Installation Instructions for

30-1910
Fuel Ignition Controller (F/IC)

WARNING:
This installation is not for the electrically or mechanically
challenged! Use the F/IC with EXTREME caution! If you are

,!
uncomfortable with anything about this, please refer the
installation to an AEM trained tuning shop or call 800-423-0046
for technical assistance. You should also visit the AEM
Performance Electronics Forum at http://www.aempower.com

NOTE: AEM holds no responsibility for any engine damage that

results from the misuse of this product!

This product is legal in California for racing vehicles only and should
never be used on public highways.

Page 1
 Thank you for purchasing the AEM F/IC. Inside the box you will find the F/IC
module, a universal wiring harness, a software cd, and all the other components needed
to install and tune the F/IC via a laptop or PC. See Figure 1. For those that desire a
plug and play installation, AEM has started developing application specific harnesses
for some of the more popular applications. Please visit the F/IC section of the AEM
Electronics Forum (www.aempower.com) for product availability and information.

Kit Contents:
* F/IC Module
* Flying Lead Harness
* Bypass plug
* Instructions
* Software CD
* USB Cable
* Vacuum Hose (3 Ft)
* Tee Fitting
* Zip Tie (3)

Figure 1. Kit Contents

Getting started
The first step in connecting the F/IC is to determine what features/functions are
needed and which functions are not needed. The F/IC comes with a universal flying
lead that has 40 non-terminated wires. At first glance, the bundle of wires is quite
intimidating. However, by answering some questions about your vehicle and what you
want to do with the F/IC, some of the wires can be eliminated. Before we begin, we
must learn the two types of connections used with the F/IC: the tap and the intercept.
See Figure 2.
WIRE CONNECTIONS

TO FIC TO FIC

TO ENGINE TO ECU TO ENGINE TO ECU

CUT WIRE

INTERCEPT TAP

Figure 2. Wire Connections

Does your vehicle have a Mag or Hall style crank sensor? Mag style sensors typically
have two wires. Hall style sensors typically have three wires. Vehicles have a Mag or a
Hall style crank sensor, not both. If your vehicle has a Mag sensor, the two Hall sensor
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crank wires can be eliminated. If your vehicle has a Hall sensor the four Mag sensor
wires can be eliminated. Connect the crank sensor as shown below in Figure 3.

FIC

CRK HALI +

CRK HALO +
SENSOR ECU
SIGNAL
VREF
GND

HALL STYLE CRANK CONNECTION

CRK MAGI + FIC

CRK MAGI -

CRK MAGO -

SENSOR CRK MAGO + ECU

+
-

MAG STYLE CRANK CONNECTION

Figure 3. Crank Sensor Connection

Does your vehicle have one or two cam sensors? If your vehicle has one cam sensor,
the two Cam 2 Hall wires and four Cam 2 Mag wires can be eliminated.

Does your vehicle have a Mag or Hall style cam sensor? As with the crank sensor, a
vehicle will have one or the other, not both. Either the Cam 1 Hall or the Cam 1 Mag
wires can be eliminated. Connect to Cam sensor as shown below in Figure 4.

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 FIC

CAM1 HALI +

CAM1 HALO +
SENSOR ECU
SIGNAL
VREF
GND

HALL STYLE CAM 1 CONNECTION

FIC
CAM1 MAGI +

CAM1 MAGI -

CAM1 MAGO -

CAM1 MAGO +
SENSOR ECU
+
-

MAG STYLE CAM 1 CONNECTION

Figure 4. Cam 1 Connection

If your vehicle has two cam sensors, connect the Cam 2 sensor as shown below in
Figure 5.

FIC
CAM2 HALI +

CAM2 HALO +

SENSOR ECU
SIGNAL
VREF
GND

HALL STYLE CAM 2 CONNECTION

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 FIC

CAM2 MAGI +

CAM2 MAGI -

CAM2 MAGO -

CAM2 MAGO +
SENSOR ECU
+
-

MAG STYLE CAM 2 CONNECTION

Figure 5. Cam 2 Connection

Do you want to modify or clamp the MAF sensor voltage? If not, the two MAF sensor
wires can be eliminated. If so, connect the MAF sensor as shown below in Figure 6.

FIC
MAF IN +

MAF OUT +

SENSOR ECU
SIGNAL (+)
VREF
GND

MAF CONNECTION
Figure 6. MAF Sensor Connection

Does your vehicle have VTEC? If not, the VTEC wire can be eliminated. If so, connect
the VTEC wire as shown below in Figure 7.

FIC
VTEC OUT

INSULATE END
OF WIRE
VTEC
SOLENOID ECU
VTEC
TO GND

VTEC CONNECTION
Figure 7. VTEC Connection
Page 5
How many injectors do you want to control with the F/IC? The F/IC has 6 injector
drivers. There are two wires per driver. The wires for the unused drivers can be
eliminated.

Do you want to control the primary injectors on the engine, or control additional
secondary injectors? Connect the injectors as shown below in Figure 8.

FIC

INJ 1 OUT

INJ 1 IN
FUEL
INJECTOR 1 ECU
FUEL INJ 1
TO +12V

PRIMARY FUEL INJECTOR CONNECTION

FIC
INJ 1 OUT
INJ 1 IN

PRIMARY FUEL
INJECTOR 1 ECU
FUEL INJ 1
TO +12V

SECONDARY
FUEL INJECTOR 1

TO +12V

SECONDARY FUEL INJECTOR CONNECTION

Figure 8. Fuel Injector Connection

Do you want to modify the oxygen/UEGO sensor signals? If not, the oxygen/UEGO
sensor wires can be eliminated. If so, connect the sensors as shown below in Figure 9
.

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 FIC

O21 +
SEE RESISTOR DETAIL

SENSOR ECU
SIGNAL
HEATER
POWER
TO FACTORY HARNESS
SIGNAL GND

NARROW BAND O2 SENSOR CONNECTION

FIC

O21 +
SENSOR ECU
NERNST CELL

POWER TO FACTORY HARNESS

WIDE BAND O2 SENSOR CONNECTION

Figure 9. Oxygen/UEGO Sensor Connection

Connect the F/IC power wire as shown below in Figure 10.

FIC
IGN PWR

ECU
TO SWITCHED +12V SW +12V

SWITCHED +12 VDC CONNECTION

Figure 10. F/IC Power Connection

Connect the TPS signal to the F/IC as shown below in Figure 11.

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 FIC

TPS +
SENSOR ECU
SIGNAL
VREF
GND

TPS CONNECTION

Figure 11. TPS Connection

Connect all three F/IC grounds as shown below in Figure 12.

FIC
PWR GND

PWR GND

SIG GND ECU

TO GROUND POWER GND
TO GROUND POWER GND
TO SIG GND SIGNAL GND

GROUND CONNECTION

Figure 12. Power Ground Connections

Do you want to use the F/IC’s internal data logger? If so, connect the logger input as
shown below in Figure 13.

LOG IN
FIC

LOGGER CONNECTION
Figure 13. Logger Trigger Connection

Connect the boost line to manifold pressure as shown below in Figure 14.

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 FIC

TO MANIFOLD PRESSURE

BOOST LINE CONNECTION

Figure 14. Boost Connection

Connect the F/IC to the PC using the supplied USB cable. See Figure 15.
TO USB PORT

FIC

USB PORT CONNECTION

Figure 15. USB Com Cable Connection

Using the F/IC

The F/IC is a very unique product, capable of precise fuel and ignition control.
However, the F/IC, by design, is a “piggyback” engine controller, not a stand-alone
ECU. Because it is a piggyback controller, the F/IC relies heavily on the factory ECU.
As factory ECU’s get more and more complex, it is more difficult to sustain improved
engine performance with out the factory ECU “detuning” the engine. Thus, the key to
using the F/IC is to make it work in harmony with the factory ECU.

Tuning Tips
• Tune the F/IC so the closed loop fuel trims are as close to zero as possible using
the fuel maps. Most factory ECU’s can sense extra fuel and will promptly adjust
the fuel trims to remove the extra fuel. For easy reference, fuel trims can be
monitored with an OBDII scanner or equivalent device. Positive fuel trims are
reduced by adding fuel. Negative fuel trims are reduced by removing fuel.
• Keep it simple. Many times it is not necessary to use every function of the F/IC
to obtain the desired engine performance. If the desired engine performance can
be achieved by adjusting only two maps, use only the two maps. There is no

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 benefit to adding fuel via the MAF fuel map, only to remove fuel in the MAP fuel
map
• Be conservative when making changes. A small step in the wrong direction is
less likely to damage an engine than a large step in the wrong direction.
• Use the oxygen sensor functions only when additional closed loop fuel is needed.

Absolute Pressure Explained

Note: The F/IC reads and displays absolute pressure. Please read the
following section before tuning.
When talking pressure, there are two common ways pressure is represented,
gauge, and absolute, gauge being by far the more common way. Take a tire for
example, if the measuring gauge says 50 psi, we say the tire has 50 psi of air in it.
However, that is not 100% correct. The tire actually has air at 50 psi above atmospheric
pressure, which is known as psi gauge (psig). The total pressure, or absolute pressure
(psia) is actually 50 psi on the gauge plus the atmospheric pressure. So, the absolute
pressure is the gauge pressure plus the atmospheric pressure. What about boost
gauges? Most boost gauges display gauge pressure both above and below
atmospheric pressure. Pressure above atmospheric pressure is commonly referred to
as ”Boost” pressure. Pressure below atmospheric is commonly referred to as
“Vacuum”. So why the lesson on absolute pressure? BECAUSE THE F/IC READS
AND DISPLAYS ABSOLUTE PRESSURE!! For easy reference, the following formulas
can be used to determine, “Boost” and “Vacuum’ pressures. Atmospheric pressure can
be determined by reading the F/IC pressure with the key on and the engine off.

P(boost) = P(F/IC) – P(atmospheric)

P (vacuum) = P(atmospheric) – P(F/IC)

Now that you’re starting to grasp absolute pressure, you might wonder why the F/IC
reads absolute pressure. Well, absolute pressure is the only accurate, repeatable way
to measure manifold pressure. Measuring only “Boost” pressure does not account for
changes in atmospheric pressure. Changes in atmospheric pressure will cause
changes in manifold pressure. For example, let’s consider a boost gauge at high
elevation, where atmospheric pressure is 12.7 psia. A boost gauge reading of 10 psi
will give an absolute pressure of 22.7 psia (12.7 + 10). Now, take the same boost
gauge at sea level, where atmospheric pressure is 14.7 psia. A boost gauge reading of
10 psi now gives an absolute pressure of 24.7 psia (10 + 14.7). The boost gauge
displayed 10 psi boost in both locations, however, the absolute pressure was two psi
greater at sea level. By measuring absolute pressure, instead of gauge pressure, the
F/IC can be tuned correctly for all operating conditions.

Loading the FIC software

Insert the supplied software disk into your cd drive. The disk should
automatically load. To manually load the software, double click the file
“FICReleasexxxxxx.exe”. Follow the on-screen dialogue to finish the install

Open a File
Note: Changes made to FIC calibrations are made real-time. If you do not want
to change a file, it is recommended that you save the file under a different name using
the “Save As” function. Start the FIC software by double clicking on the AEM FIC icon
on your desktop. Go to File>Open and locate the file”fic1.mdb”. If the default file

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locations were used to load the software, the fic1 file should be found in the FIC folder
(C:\Program files\AEM\FIC) See Figure 16.

Figure 16. Open File

Saving a file under a different name

With a file open, go to File>Save-As. Select a file name and location to save the
file in the Save As pop up window. See Figure 17.

Figure 17. File Save As

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Editing a Calibration
The FIC has 5 user configurable maps. Each map is 21X17 and has user
configurable load and rpm breakpoints. The map cells have a white background, while
the load and rpm breakpoints have a gray background. See Figure 18.

Figure 18. Map Cells and Breakpoints

To edit breakpoints, double click on a breakpoint. The background for the breakpoints
will change from gray to white, signifying that the breakpoints can now be edited. See
Figure 19.

Figure 19. Editing Breakpoints

To change the value of a breakpoint, select the breakpoint and type in the new value.
Breakpoints can be selected using the arrow keys or the mouse. To linearly interpolate
between breakpoints, highlight the desired breakpoints by using the left mouse button.
After the breakpoints have been selected, right click the mouse and select calculate.
The software will linearly interpolate all breakpoints between the left most and right most
rpm breakpoints. When calculating load breakpoints, the software will interpolate
between the upper most and lower most breakpoints. To change single cell values,
select a cell using the arrow keys or mouse and type a new value. To change multiple
cell values simultaneously, highlight the desired cells and right click the mouse. Select
either set value or change value. Set value is used to give the same values to multiple
cells. Change value is used to change multiple cells by the same percentage.

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Fuel Map, Map Load (See Figure 20.)
The map based fuel map uses the onboard map sensor for its load input. Fuel
can be added or removed from the engine based on engine speed and manifold
pressure. A value of 12 in any of the cells will add 12 % of fuel to the engine. A value
of –18 will remove 18% of fuel from the engine. A value of 0 will not add or remove any
fuel from the engine.

Figure20. MAP Sensor Based Fuel Map

Fuel Map, MAF Load (See Figure 21.)

The MAF based fuel map uses the signal wired to the MAF input wire for its load
input. Fuel can be added or removed from the engine based on the MAF input and
vehicle speed. A value of 12 in any of the cells will add 12% fuel to the engine. A value
of –18 will remove 18% of fuel to the engine. A value of 0 will not add or remove any
fuel from the engine.

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 Figure 21. MAF Sensor Based Fuel Map
Ignition map (See Figure 22.)
The ignition map is used to retard ignition timing. The load input for the ignition
map is based on either MAP, MAF, or TPS. Timing will be removed from the engine
based on the selected load input and engine speed. Since timing can only be removed
from the engine, the ignition map only accepts negative numbers. For example, a value
of –4 will retard the timing 4 degrees. The load input for the ignition map is selected
from the setup window. Go to setup>system and the setup window will appear. In the
ignition section, select the desired load input from the drop down menu.

Figure 22. Ignition Map

MAF Map (See Figure 23.)

The MAF map is used to alter the MAF signal to the factory ecu. Like the ignition
map, the MAF map load is based on either MAP, MAF, or TPS. The load input is
selected from the MAF section of the setup window. The MAF map has two different
operating modes, percent and voltage. The mode is also selected in the MAF section of
the setup window. In the percent mode, the F/IC will measure the input voltage on the
MAF input wire and modify the output voltage by the value in the MAF map. For an
input voltage of 1 volt, a cell value of 6, the output voltage will be 1.06 volts. In the
voltage mode, the F/IC will output the voltage value that is in the MAF map. For
example, the F/IC will output 2.5 volts for a value of 2.5 in the MAF map.

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 Figure 23. MAF Map

O2 Map (See Figure 24.)

The O2 map is used to modify the O2 sensor signal to the factory ecu. The O2
map load input can be based on MAP, MAF, TPS, or O2 sensors. The O2 map also
has three different operating models, fixed, percent, and voltage. The load inputs and
modes are selected in the O2 section of the setup window. When in the voltage mode,
the F/IC outputs a voltage, which is determined by the corresponding cells in the O2
map. In the voltage mode, for an O2 map cell value of 2.5, the F/IC will output 2.5 volts.
When in the fixed mode, the F/IC outputs a square wave that alternates between the
Bank Hi voltage and the Bank Lo voltage. The Bank Hi voltage, Bank Lo voltage, and
square wave period are set in the O2 section of the setup window. The pulse width is
determined by the cell value in the O2 map. For a Bank Hi of 2, and Bank Lo of 1, a
period of 200 ms, and a cell value of 50, the F/IC will output 2 volts for 50 ms, 1 volt for
150ms, 2 volts for 50 ms, etc. In the percent mode, the F/IC will measure the O2
voltage, then modify it by the percentage value in the O2 map. For a measured value of
1 volt, a period of 200ms, and a cell value of 20, the F/IC will measure 1 volt for 5ms,
then output 1.2 volts for 195ms, then measure again for 5ms, etc.

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 Figure 24. O2 Map

Configuring the FIC

With the FIC software open, select Setup>System. See Figure 25.

Figure 25. F/IC Setup Window

Com Port:
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 Enter the com port to which the FIC is connected. If not known, click Find
and the software will search com ports 1-16 for the FIC.

Load Display Units:

The on board map sensor reads load in absolute pressure. The load can
be displayed in PSI absolute or KPA absolute.

Injector Response Time:

This is the amount of time by which the start of fuel flow lags the injector
open signal from the ecu. A typical value is 500 µS.

Ignition:
Select the load input for the ignition map. Set the slew rate for the ignition
timing. A typical slew rate value is 0.125 degrees every 5 mS.

MAF:
Select the load input and operating mode for the MAF map. Set the
maximum voltage clamp (max output voltage) for the MAF map.

O2:
Select the load input and operating mode for the O2 map. Set the period
for the fixed and percentage modes. Set the high and low voltages for bank 1
and bank 2.

FIC Logger:
Set the on conditions and sample rate for the FIC internal logger. Note:
The on conditions must be met and the logger trigger input must be grounded
before the internal logger will begin logging.

VTEC:
Set the on/off conditions for the VTEC output wire.

Connecting to the FIC:

Note: when connecting to the FIC for the first time, the found new hardware
window will appear. Manually direct the pc to the drivers in the USB folder (C:\Program
files\AEM\FIC\USB). The found new hardware window will appear two times and two
drivers will need to be loaded.
Connect the FIC to the pc using the supplied USB cable. With a calibration already
open, go to Setup>System. Click on the find button in the Com Port section of the setup
window. See Figure 26.

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 Figure 26. Finding the Com Port
Click OK after the FIC has been found. Go to ECU>Connect. The FIC will then connect
to the software. Note: If the opened file does not match the file in the F/IC, a window
will appear, asking if you want to copy the pc file to the F/IC or if you want to copy the
F/IC file to the pc. Follow the on-screen instructions to proceed. See Figure 27.

Figure 27. Connecting to the F/IC

To verify the connection status of the FIC, the footer in the lower left corner of the
software will display either “On-line” or “Off-line”. See Figure 28.

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 Figure 28. F/IC Status On-line

Calibrating the FIC:

When an FIC is installed on a vehicle, it is necessary to calibrate the FIC before
any tuning is performed. With the FIC already connected, go to ECU>Calibration. The
calibration window will appear. See Figure 29.

Figure 29. F/IC Calibration Window

The RPM calibration is performed by running the engine at the RPM shown in the RPM
box, as directed by the on-screen instructions. Click Go in the rpm section and follow
the on-screen instructions. The TPS calibration is a two-point calibration, one at 0%
throttle and one at 100% throttle. Click Go in the TPS section and follow the on-screen
instructions to calibrate the TPS. Note: For drive by wire applications, the engine may
need to be running in order to open the throttle plate to 100%. Quickly blip the throttle
to 100% and click the ok button.

Gauges Window:
To aid in tuning, the FIC software has a gauges window that gives real-time
reference to the engines operating conditions. See Figure 30.

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 Figure 30. F/IC Gauges Window

The gauges window contains a user configurable tachometer and pressure gauge,
along with real-time displays of TPS, MAF volts, O2 volts, VTEC status, Battery volts,
Fuel Trim, and Ignition trim. Each gauge has an overload alarm, yellow highlight, red
highlight, and full-scale settings. To configure a gauge, place the cursor over the gauge
and double click the left mouse button. A pink needle will appear. Move the cursor over
the needle, hold the left mouse button and drag the needle to the desired value. Double
clicking on the left mouse button will move the gauge to the next configurable setting.

Date Logging:
There are two types of logging available with the FIC, internal and PC logging. In
both modes of logging, the parameters that appear in the Gauges window are logged.

Internal Logging:
The FIC contains an onboard 64KB logger. The sampling rate and on conditions
for the onboard logger are set in the FIC Logger section of the setup window. The
sampling rate can be set from 5mS to 1275mS. Sampling every 5mS will give 5
seconds of data. Sampling every 1275mS will give 20 minutes of data. In order to start
internal logging, all the on conditions must be met and the Logger Trigger Input must be
grounded. The Logger Trigger Input is the white wire that comes from pin 13 on the 22-
pin connector. The text “LOG IN” is stamped on the wire. To download data from the
internal logger, go to Logger>Download FIC and save the file to the PC. Logged files
are saved as delimited text files.

PC Logging:
The FIC software allows you to log data to your PC while connected to the FIC.
The sampling rate and file size are determined by the available memory and processor
speed of the PC. To start PC logging, go to Logger>PC Logger Start. To stop PC
logging go to Logger> PC Logger Stop, give the file a name and save it. Logged files
are saved as delimited text files.

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Appendix

Oxygen Sensor theory.

Wide-band:
A wide-band sensor works by servo operation between a measuring cell (Nernst
cell) and an oxygen pumping cell. These two cells are contained in the O2 sensor where
the exhaust gas is sampled by a chamber connecting the two cells. The controller in the
car will change the current applied to the pump cell in an attempt to keep the Nernst cell
voltage at a predetermined level. The current that is needed to maintain this balance is
the indication of AFR that the ECU uses.
When the FIC is used to modify the signal from a wideband sensor the connection is
made to the Nernst cell. Because the Nernst cell acts like a variable voltage source with
a predictable impedance the FIC can modify the current from the Nernst cell to effect a
change to the AFR.
Narrow-band 0-1vdc Nernst type:
A narrow-band Nernst sensor produces a voltage that represent partial pressure of
oxygen left in the exhaust after combustion. This voltage will switch very rapidly as the
AFR moves in ether direction off of stoich (about 14.7:1). The cars controller manages
this by dithering about stoich. The FIC can override this signal with a programmable
square-wave to keep the car ECU from seeing other changes that are being made to
the fuel injectors or MAF.

F/IC Specs

Processor: Dual 16bit 32mips processors.

Logger:
Internal: 64 KB, 10ms max sample rate,
PC: 10ms fixed sample rate.
Pressure: 2psia - 40psia +/-.5psia resolution .1psia
MAF: 0vdc - 6vdc Input, 0vdc – 6vdc Output, overload protected
Power: 8-15vdc
Log switch: GND to activate
VTEC: High-side driver, 6 amps max, overload protected
Injectors: 1.7 amps max, overload protected
O2 : 0vdc - 4.95vdc,
Size: 5.5"L x 4.6"W x 1.4"H
RESISTOR DETAIL

WRAP BARE WIRES

AROUND RESISTOR LEADS
SOLDER

TO NARROW BAND O2 SENSOR TO ECU

SOLDER 1K 1/4W RESISTOR

TO NARROW BAND O2 SENSOR TO ECU

APPLY SHRINK TUBING

AFTER SOLDERING

TAP CONNECTION MUST BE

ON ECU SIDE OF RESISTOR

TO FIC

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Pin Name Wire Color Wire Marking Intercept/Tap
1 Fuel injector 1 input Dk Blue INJ 1 IN Intercept
2 Hall style sensor Cam 2 output Yellow CAM2 HALO + Intercept
3 Hall style sensor Cam 1 output Yellow CAM1 HALO + Intercept
4 Power GND Black PWR GND Tap
5 Signal GND Black SIG GND Tap
6 TPS input White TPS + Tap
7 Hall style sensor Crank input Green CRK HALI + Intercept
8 Mag style Crank sensor negative input Green CRK MAGI - Intercept
9 Mag style sensor Cam 2 positive output Yellow CAM2 MAGO + Intercept
10 Mag style sensor Crank negative output Green CRK MAGO - Intercept
11 Mag style sensor Cam 1 negative output Yellow CAM1 MAGO - Intercept
12 Fuel injector 2 input Dk Blue INJ 2 IN Intercept
13 Logger trigger input White LOG IN NA
14 Hall style Crank sensor output Green CRK HALO + Intercept
15 Power GND Black PWR GND Tap
16 Ignition power Red IGN PWR Tap
17 Not Used Not Used Not Used Not Used
18 Not Used Not Used Not Used Not Used
19 Mag style crank sensor positive input Green CRK MAGI + Intercept
20 Mag style Cam 2 sensor negative output Yellow CAM2 MAGO - Intercept
21 Mag style Crank sensor positive output Green CRK MAGO + Intercept
22 Mag style Cam 1 sensor positive output Yellow CAM1 MAGO + Intercept

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Pin Name Wire Color Wire Marking Intercept/Tap

1 Bank 2 oxygen sensor modifier Pink O22 + Tap

2 Not used Not used Not used Not Used
3 Not used Not used Not used Not Used
4 Hall style Cam 2 sensor input Yellow CAM2 HALI + Intercept
5 Mag style Cam 2 sensor positive input Yellow CAM2 MAGI + Intercept
6 Not Used Not Used Not Used Not Used
7 Mag Style Cam 2 sensor negative input Yellow CAM2 MAGI - Intercept
8 Hall style Cam 1 sensor input Yellow CAM1 HALI + Intercept
9 Mag style Cam 1 sensor positive input Yellow CAM1 MAGI + Intercept
10 Mag style Cam 1 sensor negative input Yellow CAM1 MAGI - Intercept
11 Fuel injector 5 input Dk Blue INJ 5 IN Intercept
12 Fuel injector 3 input Dk Blue INJ 3 IN Intercept

13 Banks 1 oxygen sensor modifier Pink 021 + Tap

14 MAF signal input Dk Blue MAF IN + Intercept
15 MAF signal output Black MAF OUT + Intercept
16 VTEC output White VTEC OUT Intercept
17 Fuel injector 6 output Dk Blue INJ 6 OUT Intercept
18 Fuel injector 5 output Dk Blue INJ 5 OUT Intercept
19 Fuel injector 4 output Dk Blue INJ 4 OUT Intercept
20 Fuel injector 3 output Dk Blue INJ 3 OUT Intercept
21 Fuel injector 2 output Dk Blue INJ 2 OUT Intercept
22 Fuel injector 1 output Dk Blue INJ 1 OUT Intercept
23 Fuel injector 6 input Dk Blue INJ 6 IN Intercept
24 Fuel injector 4 input Dk Blue INJ 4 IN Intercept

Page 23
 AEM Electronics 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 AEM’s 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.

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.

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