AEM 30-6100 Series 2 Plug & Play EMS Instructions

INSTALLATION INSTRUCTIONS FOR

EMS P/N 30-6100

1993-1998 Toyota Supra TT

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 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!

ADVANCED ENGINE MANAGEMENT INC.

2205 W. 126 TH STREET UNIT A, HAWTHORNE, CA 90250

PHONE: (310) 484-2322 FAX: (310) 484-0152 http://www.aempower.com

Instruction Part Number: 10-6100

Thank you for purchasing an AEM Engine Management System.

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

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

The installation of the AEM EMS on the supported vehicles uses the stock sensors and actuators. After installing the AEMTuner software, the startup calibration will be saved to the following folder on your PC:

C:\Program Files\AEM\AEMTuner\Calibrations\Toyota” in the AEMTuner

Multiple calibrations may be supplied for each EMS; additional details of the test vehicle used to generate each calibration can be found in the Calibration Notes section for that file.

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

EMS perform its best.

TUNING NOTES AND WARNING:

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

Page 2 of 12

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

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

1) Install AEMTuner software onto your PC

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

2) Remove the Stock Engine Control Unit a) Access the stock Engine Control Unit (ECU). The location of the ECU on the Supra is b) behind the passenger side kick panel.

Carefully disconnect the wiring harness from the ECU. Avoid excessive stress or pulling on the wires, as this may damage the wiring harness. Some factory ECUs use a c) bolt to retain the factory connectors, and it must be removed before the harness can be disconnected. There may be more than one connector, and they must all be removed without damage to work properly with the AEM ECU. Do not cut any of the wires in the factory wiring harness to remove them.

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

3) Install the AEM Engine Management System a) Plug the factory wiring harness into the AEM EMS and position it so the wires are not pulled tight or stressed in any manner. Secure the EMS with the provided Velcro b) c) d) fasteners.

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

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

The USB drivers must be installed the first time you connect to a Series 2 EMS with an onboard USB port. When the Series 2 EMS is connected to the PC’s USB port and receiving power from the vehicle, the “Found New Hardware” window will appear. Select

“Install from a list of specific location (Advanced)” and browse to the following folder:

C:\Program Files\AEM\AEMTuner\USB Drivers (Series 2)\ e) With the AEMTuner software open, select ECU>>Upload Calibration to upload the startup calibration file (.cal) that most closely matches the vehicle’s configuration to be tuned. Check the Notes section of the calibration for more info about the vehicle it was configured for. These files can be found in the following folder:

C:\Program Files\AEM\AEMTuner\Calibrations\Toyota\

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f) Set the throttle range: Select Wizards>>Set Throttle Range and follow the on-screen instructions. When finished, check that the ‘Throttle’ channel never indicates less than

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

4) Ready to begin tuning the vehicle. a) Before starting the engine, verify that the fuel pump runs for a couple of seconds when b) the key is turned on and there is sufficient pressure at the fuel rail.

If a MAP sensor is installed, check that the Engine Load indicates something near atmospheric pressure (approximately 101kPa or 0 PSI at sea level) with the key on and engine off. Press the throttle and verify that the ‘Throttle’ channel responds but the

Engine Load channel continues to measure atmospheric pressure correctly.

Start the engine and make whatever adjustments may be needed to sustain a safe and c) reasonably smooth idle. Verify the ignition timing: Select Wizards>>Ignition Timing

Sync from the pull-down menu. Click the ‘ Lock Ignition Timing’ checkbox and set the timing to a safe and convenient value (for instance, 10 degrees BTDC). Use a timing light and compare the physical timing numbers to the timing value you selected. Use the

Sync Adjustment Increase/Decrease buttons to make the physical reading match the timing number you selected.

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

NEVER TUNE THE VEHICLE WHILE DRIVING

5) Troubleshooting an engine that will not start a) Double-check all the basics first… engines need air, fuel, compression, and a correctlytimed spark event. If any of these are lacking, we suggest checking simple things first.

Depending on the symptoms, it may be best to inspect fuses, sufficient battery voltage, properly mated wiring connectors, spark using a timing light or by removing the spark plug, wiring continuity tests, measure ECU pinout voltages, replace recently-added or b) c) untested components with known-good spares. Check that all EMS sensor inputs measure realistic temperature and/or pressure values.

If the EMS is not firing the coils or injectors at all, open the Start tab and look for the

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

If the Engine Load changes when the throttle is pressed this usually indicates that there is a problem with the MAP sensor wiring or software calibration (when the EMS detects that the MAP Volts are above or below the min/max limits it will run in a failsafe mode using the TPS-to-Load table to generate an artificial Engine Load signal using the

Throttle input). This may allow the engine to sputter or start but not continue running properly.

Page 4 of 12


Application Notes for EMS P/N 30-6100

1993-1998 Supra

Make:

Model:

Years Covered:

Engine Displacement:

Engine Configuration:

Firing Order:

N/A, S/C or T/C:

Load Sensor Type:

Map Min:

Map Max:

# Coils:

Ignition driver type:

How to hook up a CDI:

# Injectors:

Injector Flow Rate:

Injector Resistance:

Injection Mode:

Knock Sensors used:

Lambda Sensors used:

Idle Motor Type:

Main Relay Control:

Crank Pickup Type:

Crank Teeth/Cycle:

Cam Pickup Type:

Cam Teeth/Cycle:

Transmissions Offered:

Trans Supported:

Drive Options:

Toyota

Supra

* 1993-1998

3.0L

I6

1-5-3-6-2-4

N/A (93-97)TT (93-98)

MAP

Supplied Connectors:

Spare Injector Drivers:






Spare Coil Drivers:

1.09v @ -11.7 PSI

4.98V @ 18.3 PSI

Spare Coil Drivers:

Spare Coil Drivers:

6 sequential outputs Spare Coil Drivers:

0-5V Falling Edge trigger Boost Solenoid:

Wire after igniter

6 (Inj 1-6)

EGT #1 Location:

EGT #2 Location:

550 cc/min EGT #3 Location:

2.3 Ω (OEM resistor pack) EGT #4 Location:

Sequential

1 & 2

1 & 2

Stepper

Yes

Magnetic (2-wire)

24

Magnetic (2-wire)

1

M/T, A/T

M/T, A/T

RWD

Spare 0-5V Channels:



Spare Low Side Driver:




Check Engine Light:

Brake Switch Input:

Spare Switch Input:

A/C Switch Input:

Spare pins

Inj 7, Pin 70B

Inj 8, Pin A36

Inj 9, Pin 74B (EVAP wire)

Inj 10, Pin 75B(EGR wire)

Inj 11, Pin A19

Inj 12, Pin A17

---

---

---

---

PW2, Pin 60B

Pin 2B

Pin 4B

Pin 8B

Pin 67B

ADR14 Pin 24B (2k2 P/U)

ABPRESS, Pin 29A

---

Low Side 7, Pin 38A

Low Side 9, Pin 68B

Low Side 11, Pin 59B

Low Side 10, Pin 6A

Switch 6, Pin 4A

Switch 3, Pin 3A

ADR11, Pin 34A

Primary Load Sensor

The factory Mass Air Flow (MAF) sensor is not used as the load input in the startup calibration as supplied by AEM. The MAF sensor has been shown to be restrictive and, therefore, AEM recommends using the MAP sensor as the primary load input. The factory MAP sensor will reliably read pressures up to approximately 230 kPa (18 psig) of boost. Above this pressure, it is recommended to use a 3 bar MAP sensor or higher (Part # AEM 30-2130-50).

Fuel Pump Control

As supplied from Toyota, the OEM ECU interfaces with a fuel pump ECU to control the speed, high or low, of the fuel pump based on load. The AEM EMS has the ability to replicate this functionality; however it is configured in the Startup Calibration to run the fuel pump at high speed at all times.

The EMS Output COIL8 (Pin 22A) is used to send a 5V signal instructing the OEM fuel pump

ECU to energize the fuel pump. Configuring User PW Out to use LS8 and, for example, User

PW Analog In to MAP Volts will allow the voltage sent to the fuel pump ECU to be varied in relation to MAP Volts/pressure. Increasing the duty cycle of the LS8 output will decrease the speed of the fuel pump.

Page 5 of 12


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

WARNING: Do not use pin 22A to control a fuel pump relay directly, it must be connected to the OEM fuel pump ECU only. If an aftermarket fuel pump relay will be installed, wire it to be controlled using a spare low side output (for instance, LS9 is available on pin 68B). Be sure to configure the output to use the Fuel Pump function using Tools>>Configure Outputs.

EMS Fuel Map, Boost Fuel Trim Table

The 30-6100 maps provided utilize the “Boost Fuel Trim Table” to provide a 1:1 fuel compensation above atmospheric pressure. In the startup calibration, the “ Boost Fuel Trim

Table ” is configured to provide twice as much fuel when the manifold pressure is twice as high; this should help simplify the tuning process for different boost levels. Notice the values in the main “Fuel Map” do not change above 100 kPa (0 psi boost), the fuel correction is being made by the “Boost Fuel Trim Table.” Note: the “Boost Fuel Trim Table” must be adjusted if a different map sensor is installed or if the Load breakpoints are adjusted. The Boost Fuel

Correct value should be set to 0 at 100 kPa, +100 at 200 kPa, +200 at 300 kPa, etc…

Sequential Ignition Coil Outputs

The 30-6100 EMS is equipped with six (6) sequential coil outputs. Ignition timing for each cylinder can be independently trimmed if desired using the “Coil1 – Coil6 Ign Trim” tables.

Peak and Hold Injector Drivers

Injectors 1-12 include Peak (4 amps) and Hold (1 amp) injector drivers. These drivers may be used with peak and hold or saturated type injectors. The factory Toyota wiring harness contains a resistor pack to prevent excessive current when using low-impedance injectors with the stock ECU. With the 30-6100 installed, users can elect to remove and bypass the OEM resistor pack for more precise control of low-impedance injectors.

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

Page 6 of 12


Automatic Transmission Control

The A/T Gear Desired Up and A/T Gear Desired Down maps are used to determine which gear the car should be in depending on Vehicle Speed and Throttle position. The startup calibration is configured to shift gears earlier at low throttle percentages and later at high throttle percentages; this will keep the engine at a lower RPM when cruising and a higher RPM when accelerating. The Gear Desired Up map determines when to shift up during acceleration or when the throttle is increased. The Gear Desired Down map determines when to shift down during deceleration or when the throttle is decreased.

Automatic Transmission: Wide Open Throttle Shifting

The A/T WOT Shift Point table is used to calibrate the RPM at which the EMS sends the command to perform the gear change when the throttle is held above a certain percentage. If the Throttle percentage is higher than the A/T WOT On Above option, the EMS will ignore the

A/T Gear Desired maps and activate the shift solenoids at the RPM commanded in the A/T

WOT Shift Point table. Due to the mechanical and hydraulic response time of the transmission it will not shift at the exact RPM that the EMS commands it to. It may be necessary to set the shift point more than 1000 RPM lower than the desired max engine RPM, please be cautious when adjusting the WOT Shift Point table.

Automatic Transmission: Line Pressure

The Options A/T LPress 1 Period - A/T LPress 3 Period are configured in the Startup

Calibration to be 98.44 ms and must not be changed. This frequency is increased by hardware external to the main processor and output to the transmission solenoids at 300Hz.

The table below details how the three line pressure solenoids are controlled:

AEM EMS Option EMS Output Toyota Name Pin Function

A/T LPress 1 Valve

A/T LPress 2 Valve

A/T LPress 3 Valve

PW1

HS1

PW3

Sol No5

Sol No4

Sol No3

12B Line Pressure

13B Gear Engagement Speed

14B Converter Lockup

Note that higher duty cycles will result in a lower line pressure and/or gear engagement speed.

Lower line pressure (high duty cycles in the LPress tables) generally translates into slower and softer shifts and lower clutch/band holding force. Higher line pressure (low duty cycles in the

LPress tables) generally translates into quicker shift speeds and firmer shifts and higher clutch/band holding force.

Automatic Transmission: Neutral Exit Retard

Even with the lowest possible line pressure, excess transmission shock or harshness may be felt when moving the gear select lever to Drive or Reverse. To further decrease this shock, the

EMS can be configured to retard ignition timing when shifting into gear from Park or Neutral.

The options “AT N Rtd Max”, “AT N Rtd Step,” and “AT N Rtd Tme” can be used to adjust how quickly timing is retarded, the maximum amount of timing retard, and the length of time the ignition timing is retarded for. Note that A/T Shift Retard must be enabled if these settings are to be used. The startup calibration for Automatic Transmission vehicles is configured to retard the ignition when shifting out of Park or Neutral.

Traction Control

The factory Supra traction control is not supported with the AEM EMS. No removal of components or other action is required from the end user.

Page 7 of 12


Connection Diagram for EMS P/N 30-6100

1993-1998 Toyota Supra

WARNING: pin labeling scheme follows Toyota service manual convention; diagram shows wire side of connector. Pin labels molded into plastic connector may not be accurate, check diagram carefully.

Pin# 93-98 Supra 2JZGTE

1A Switched 12v at key on

2A Vehicle Speed Sensor

3A Kickdown switch

4A Brake switch input (12V)

5A ---

6A Malfunction Indicator Lamp

7A Reverse indicator input, A/T only

8A SDL (98 only)

9A 2nd gear indicator input, A/T only

10A 1st gear indicator input, A/T only

11A ABS to ABS and TRAC ECU

12A OD1 to cruise control ECU

13A TRC - To TRAC ECU

14A TRC+ To TRAC ECU

15A ELS for Idle up Diode

16A LS7 (Tach out for climate control)

17A TT For DATALINK connector

18A Trans mode selector sw (A/T only)

19A TE2 to DATALINK connector

20A TE1 For DATALINK connector

21A DI from Fuel Pump ecu

22A Fuel pump control (FPC)

23A ACMG to A/C Magnetic clutch

24A Main Relay Control

25A Trans mode light (A/T only)

26A EFI - to TRAC ECU

27A EFI+ to TRAC ECU

28A Over Drive Switch input (A/T only)

29A ---

30A ---

31A +12V Power from main relay

32A ---

33A +12V permanent battery backup power

34A A/C signal from A/C amplifier

35A ---

36A ---

37A ---

38A NEO to TRAC ECU

39A VTO2 (98 only)

40A VTO1 (98 only)

AEM P/N 30-6100

Main Relay circuit

Car Speed

Switch 3

Switch 6

---

LS10

ATPR (GEAR)

---

ATP2 (GEAR)

ATP1 (GEAR)

CAN1L

CAN1H

Reserved

Reserved

---

LS7

Injector 12

Switch 5

Injector 11

---

---

Coil 8 / LS8

LS6

Main Relay (HS2)

ATIND (Coil7)

EFI-TRC

EFI+TRC

Switch 4

Baro (ADCR12)

---

+12V Switched

---

Permanent +12V

ADCR11

HALLPWR

Injector 8

---

LS7

---

---

I/O Availability & Notes

Input Dedicated, activates Switch 1 input

Input PnP for VSS signal (MT)*

Input Available, switch must connect to GND

Input Available, switch must connect to GND

--- Not Used

Output Available, switched GND output (1.5A max)

Input PNP reverse input (auto only)

--- Not Used

Input PNP 2nd gear indicator (auto only)

Input PNP 1st gear indicator (auto only)

Output Dedicated

Output Dedicated

--- Reserved for future use

---

---

Reserved for future use

Not Used

Output PnP for Tacho Out

Output Available, P&H Injector driver 4A/1A

Input PnP for Manual trans mode (auto only)


--- Not Used

--- Not Used

Output PnP 0- 5V FPC signal, not for use with relays

Output PNP for A/C compressor relay

Output Dedicated, activates Main Relay with 12V

Output PNP manual mode indicator (auto only)

Input Dedicated

Input Dedicated

Input PNP for Overdrive input (auto only)

Input Available, Spare 0-5V Sensor Input

--- Not Used

Both Dedicated

--- Not Used

Input Dedicated, used to store internal datalog

Input PNP for Air Conditioning request switch

Output +12V Output

Output Spare P&H Injector 4A/1A

--- Not Used

---

---

---

PnP for spare Tacho Out

Not Used

Not Used

Page 8 of 12


1B Input Shaft Speed (B21) ground

2B ---

3B VSS Ground

4B ---

5B Cam Sensor 2 (G2) Ground

6B Cam Sensor 1 (G1) Ground

7B Crank Sensor (NE) Ground

8B ---

9B Auto Trans Sol No2 S2 (Auto only)

10B Auto Trans Sol No1 S1 (Auto only)

11B 5V Sensor Reference power

12B A/T Sol No5 (Line Press, A/T only)

13B A/T Sol No4 (Engagement, A/T only)

14B A/T Sol No3 (Converter, A/T only)

15B Injector 6

16B Injector 5

17B Injector 4

18B Injector 3

19B Injector 2

20B Injector 1

21B Input Shaft Speed signal (Auto only)

22B ---

23B Tail Shaft Speed sensor (Auto only)

24B Auto Trans Fluid Temp (Auto only)

25B Cam Sensor 2 (G2) Input

26B Cam Sensor 1 (G1) input

27B Crank Sensor (NE) input

28B Sensor Ground

29B DATALINK connector

30B ---

31B Auto Trans Sol No5 (SLT+, Auto only)

32B Idle 4

33B Idle 1

34B Idle 3

35B Idle 2

36B ---

37B ---

38B VSV For exhaust bypass valve

39B VSV For Exhaust gas control valve

40B VSV For intake air control

41B 5V Reference

42B Sub Throttle TPS signal input

43B TPS signal input

44B Coolant Sensor Input

45B Air Temp Sensor

46B EGR gas Temp Sensor

47B AFR#1

48B AFR#2

Timing Ground

EGT 1

Timing Ground

EGT 2

---

Timing Ground

Timing Ground

EGT 3

HS3

HS4

+5V Sensor

PW 1

PW 4

PW 3

Injector 6

Injector 5

Injector 4

Injector 3

Injector 2

Injector 1

Switch 2

---

T4 (Spare Speed)

ADCR14

---

Cam Sensor +

Crank Sensor +

Sensor Ground

IDLE7

IDLE8

+12V Switched

IDLE4

IDLE1

IDLE3

IDLE2

IDLE5

IDLE6

LS4

LS5

LS3

+5V Sensor

---

TPS

Coolant

Air Temp

---

O2 #1

O2 #2

Output Dedicated

Input Jumper: 0-5V, thermistor or EGT pull up

Output Dedicated


--- Not Used

Output Dedicated

Output Dedicated


Output PNP Auto Trans sol #2

Output PNP Auto Trans sol #1

Output Dedicated

Output PNP Auto line pressure

Output PNP Auto gear engagement speed

Output PNP Auto Converter Lockup

Output PnP Injector 6 (P&H 4A/1A driver)






Input Available Switch input

--- Not Used

Input PNP for Vehicle Speed with AT vehicles

Input Available 0-5V input, 2.2k pull up to 5V

--- Not Used

Input Dedicated

Input Dedicated

Output Dedicated, Sensors only

Output PNP Idle control motor


Output PNP Auto trans line pressure





Output Available idle driver

Output Available idle driver

Output PNP for EBP on stock twins

Output PNP for EGC on stock twins

Output PNP for IAC for stock twins

Output Dedicated

--- Not Used

Input Dedicated

Input Dedicated

Input Dedicated

--- Not Used

Input Dedicated, 0-5V signal

Input Dedicated, 0-5V signal

Page 9 of 12


49B Rear Knock Sensor

50B Front Knock Sensor

51B FAIL (98 only)

52B Igniter 6

53B Igniter 5

54B Igniter 4

55B Igniter 3

56B Igniter 2

57B Igniter 1

58B Igniter return IGF1 to ECU ( 5V signal)

59B ---

60B Boost Control

61B ---

62B Map Sensor Input

63B Idle2 Sw from Sub TPS to ECU & TRAC

64B Idle1 Sw from Sub TPS to ECU & TRAC

65B Sensor Ground

66B VG signal for Airflow meter

67B EFIF (98 only)

68B ---

69B Chassis Ground

70B ---

71B Ox 1 Heater Ground

72B Ox 2 Heater Ground

73B Fuel Pressure up VSV

74B EVAP Solenoid

75B EGR Solenoid

76B Neutral Starting switch

77B Cranking signal input (12V)

78B Chassis Ground (98 only)

79B Chassis Ground

80B Chassis Ground

---

---

Sensor Ground

MAF

EGT 4

LS9

Power Ground

Injector 7

LS12

LS2

LS1

Injector 9

Injector 10

ATPNP (Gear)

---

Power Ground

Power Ground

Power Ground

Knock 2

Knock 1

---

Coil 6

Coil 5

Coil 4

Coil 3

Coil 2

Coil 1

---

LS11

PW2

---

MAP

Input Dedicated, software knock filter

Input Dedicated, software knock filter

--- Not Used

Output Jumper: falling (5-0V) or rising (0-12V) edge






--- Not Used

Output Available Switched Ground 1.5amp max

Output PNP for boost control

--- Not Used

Input Dedicated

---

---

Not Used

Not Used

Output Dedicated, Sensors only

Input Available 0 to 5v input, 100k pull-up to 5V



Both Dedicated




Output PNP fuel pressure up VSV

Output PNP for EVAP control

Output PNP for EGR control

Input PNP for Neutral indicator

--- Not Used

Both Dedicated

Both Dedicated

Both Dedicated

Page 10 of 12


30-1100 (Series 1) vs 30-6100 (Series 2) Supra EMS pin differences:

The EMS functions assigned to certain pins have been changed and no longer match the 30-

1100 EMS. Unless otherwise noted, the following pins and functions will need to be manually reconfigured after using AEMTuner to convert a V1.19 (30-1100, Series 1 EMS) calibration for use with the 30-6100 Series 2 hardware.

Pin 93-98 Supra harness destination

3A Kickdown switch

4A Brake switch input

11A signal to ABS/ trac control

12A signal to cruise control

17A TT for datalink connector

19A TE2 for datalink connector

20A TE1 for datalink connector

22A Fuel Pump ctrl

24A Main Relay ctrl

25A Manual indicator light (A/T)

29A --

30A --

36A --

37A --

38A NEO to trac ECU

5B cam sensor G2 ground

12B AT sol 5

13B AT sol 4

14B AT sol 3

52B Igniter 6

53B Igniter 5

54B Igniter 4

30-1100 function

--

--

--

--

Injector 10i

Injector 9i

PW1

Coil 4

Coil 5

FM

--

HS2

--

PW2

--

TGND

Idle 7

Injector 8

30-6100 function Notes

Switch 3

Switch 6

CAN1L

CAN1H

Injector 12

Injector 11

Inj12 controlled independently of inj10

--

Coil 8

HS2

Inj11 controlled independently of inj9

PW1 used for A/T control, not available as spare output

Coil 4 reassigned to operate ignitor,

Coil 8 must be used to operate Fuel

Pump

Coil 5 reassigned to operate ignitor,

HS2 must be used to operate Main Relay

FM function became Coil 6

Coil 6 reassigned to operate ignitor

Coil 7

Baro Volts

(ADCR12)

--

Available input… external baro or airbox pressure sensor

Injector 8 no longer used for A/T control, signal has been moved to empty pin Injector 8

--

LS7 (tacho)

--

PW2 available on pin B60 only

PW1

PW4

G2 not used

Greater control resolution available using

PW outputs for A/T solenoids





Idle 5 PW3

Coil1 (waste spark) Coil 6

Coil 2 (waste spark) Coil 5

Coil 3 (waste spark) Coil 4

Page 11 of 12


Electronics Warranty

Advanced Engine Management Inc. warrants to the consumer that all AEM Electronics products will be free from defects in material and workmanship for a period of twelve months from date of the original purchase. Products that fail within this 12-month warranty period will be repaired or replaced when determined by AEM that the product failed due to defects in material or workmanship. This warranty is limited to the repair or replacement of the AEM part.

In no event shall this warranty exceed the original purchase price of the AEM part nor shall

AEM be responsible for special, incidental or consequential damages or cost incurred due to the failure of this product. Warranty claims to AEM must be transportation prepaid and accompanied with dated proof of purchase. This warranty applies only to the original purchaser of product and is non-transferable. All implied warranties shall be limited in duration to the said

12-month warranty period. Improper use or installation, accident, abuse, unauthorized repairs or alterations voids this warranty. AEM disclaims any liability for consequential damages due to breach of any written or implied warranty on all products manufactured by AEM. Warranty returns will only be accepted by AEM when accompanied by a valid Return Merchandise

Authorization (RMA) number. Product must be received by AEM within 30 days of the date the

RMA is issued.

Please note that before AEM can issue an RMA for any electronic product, it is first necessary for the installer or end user to contact the tech line at 1-800-423-0046 to discuss the problem.

Most issues can be resolved over the phone. Under no circumstances should a system be returned or a RMA requested before the above process transpires.

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

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

Page 12 of 12


AEM 30-6100 Series 2 Plug & Play EMS Instructions

INSTALLATION INSTRUCTIONS FOR

EMS P/N 30-6100

1993-1998 Toyota Supra TT

STOP!

THIS PRODUCT HAS LEGAL RESTRICTIONS.

READ THIS BEFORE INSTALLING/USING!

Connection Diagram for EMS P/N 30-6100

1993-1998 Toyota Supra

Electronics Warranty

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