system. There are two basic types of cam
sensors, variable reluctance (VR or mag) and hall-effect. The oscilloscope frequencies are similar to the crank
sensor shown above but typically with less pulses (teeth).
Shown below is a cam and crank sensor that integrates into one AEM trigger wheel (24 and 1). The perimeter has
24 crank teeth. The 1 long tooth is used for the cam sensor.
Vehicle Speed Sensor (VSS)

The vehicle speed sensor can be VR or a hall-effect device. It is similar in function and wiring as the cam and crank
sensor but instead is used to detect wheel speed. This input is used for various Infinity software functions. There
are two basic types of vehicle speed sensors, variable reluctance (VR or mag) and hall-effect.
Wiring Harness
307
Shown below is a Nissan vehicle speed sensor.
Digital Switch Inputs

Common digital switch inputs used in electronic fuel injection applications are oil pressure switches, clutch
switches, A/C request input, hi/lo boost switch, race gas switch, etc.
A quality SPST (single pole single throw) switch works best for basic switch inputs .
Find a good ground source near the switch mounting location. If there is oil, rust, paint, etc., present, use a wire
brush to clean the area for a proper connection. Most ground connections are used with a ring terminal (as shown
below). Route one of the switch terminal to this ground point.
In the Infinity-8/10/12 pinout 310 or Infinity-6/8h pinout 322 , find an available unused Digital_In_X input on your
specific Infinity. Route the other terminal of the switch to this Infinity ECU pin. Some special purpose pins will not
work with a ground switch. Specifically, pins C2-37 and C2-38 on the Infinity-8/10/12 platforms are designed to be
floating and require a 12V input for activation.
Auxiliary Connector
Most Infinity PnP Harnesses include a 12pin "auxiliary" Deutsch connector. This male pinned connector is used to
adapt the most common ancillary inputs and outputs easily. See application specific user manual documentation
for details.
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308
Idle Air Control Valve Requirements
Many Toyota, Mitsubishi, and other vehicles use an Idle Air Control Valve with a Unipolar Stepper Motor (6-pin
connector) and MUST be modified. See picture below. A Bipolar Stepper Motor (e.g., GM) will have a 4-pin
connector and DOES NOT need to be modified. *This info does not apply to vehicles that utilize IACV solenoids.
The 2 center pins (Black-Red wires) supply 12V power to the stepper motor in the factory setup, however these
pins MUST BE DISCONNECTED before powering on the AEM Infinity ECU.
Step 1: Disconnect connector from IACV housing and gently remove the retainer from the connector.
Wiring Harness
309
Step 2: Use a small flat-blade screwdriver/pick to move the terminal locks while pulling the Black-Red wires out
from the backside of the connector.
Step 3: Use heat shrink to insulate both 12V wires and then zip-tie the insulated wires to a nearby loom.
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310
Step 4: Reinstall the retainer, and then plug the connector back into the IACV.

Infinity
Pin
C1-1
Hrdwr Ref.
Lowside 4
Hardware Specification
Notes
Lowside switch, 4A max, NO See Setup Wizard Page "Output

internal flyback diode.
Function Assignment" for setup options.
No pullup
C1-2
Lowside 5
Lowside switch, 4A max with See Setup Wizard Page "Output

Inductive load should NOT
have full time power.
Wiring Harness
Infinity
Pin
Hrdwr Ref.
Notes
No pullup
C1-3
Lowside 6

No pullup
C1-4
UEGO 1 Heat
C1-5
UEGO 1 IA
Trim Current signal. Connect to pin 2 of

Bosch UEGO sensor
C1-6
UEGO 1 IP
Pumping Current signal. Connect to pin

6 of Bosch UEGO sensor
C1-7
UEGO 1 UN
Nernst Voltage signal. Connect to pin 1

of Bosch UEGO sensor
C1-8
UEGO 1 VM
Virtual Ground signal. Connect to pin 5

of Bosch UEGO sensor.
C1-9
Flash Enable
10K pulldown
Not usually needed for automatic

firmware updates through Infinity Tuner. If
connection errors occur during update,
connect 12 volts to this pin before
proceeding with upgrade. Disconnect the
12 volts signal after the update.
C1-10
Battery Perm
Power
Dedicated power
management CPU
Full time battery power. MUST be

powered before the ignition switch input is
triggered (See C1-65).
C1-11
Coil 4
25 mA max source current
0-5V Falling edge fire. DO NOT connect

directly to coil primary. Must use an
ignitor OR CDI that accepts a FALLING
edge fire signal.
C1-12
Coil 3

edge fire signal.
C1-13
Coil 2

edge fire signal.
Bosch UEGO controller
Lowside switch for UEGO heater control.

Connect to pin 4 of Bosch UEGO
sensor. NOTE that pin 3 of the Sensor is
heater (+) and must be power by a fused/
switched 12V supply.
311
Infinity User Guide

312
Infinity
Pin
Hrdwr Ref.
Notes
C1-14
Coil 1

edge fire signal.
C1-15
Coil 6

edge fire signal.
C1-16
Coil 5

edge fire signal.
C1-17
Lowside 2

No pullup
C1-18
Lowside 3

No pullup
C1-19
Analog Sensor
Ground
Dedicated analog ground
Analog 0-5V sensor ground
C1-20
Analog Sensor
Ground
C1-21
Crankshaft Position 10K pullup to 12V. Will work See Setup Wizard page Cam/Crank for
Sensor Hall
with ground or floating
options.
switches.
C1-22
Camshaft Position
Sensor 1 Hall
10K pullup to 12V. Will work See Setup Wizard page Cam/Crank for
options.
switches.
C1-23
Digital 2
10K pullup to 12V. Will work See Setup Wizard page Cam/Crank for
options.
switches.
C1-24
Digital 3
10K pullup to 12V. Will work See Setup Wizard page "Input Function
Assignments" for setup options.
switches.
C1-25
Digital 4
switches.
Wiring Harness
Infinity
Pin
Hrdwr Ref.
Notes
C1-26
Digital 5
switches.
C1-27
Knock Sensor 1
Dedicated knock signal

processor
See Setup Wizard page Knock Setup for

options.
C1-28
Knock Sensor 2

processor
See Setup Wizard page Knock Setup for

options.
C1-29
EFI Main Relay

Switched Ground
Output
0.7A max ground sink for

external relay control
Will activate at key on and at key off

according to the configuration settings.
C1-30
Battery Ground
Battery Ground
Connect directly to battery ground
C1-31
CANL A
Dedicated High Speed CAN

Transceiver
Recommend twisted pair (one twist per

2") with terminating resistor. Contact
AEM for additional information.
C1-32
CANH A

Transceiver

C1-33
Lowside 1

No pullup
C1-34
Lowside 0

No pullup
C1-35
Analog 7
12 bit A/D, 100K pullup to 5V Default primary Throttle Position input.

0-5V analog signal. Use +5V Out pins as
power supply and Sensor Ground pins as
the low reference. Do not connect
signals referenced to +12V as this can
permanently damage the ECU. See the
Setup Wizard Set Throttle Range page for
automatic min/max calibration.
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Infinity User Guide

314
Infinity
Pin
C1-36
Hrdwr Ref.
Analog 8
Notes
12 bit A/D, 100K pullup to 5V Default Manifold Pressure Input.

permanently damage the ECU.
C1-37
Analog 9
12 bit A/D, 100K pullup to 5V Default Fuel Pressure Input.

C1-38
Analog 10
12 bit A/D, 100K pullup to 5V 0-5V analog signal. Use +5V Out pins as
Setup Wizard "Input Function
Assignments" page for options.
C1-39
Analog 11
C1-40
Analog 12
C1-41
+5V Sensor Power
Regulated, fused +5V supply Analog sensor power

for sensor power
C1-42
+5V Sensor Power

for sensor power
C1-43
Highside 1
0.7A max, High Side Solid

State Relay
See Setup Wizard page "Output Function

Assignment" for configuration options.
C1-44
Highside 0

State Relay
See Setup Wizard page "Output Function

Assignment" for configuration options.
Wiring Harness
Infinity
Pin
C1-45
Hrdwr Ref.
Notes
Crankshaft Position Differential Variable

Sensor VR+
Reluctance Zero Cross
Detection
Crankshaft Position
Sensor VR-
See Setup Wizard page Cam/Crank for

options.
C1-47
Camshaft Position
Sensor 1 VR-

options.
C1-48
Camshaft Position
Sensor 1 VR+
Differential Variable
Detection
C1-49
VR+ 2
Detection
See the Setup Wizard "Input Function

C1-50
VR- 2
C1-51
VR- 3

C1-52
VR+ 3
Detection
C1-53
DBW1 Motor -
5.0A max Throttle Control

Hbridge Drive
+12V to close.
C1-54
DBW1 Motor +

Hbridge Drive
+12V to open.
C1-55
Battery Ground
Power Ground
C1-56
Injector 6
Saturated or peak and hold,

3A max continuous
Injector 6
C1-57
Injector 5

3A max continuous
Injector 5
C1-58
Injector 4

3A max continuous
Injector 4
C1-59
Injector 3

3A max continuous
Injector 3
C1-60
Battery Ground
Power Ground
C1-61
Main Relay Power

Input
12 volt power from relay
12 volt power from relay. Relay must be

controlled by EFI Main Relay Switched
Ground Output, pin C1-29 above.
C1-62
Injector 2

3A max continuous
Injector 2
C1-46

options.

options.
315
Infinity User Guide

316
Infinity
Pin
Hrdwr Ref.
Notes
C1-63
Injector 1

3A max continuous
Injector 1
C1-64
Main Relay Power

Input

controlled by +12V Relay Control signal
pin C1-29 above.
C1-65
Ignition Switch
10K pulldown
Full time battery power must be available

at C1-10 before this input is triggered.
C1-66
Analog Temp 1
12 bit A/D, 2.49K pullup to

5V
Default Coolant Temperature Input.
C1-67
Analog Temp 2

5V
Default Air Temperature Input.
C1-68
Analog Temp 3

5V
Normally used for Oil Temp input. See

the Setup Wizard "Input Function
C1-69
Stepper 2A
Automotive, Programmable
Be sure that each internal coil of the
Stepper Driver, up to 28V and stepper motor are properly paired with the
1.4A
1A/1B and 2A/2B ECU outputs.
Supports Bi-Polar stepper motors only.
C1-70
Stepper 1A
1.4A
C1-71
Stepper 2B
1.4A
C1-72
Stepper 1B
1.4A
C1-73
Battery Ground
Battery Ground
C2-1
DBW2 Motor +

Hbridge Drive
+12V to open.
C2-2
DBW2 Motor -

Hbridge Drive
+12V to close.
C2-3
Battery Ground
Battery Ground
C2-4
Injector 7

3A max continuous
Injector 7
C2-5
Injector 8

3A max continuous
Injector 8
C2-6
Injector 9

3A max continuous
Injector 9.
Wiring Harness
Infinity
Pin
Hrdwr Ref.
Notes
C2-7
Injector 10

3A max continuous
Injector 10.
C2-8
Battery Ground
Power Ground
Connect directly to battery ground.
C2-9
Main Relay Power

Input

controlled by +12V Relay Control signal,
pin C1-29 above.
C2-10
Injector 11

3A max continuous
Not used
C2-11
Injector 12

3A max continuous
Not used
C2-12
Analog 17
permanently damage the ECU. Normally
used as A/C Analog Request input. See
the Setup Wizard "Input Function
C2-13
Analog 18
used as DBW APP1. See the Setup
Wizard "Input Function Assignments"
page for options.
C2-14
Analog 19
used as DBW APP2. See the Setup
Wizard "Input Function Assignments"
page for options.
C2-15
Analog Temp 4

5V
Normally used as Charge Out

Temperature input. See the Setup Wizard
"Input Function Assignments" page for
options.
C2-16
Analog Temp 5

5V
Normally used as Airbox Temperature

input. See the Setup Wizard "Input
Function Assignments" page for options.
317
Infinity User Guide

318
Infinity
Pin
Hrdwr Ref.
Notes
C2-17
Analog Temp 6

5V
Normally used as Fuel Temperature

input.See the Setup Wizard "Input
Function Assignments" page for options.
C2-18
Analog 13
12 bit A/D, 100K pullup to 5V Default Oil Pressure sensor input.

C2-19
Analog 14
C2-20
Analog 15
12 bit A/D, 100K pullup to 5V Default Exhaust Backpressure Sensor

Input
C2-21
Analog 16
12 bit A/D, 100K pullup to 5V Default DBW1_TPSB input.

C2-22
+5V Sensor Power

for sensor power
C2-23
+5V Sensor Power

for sensor power
C2-24
+5V Sensor Power

for sensor power
C2-25
VR+ 5
C2-26
VR- 5
Detection

Wiring Harness
Infinity
Pin
Hrdwr Ref.
C2-27
VR- 4
C2-28
VR+ 4
C2-29
Lowside 9
Detection
Notes

internal flyback diode, 2.2K
12V pullup. Inductive load
should NOT have full time
power.
12V pullup
C2-30
Analog Sensor
Ground
C2-31
Analog Sensor
Ground
C2-32
Analog Sensor
Ground
C2-33
Analog 20
C2-34
Analog 21
used as 3 Step Enable Switch input.
C2-35
Analog 22
319
Infinity User Guide

320
Infinity
Pin
C2-36
Hrdwr Ref.
Analog 23
Notes
12 bit A/D, 100K pullup to 5V Default Charge Out Pressure Sensor

Input
C2-37
Digital 6
No pullup. Accepts 12V

switch inputs
Input can be assigned to different pins.

See Setup Wizard page Input Function
Assignments for input mapping options.
C2-38
Digital 7
No pullup. Accepts 12V

switch inputs
See ClutchSwitch 1-axis table for setup

options. Input can be assigned to
different pins. See Setup Wizard page
Input Function Assignments for input
mapping options.
C2-39
Battery Ground
Battery Ground
C2-40
Battery Ground
Battery Ground
C2-41
CanH B

Transceiver
Not used
C2-42
CanL B

Transceiver
Not used
C2-43
Lowside 8

12V pullup
C2-44
Lowside 7

No pullup
C2-45
UEGO 2 VM
Bosch UEGO Controller
Virtual Ground signal. Connect to pin 5

of Bosch UEGO sensor.
C2-46
UEGO 2 UN
Nernst Voltage signal. Connect to pin 1

C2-47
UEGO 2 IP
Pumping Current signal. Connect to pin

C2-48
UEGO 2 IA
Trim Current signal. Connect to pin 2 of

Bosch UEGO sensor
Wiring Harness
Infinity
Pin
Hrdwr Ref.
Notes
C2-49
UEGO 2 HEAT
C2-50
Battery Perm
Power
Dedicated power
management CPU

powered before the ignition switch input is
triggered (See C1-65).
C2-51
Coil 7

edge fire signal.
C2-52
Coil 8

edge fire signal.
C2-53
Coil 9

edge fire signal.
C2-54
Coil 10

edge fire signal.
C2-55
Highside 2
Highside switch, 0.7A max,

Solid State Relay, NO
See Setup Wizard Page "Output

C2-56
Not used
Not used
Not used
Lowside switch for UEGO heater control.

Connect to pin 4 of Bosch UEGO
sensor. NOTE that pin 3 of the Sensor is
heater (+) and must be power by a fused/
switched 12V supply.
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322
Infinity
Pin
C1-1
Hardware Ref.
Lowside 4
Lowside switch, 1.7A max, NO
Notes
Function Assignment" for setup
options.
12V pullup
C1-2
Lowside 5
Lowside switch, 6A max with

internal flyback diode. Inductive
load should NOT have full time
power.

options.
12V pullup
C1-3*
Lowside 6 (*Infinity-6
Only)

power.

options.
No pullup
C1-3**
Injector 7
(**Infinity-8H Only)
For use with high impedance

(10-15 ohms) injectors only,
1.7A max.
Available on P/N 30-7108 only
C1-4*
Lowside 7
(*Infinity-6 Only)
Lowside switch, 6A max, NO


options.
No pullup
C1-4**
Injector 8
For use with high impedance

(10-15 ohms) injectors only,
1.7A max.
Available on P/N 30-7108 only
C1-5
UEGO 1 Heat
Bosch UEGO controller
Lowside switch for UEGO heater

control. Connect to pin 4 of Bosch
UEGO sensor. NOTE that pin 3 of the
Sensor is heater (+) and must be
power by a fused/switched 12V supply.
C1-6
UEGO 1 IA
Trim Current signal. Connect to pin 2

C1-7
UEGO 1 IP
Pumping Current signal. Connect to

pin 6 of Bosch UEGO sensor
C1-8
UEGO 1 UN
Nernst Voltage signal. Connect to pin

C1-9
UEGO 1 VM
Virtual Ground signal. Connect to pin

5 of Bosch UEGO sensor.
C1-10
Battery Perm Power
Dedicated power management

CPU

powered before the ignition switch input
is triggered (See C1-48).
C1-11
Coil 4
0-5V Falling edge fire. DO NOT

Wiring Harness
Infinity
Pin
Hardware Ref.
323
Notes
connect directly to coil primary. Must
use an ignitor OR CDI that accepts a
FALLING edge fire signal.
C1-12
Coil 3

C1-13
Coil 2

C1-14
Coil 1

C1-15
Coil 6

C1-16
Coil 5

C1-17
Crankshaft Position
Sensor VR+
Differential Variable Reluctance

Zero Cross Detection

options.
C1-18
Crankshaft Position
Sensor VR-
C1-19
Camshaft Position
Sensor 1 VR-
C1-20
Camshaft Position
Sensor 1 VR+
C1-21
Lowside 2

options.

options.
options.


options.
No pullup
C1-22
Lowside 3

power.
No pullup

options.
Infinity User Guide

324
Infinity
Pin
Hardware Ref.
Notes
C1-23
Analog Sensor
Ground
C1-24
Analog Sensor
Ground
C1-25
Crankshaft Position
Sensor Hall
10K pullup to 12V. Will work

with ground or floating switches. options.
C1-26
Camshaft Position
Sensor 1 Hall

C1-27
Digital 2

C1-28
Dig3 [Hz] / Dig3 Duty

See Setup Wizard page "Input
with ground or floating switches. Function Assignments" for setup
options.
C1-29
Dig4 [Hz] / Dig4 Duty

options.
C1-29
RS232 Rx
RS232 Line Driver/Receiver
C1-30
Digital 5

options.
C1-30
RS232 Tx
RS232 Line Driver/Receiver
Future expansion
Future expansion
C1-31*
Dig6 [Hz] / Dig6_Duty 10K pullup to 12V. Will work

(*Infinity-6 Only)
options.
C1-31**
Coil 7
C1-32*
Digital 7
(*Infinity-6 Only)

options.
C1-32**
Coil 8
Battery Ground
Battery Ground
C1-33
Available on P/N 30-7108 only. 0-5V

Falling edge fire. DO NOT connect
edge fire signal.
Available on P/N 30-7108 only. 0-5V

Falling edge fire. DO NOT connect
edge fire signal.
C1-34
CANL A
Wiring Harness
Infinity
Pin
Hardware Ref.
325
Notes
Transceiver

C1-35
CANH A

Transceiver

C1-36
CanL B

Transceiver
Not used, reserved for future

expansion.
C1-37
CanH B

Transceiver
Not used, reserved for future

expansion.
C1-38
Analog Temp 1
12 bit A/D, 2.49K pullup to 5V
Default Coolant Temperature Input
C1-39
Analog Temp 2
Default Air Temperature Input
C1-40
Analog Temp 3
Default Oil Temperature Input. See

Setup Wizard page "Input Function
C1-41
Lowside 0


options.
No pullup
C1-42
Lowside 1

power.

options.
No pullup
C1-43
Battery Ground
Battery Ground
C1-44
Knock Sensor 1

processor
See Setup Wizard page Knock Setup

for options.
C1-45
Knock Sensor 2

processor
See Setup Wizard page Knock Setup

for options.
C1-46
Battery Ground
Battery Ground
C1-47
EFI Main Relay

Switched Ground
Output
0.7A max ground sink for

external relay control
Will activate at key on and at key off

according to the configuration settings.
C1-48
Ignition Switch
10K pulldown
Full time battery power must be

available at C1-10 before this input is
triggered.
C1-49
+5V Sensor Power
Regulated, fused +5V supply for Analog sensor power

sensor power
Infinity User Guide

326
Infinity
Pin
Hardware Ref.
Notes
C1-50
+5V Sensor Power
Regulated, fused +5V supply for Analog sensor power

sensor power
C1-51
Analog 7
12 bit A/D, 100K pullup to 5V
Default primary Throttle Position

sensor inpur.
0-5V analog signal. Use +5V Out pins
as power supply and Sensor Ground
pins as the low reference. Do not
connect signals referenced to +12V as
this can permanently damage the
ECU. See Setup Wizard Set Throttle
Range page for automatic min/max
calibration. Monitor the Throttle [%]
channel. Also DB1_TPSA [%] for
DBW applications.
C1-52
Analog 8
Default Manifold Pressure Sensor

input.
ECU.
C1-53
Analog 9
Default Fuel Pressure Sensor Input.

ECU.
C1-54
VR+ 2


Function Assignments" for setup
options.
C1-55
VR- 2
C1-56
VR- 3


options.
C1-57
VR+ 3
C1-58
Highside 0

State Relay

options.
C1-59
Stepper 1B
Stepper Driver, up to 28V and

stepper motor are properly paired with
Wiring Harness
Infinity
Pin
Hardware Ref.
327
Notes
1.4A
the 1A/1B and 2A/2B ECU outputs.

C1-60
Stepper 2B
1.4A

C1-61
DBW1 Motor -

Hbridge Drive
+12V to close
C1-62
DBW1 Motor +

Hbridge Drive
+12V to open
C1-63
Main Relay Power

Input
12 volt power from relay. Relay must

be controlled by +12V Relay Control
signal, pin C1-47 above.
C1-64
Injector 6
Saturated (P/N 30-7108) or

peak and hold, 3A max
continuous (P/N 30-7106)
Injector 6
C1-65
Injector 5

Injector 5
C1-66
Injector 4

Injector 4
C1-67
Battery Ground
Battery Ground
C1-68
Main Relay Power

Input
12 volt power from relay. Relay must

be controlled by +12V Relay Control
signal, pin C1-47 above.
C1-69
Analog 19

ECU. See Setup Wizard page "Input
options.
C1-70
Analog 18

Infinity User Guide

328
Infinity
Pin
Hardware Ref.
Notes
options.
C1-71
Analog 16

options.
C1-72
Flash Enable
10K pulldown
Not usually needed for automatic

firmware updates through Infinity Tuner.
If connection errors occur during
update, connect 12 volts to this pin
before proceeding with upgrade.
Disconnect the 12 volts signal after the
update.
C1-73
Analog 13
Default Oil Pressure Sensor input.

ECU.
C1-74
Analog 11

options.
C1-75
Analog 10

options.
C1-76
Injector 3

Injector 3
C1-77
Injector 2

Injector 2
Wiring Harness
Infinity
Pin
Hardware Ref.
329
Notes
C1-78
Injector 1

Injector 1
C1-79
Stepper 2A
1.4A

C1-80
Stepper 1A
1.4A

Infinity User Guide

330
Example System Schematics

Custom wiring harness projects should only be undertaken by experienced harness builders. If in doubt,
please contact AEM for recommendations.
For users wishing to build their own wiring harnesses from scratch, the following kits are available to help.
Wiring Harness
331
30-3701 Infinity-8/10/12 Plug & Pin Kit

Bare necessities to begin a custom wire harness design. Includes 73- and 56-pin Molex MX123 harness
connectors, terminals and sealing plugs, main relay and relay socket.
30-3702 Infinity-8/10/12 Mini-harness
This harness is intended to be used as a starting point by experienced harness builders. It saves time by including
basic power distribution features that can be expanded to suit many application requirements. It allows the harness
builder to populate the ECU connector with only the features needed by the application. Includes 100 96" preterminated leads.
30-3703 Infinity-8/10/12 Mini-harness
builder to populate the ECU connector with only the features needed by the application.
30-3704 Infinity-6/8h Plug & Pin Kit
Bare necessities to begin a custom wire harness design. Includes 80-pin Molex MX123 harness connector,
terminals and sealing plugs, main relay and relay socket.
30-3805 Universal modular V8 harness system for Infinity-8/10 systems
The Infinity Universal Modular V8 Harness system consists of a universal core harness and optional application
specific extensions. It was designed with flexibility in mind. The harness system includes many features and it can
be used in many different applications.
30-3809 Universal modular V8 harness system for Infinity-6/8h systems
The Infinity Universal Modular V8 Harness system consists of a universal core harness and optional application
specific extensions. It was designed with flexibility in mind. The harness system includes many features and it can
be used in many different applications.
30-3705 Universal Mini Harness for Infinity-6/8h systems
builder to populate the ECU connector with only the features needed by the application.
30-3706 Universal Mini Flying Lead for Infinity-6/8h systems
basic power distribution features that can be expanded to suit many application requirements.
The following schematics show examples for wiring a basic Infinity system. Examples are included for both Infinity6/8h and Infinity-8/10/12 hardware platforms. The power, ground and accessory relay sections of the following
schematics must be strictly followed to avoid inconsistent power sequencing and possible ECU damage.
Infinity User Guide

332
Power Distribution, Infinity-Series5
Wiring Harness
Power Distribution, Infinity-Series7
333
Infinity User Guide

334
Internal UEGO, Infinity-Series5
Wiring Harness
Internal UEGO, Infinity-Series7
335
Infinity User Guide

336
95 BMW E36 M3, Infinity-Series5
Wiring Harness
95 BMW E36 M3, Infinity-Series7
337
Infinity User Guide

338
EVO VIII, Infinity-Series5
Wiring Harness
EVO VIII, Infinity-Series7
339
Infinity User Guide

340
EVO IX Pinout, Infinity-Series5
Wiring Harness
EVO IX Pinout, Infinity-Series7
341
Infinity User Guide

342
9398 Toyota Supra 2JZGTE, Infinity-Series5
Wiring Harness
9398 Toyota Supra 2JZGTE, Infinity-Series7
343
Infinity User Guide

344
Ignition System COP 2 Wire "Dumb" Coils with Ignitor, Infinity-Series5
Wiring Harness
345
Infinity User Guide

346
Wiring Harness
347
Infinity User Guide

348
Ignition System COP 3 Wire "Smart" Coils, Infinity-Series5
Wiring Harness
349
Infinity User Guide

350
Wiring Harness
351
Infinity User Guide

352
Wiring Harness
353
Infinity User Guide

354
GM LS3 DBW Wiring, Infinity-Series5
Wiring Harness
GM LS3 DBW Wiring, Infinity-Series7
355
Infinity User Guide

356
Mazda RX7 FD Wiring, Infinity-Series5
Glossary of Terms
357
Glossary of Terms
Glossary
4 Stroke Cycle
Intake During the intake stroke, the piston is moving from top to bottom and the intake valve is open. As the
piston moves down, a vacuum is created which draws the air/fuel mixture into the combustion chamber. The intake
valve is closed after the piston reaches the bottom. This position is normally called bottom dead center (BDC).
Compression During the compression stroke, the piston moves up and compresses the air/fuel mixture against
the cylinder head. When the piston is near the top of the stroke (the top of the stroke is typically called top dead
center, TDC), the ignition system produces a spark at the spark plug. The spark ignites the mixture which creates
a rapid rise in cylinder pressure.
Power During the power stroke, the high pressure gases produced by the burning of air/fuel mixture force the
piston back down the cylinder bore. This is the only stroke that actually produces useable power from the engine.
Exhaust During the exhaust stroke, the piston moves upward. The exhaust valve is open and the piston forces
the spent gases out the exhaust port and into the exhaust system.
5 Volt Reference
The high voltage reference for most automotive analog sensors. Typical three-wire sensors will have a high
reference, a low reference and a signal output. The signal output will always fall between the low and high reference
points.
Air / Fuel Ratio
In engine testing, both the air mass flow rate and the fuel mass flow rate are normally measured. The ratio of these
flow rates is useful in defining engine operating conditions. The normal operating range for a conventional spark
ignited gasoline burning engine is between 12:1 and 18:1. Turbo/supercharged engines typically operate even richer
with air/fuel ratios as low as 11:1. The most common way to measure Air/Fuel ratio for engine calibration work is
by using an oxygen sensor in the exhaust stream.
Analog Circuits
Electrical circuits that amplify or alter a voltage signal to represent some physical quantity
Atmospheric Pressure
Normal pressure in the surrounding atmosphere generated by the weight above us pushing down. At sea level, in
average weather conditions, atmospheric pressure is approximately 100 kPa (about 14.5 psi) above vacuum or zero
absolute pressure.
Base Idle
Idle RPM when the throttle lever is at rest on the throttle stop and the idle speed control function is disabled
BDC
Bottom dead center; the extreme lowest position of the piston during its stroke
Boost
Describes positive pressure in the intake manifold relative to atmospheric pressure. Standard atmospheric pressure
is 14.5 psia. 10 psi of boost would result in 24.5 psia in the manifold.
Breakpoints
Define the axis values on two dimensional or three dimensional lookup tables
BSFC
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358
Brake Specific Fuel Consumption or BSFC is the fuel flow rate per unit power output. It measures how efficiently an
engine is using the fuel supplied to produce work.
Calibration
Engine calibration in its most basic form is the setting of the air/fuel ratio and ignition timing for the engine. Modern
electronic engine control systems serve many more functions though. These can include: idle control, automatic
transmission control, turbocharger boost control and knock control. The engine controller can also be used to
enable/disable ancillary functions like emissions control solenoid valves (EVAP/purge, air injection), air conditioner
compressor clutch relays, etc. The engine calibrator is responsible for configuring and tuning all of these items to
satisfy the performance requirements for the engine.
Capacitor
An electronic device that stores electrical charge
Closed Loop Fuel Control
An engine control mode of operation where the air/fuel ratio is controlled by varying the fuel flow rate in response to
the rich/lean indication from an exhaust
Coil
For ignition system is comprised of two sets of insulated wire wound around a common ferrous core. The primary
winding is typically made up of tens or hundreds of turns of course wire. The secondary winding is made up
thousands of turns of fine wire. A single set of coil windings can be used to build a solenoid that converts electrical
field energy into mechanical movement.
Coil on Plug
Refers to ignition systems that include one coil for each spark plug. Most modern automotive ignition systems are
of this type.
Cold Start
Starting the engine when it is cold, when the engine has not run for several hours
Combustion
The burning of the fuel-air mixture in the cylinder
Glossary of Terms
359
Combustion Chamber
Space left between the cylinder head and the top of the piston at TDC; where combustion of the air-fuel mixture
takes place
Compression Ratio
The ratio of the cylinder volume at BDC to the volume at TDC
Options
Single value in an engine calibration. Can sometimes be referred to as an option. Options and tables (2D and 3D)
make up the tunable portion of an engine calibration file.
Continuity
Little or no resistance in an electrical circuit to the flow of current. A solid electrical connection between two points
in a circuit. The opposite of an open circuit.
Controller
In automotive electronics, refers to a module made up of semiconductor circuits sometimes containing embedded
software code
Data
Information calculated or obtained directly from sensor inputs to a controller
Data Analysis
The task of interpreting information obtained from engine sensors and controller calculations
Density
The ratio of the mass of something to the volume it occupies. Air has less density when it is warm and less density
at higher altitudes.
Digital Circuit
Electronic circuits whose outputs can change only by specific amounts and between a limited number of different
voltages
Stoichiometric
The air/fuel ratio for complete combustion; all the fuel is burned using exactly all the oxygen in the air. For
gasoline, this ratio is 14.7:1 or 14.7 parts of air to 1 part fuel.
Display
Device used to indicate information in a human-readable form
Drivability
Condition describing a car in which it starts easily and idles, accelerates and shifts smoothly and with adequate
power for varying temperatures
Infinity User Guide

360
Driver
In automotive electronics, refers usually to a transistor circuit that is designed to either source or sink electrical
current
Duty Cycle
In components which cycle on and off at a given frequency, the measurement of the amount of time the component
is on versus the time it is off
Dwell
The amount of time that current is flowing through the primary side of the ignition coil. Dwell measurements can be
expressed in either units of time (usually milliseconds) or crankshaft degrees.
ECU
Engine Control Unit. Refers to an electrical module that receives inputs from sensors and outputs signals to
actuators on an engine. Can also be referred to as EMS, PEMS, etc.
Emissions
Chemical by-products of combustion; comprised primarily of carbon monoxide (CO), hydrocarbons (HC) and nitrous
oxides (NOX)
Engine Calibration
The values contained in the controller program that are adjustable by the tuner and are used to control engine
operation, primarily fuel and spark requirements
Engine Mapping
A procedure of experimentally determining the performance of an engine at selected operating points and recording
the results
Equivalence Ratio
Actual air/fuel ratio divided by the air/fuel ratio at stoichiometry
Export
To output information or data from one piece of computer software for use in another
Gain
In closed loop control terminology, refers to constants that vary the magnitude of each term in the manipulated
variable calculation or algorithm
Hall Effect Position Sensor
Type of sensor used in all Pro Flo distributors for measuring crankshaft position; outputs a square wave signal
pattern that is either low (ground) or high (reference voltage) depending on whether or not a tooth is passing near
the sensor
Hg
The chemical representation for the element Mercury
Glossary of Terms
361
High Impedance
Refers to injectors that have coil resistance values of 12.0 ohms or more
Hot Keys
Single or combinations of key strokes that can be programmed to perform certain tasks
Import
To receive information or data from one piece of computer software for use in another
Inches Hg
A relative measure of pressure or vacuum
Injector
Solenoid actuated fixed orifice valve used to inject precise amounts of fuel
Integrated Circuit
A semiconductor device that contains many circuits on a single chip
Lambda
Term referring to the oxygen sensor itself or the data obtained from an oxygen sensor that represent the air/fuel
ratio of the engine. The lambda value is a ratio and is therefore unit-less.
Load
In fuel injection calibrations, a term used to scale the demand on an engine. Commanded fuel, spark and other
variables are assigned in the calibration file based on the load and current operating mode of the engine.
Lookup Table
A table in software that equates one variable to another
Low Impedance
Refers to injectors that have coil resistance values of 2.53.0 ohms
Macro
A feature of some computer software programs that allows a number of repeated tasks to be combined and
performed on command
Math Channel
In data analysis software, a channel calculated using raw data and mathematical functions; can be included in a
plot with other data
mS
Abbreviation for millisecond or one thousandth; 0.001 seconds
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362
Open Loop Fuel Control
Method of controlling fuel flow without modification from a feedback variable such as oxygen content
Outing
In data analysis software, refers to a complete set of data
Parallel Circuit
Contains two or more circuit elements that have the same voltage measured across each
Peak and Hold Driver
A driver that uses two levels of current to operate the injector. The driver circuit applies battery voltage to the
injector until a predetermined current level is reached. The current is then reduced and held at a lower level for the
duration of the PW. This type of driver is normally used with injectors having low resistance coils (typically around 2
ohm). The accuracy of the driver peak current level (Ip) and the hold current level (Ih) is held to 0.50%.
Permanent Power
Sometimes referred to as "Perm" power. This is uninterrupted battery power, typically a direct connection to the
battery positive terminal.
Pickup
Term that sometimes refers to frequency measurement sensors such as crank or cam position
Pigtail
One or more wires terminated only on one end. Sometimes specialized automotive connectors are supplied with a
short piece of wire installed in each cavity. Can be spliced into an existing harness.
Pinout
Refers to the description of each circuit or pin on a connector
Power
Power is the rate at which work is done. It is the product of torque and angular speed.
psi
Abbreviation for pounds per square inch, a unit of pressure measurement
psia
Abbreviation for pounds per square inch absolute; a unit of pressure measurement relative to a perfect vacuum
RS232
A common standard used in serial communication between a PC and an engine controller
RXD
Abbreviation for Receive Data
Glossary of Terms
363
Saturated Driver
A power transistor driver that turns fully on for the entire duration of the injector PW. This type of driver is used with
injectors having high resistance coils (typically 12 to 16 ohm) or with injectors having low resistance coils in
combination with a ballast resistor.
Sensor Calibration
Sensors used on EFI systems output a voltage that is proportional to whatever the sensor is monitoring, manifold
pressure, coolant temperature, etc. A calibration curve is a 2-dimensional lookup table that assigns sensor voltage
settings to values in particular engineering units. Manifold pressure will be calibrated in units of pressure; coolant
temperature will be calibrated in units of temperature, either Fahrenheit or Celsius, etc.
Sensor Ground
Also known as analog ground or low reference. The voltage output from a sensor is always relative to some
reference. Most analog sensors use a clean 5 volt high reference and a clean low reference or sensor ground.
Sensor grounds are actually outputs from the ECU. The engine controller isolates and filters these reference
grounds so they are not affected by stray electrical noise.
Serial
In communication hardware, serial refers to sending data sequentially, one bit at a time over a communication
channel or cable.
Series Circuit
Two or more circuit elements are said to be in series if the same current flows through each of the elements.
Spark Timing
Time measured in degrees of crankshaft rotation between the spark plug firing event and top dead center for that
cylinder.
Stoichiometric
The air/fuel ratio for complete combustion; all the fuel is burned using exactly all the oxygen in the air. For
gasoline, this ratio is 14.7:1 or 14.7 parts of air to 1 part fuel.
Switch
A device that can break an electrical connection interrupting the current or diverting it from one conductor to
another
Switched Ground
Using an electromechanical of electronic switch to connect a circuit element to a ground reference
Switched Power
Battery power provided to the system when the ignition switch is in both the "run" and "start" positions
Infinity User Guide

364
Tile
Software feature allowing multiple windows to be displayed at once
Torque
Torque is a measure of an engine's ability to do work. Engine torque is normally measured with an engine
dynamometer.
Trims
Alternate term used to describe correction tables in an engine calibration file
TXD
Abbreviation for Transmit Data
uS
Abbreviation for microsecond or one ten thousandth of a second or 0.0001 seconds
USB
Universal Serial Bus (USB) is a serial bus standard to connect devices to a computer. Other convenient features
include providing power to low-consumption devices, eliminating the need for an external power supply, and
allowing many devices to be used without requiring manufacturer-specific device drivers to be installed.
Vacuum
Vacuum is measured in units of pressure. In automotive technology, vacuum is often measured using inches of
mercury on the barometric scale or as a percentage of atmospheric pressure in bars or atmospheres. Low vacuum
is often measured in inches of mercury (inHg) below atmospheric pressure. "Below atmospheric" means that the
absolute pressure is equal to the current atmospheric pressure (e.g., 29.92 inHg) minus the vacuum pressure in
the same units. Thus a vacuum of 26 inHg is equivalent to an absolute pressure of 4 inHg (29.92 inHg - 26 inHg).
The reciprocating motion of the pistons in an internal combustion engine create a vacuum in the manifold.
Volumetric Efficiency
The intake system on a spark ignited engine, restricts the amount of air that an engine of a given displacement can
flow. The parameter used to measure the effectiveness of an engine's induction process is the volumetric efficiency.
It is defined as the volume flow rate of air into the intake system divided by the rate at which volume is displaced by
the piston.
Wasted Spark
A wasted spark is when in an ignition system in a four-stroke cycle internal combustion engine spark plugs fire in
pairs, on both the exhaust and compression strokes. The extra spark on the exhaust stroke has no effect and is
thus "wasted." This design is simpler than a conventional ignition system, but the extra sparks reduce the lifespan
of components (contact breaker, spark plugs).
XY Plot
In data analysis, a plot of one variable versus another rather than time

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Instruction

AEM Performance Electronics

Infinity User Guide

2015 AEM Performance Electronics

2015 AEM Performance Electronics

Infinity User Guide

2015 AEM Performance Electronics

Fuel System Setup

Infinity User Guide

2015 AEM Performance Electronics

Infinity User Guide

Revision History Log

2015 AEM Performance Electronics

Minimum computer requirements:

2015 AEM Performance Electronics

Infinity User Guide

Flash Memory Functions

2015 AEM Performance Electronics

Open saved session:

2015 AEM Performance Electronics

Infinity User Guide

Hot Keys Main

2015 AEM Performance Electronics

Hot Keys USB

2015 AEM Performance Electronics

Infinity User Guide

2015 AEM Performance Electronics

Infinity User Guide

2015 AEM Performance Electronics

under the Infinity ECU Hardware section.

Lock with password:

2015 AEM Performance Electronics

Infinity User Guide

Click the Set button to select channels.

2015 AEM Performance Electronics

for more detail.

2015 AEM Performance Electronics

Infinity User Guide

2015 AEM Performance Electronics

2015 AEM Performance Electronics

Infinity User Guide

Add conversion channel:

List virtual and conversion channels:

Layouts are further separated by hardware platform, Infinity-6, Infinity-10, etc.

2015 AEM Performance Electronics

Stop and Save PC Log:

USB Logging Get Logs:

2015 AEM Performance Electronics

Infinity User Guide

2015 AEM Performance Electronics

Example showing USB

Example showing session file opened offline

2015 AEM Performance Electronics

Infinity User Guide

Not connected to ECU. No

Possible problem with board, try

2015 AEM Performance Electronics

1. Select Layout > Add Control > 1D Table.

Select Layout > Add Control > 2D Graph.