I managed to get something done last week while waiting for contractors to tell me how many trillions of dollars its going to cost to take care of the flood damage. Sigh.
Here is the preliminary wiring pin-out and diagrams for installing an AEM F/IC 8 piggy-back unit and Innovate LC-1 wideband O2 sensor on top the existing 1997 5-speed ECM. I'm still waiting for a couple relays and momentary switches w/ LEDs but hopefully I'll have time this week to start wiring the F/IC and LC-1 into the Boomslang pass-through harness.
Montero Sport 1997 ECM & 1999 PCM w/ AEM F/IC 8 and Innovate LC-1 Wiring Diagrams As always, let me know if any of you find any glaring error or typos.
The diagram includes wiring information for ALL applicable wires on the F/IC 8 and LC-1. It doesn't mean that all of them need to be used.
I selected the F/IC 8 because it has a much larger memory buffer for internal logging. I also selected the F/IC 8 because its required to interface with our frequency based MAF. I almost certainly will never need MAF control since I only need the F/IC to pull down the timing and zero out the fuel tables. However, I want to be able to log over a long - week or two - period of time and the F/IC 6 memory buffer isn't large enough.
The Innovate LC-1 is JUST the wideband (WB) O2 sensor - no gauge. That's fine for me since I do all my logging off my diagnostic software on my laptop. The diagram does, however, have the LC-1 tied into the F/IC so WB O2 readings will be logged by the F/IC. This setup will work for me because the LC-1 outputs both in analog and serial. The analog WB signal goes to the F/IC, and I can still plug the serial connection into my separate diagnostic software. You'd need to do something a little different if you wanted a gauge as well as the WB going to the F/IC.
The only connections I technically need to the F/IC will be the fuel injectors, TPS, cam and crank. The narrow band O2 connection isn't needed if all you're trying to do is decrease fuel supply - as fuel is decreased trims will move to zero 'on their own' as adjusted by the ECM.
The timing is pretty straightforward. I mapped my big Sport with the new 3.5L so I know where the timing is but I still want to map my stock '97 with the factory 3.0L so I have a better idea of what 'stock' looks like. Once that's done here in a couple days it's just a matter of doing some simple math, tapping into a couple decades of tuning Pontiacs and small block Chevys and modifying the appropriate cells in the timing map for the F/IC. This will be the time consuming part as unlike the fuel where its an across-the-board cut, the timing doesn't need to be modified everywhere by the exact same amount.
The point of having the LC-1 WB is to keep me from doing something stupid accidentally (hopefully) and blowing my new engine. If at some point I get this working as I expect it to I'll maybe consider tweaking things a little to better accommodate the modifications I've done and the weight of the vehicle. THAT may require the MAF and narrow band O2 hook-ups.
Anyway, since I was going through everything anyway I figured it'd be a good idea to document all the connections, used or not, since this information is pretty hard to come by and a lot of what I found on the 'Net isn't applicable to Montero Sports or is just flat incorrect.
KIM that I have not yet wired this up and run it yet. Thanks to all the Series 2 DSM guys since that's about as close a ECM match as us '90s Montero Sport guys will get.
I presume since it works for them it'll work for us. My diagrams don't quite match up in some places with the couple guys that run these on their supercharged Sports - that's because I actually went through the service manuals for months and understand the factory wiring better, I think. Stuff is where it is for a reason. i.e. grounding is absolutely CRITICAL for proper operation of both the F/IC and especially the LC-1. Guess I'll find out.
Edward
www.4x4extremesports.com
