Modern vehicles with OBDII based PCM's and CanBus systems can be a challenge to tune effectively when the vehicle has been modified.

We wanted our customers to have an enhanced driving experience as often as possible so the iEMS³ (integrated Engine Management System) was designed to produce gains across the entire RPM band, unlike other tuning solutions which simply modify the Wide Open Throttle range (WOT).  Producing a higher RWHP & RWTQ number at 5500 RPM was not our goal as that RPM is rarely used. Simply inserting a pre-programmed Smart Card immediately changes the program settings for the current driving situation or octane of fuel as desired. 

iEMS³ In Series Systems

Features & Benefits:

• Utilizes factory PCM adaptive capability to properly adjust for various operating conditions, such as altitude, engine coolant temperatures, intake air temperatures, etc.
• Allows for stock-like drivability on heavily modified engines.
• Does not alter other stock PCM functions, allowing for full OBD2 functionality.
• Manifold pressure and RPM referenced fuel calibration.
• Manifold pressure and RPM referenced ignition timing calibration (retard only).
• Internal 2.5 bar pressure sensor.
• Analog input from the following external 0-5V sensors

• Factory Map Sensor
• IAT Sensor
• Upstream O2 Sensor
• Throttle Position Sensor
• Camshaft Sensor
• Crankshaft Sensor

• Analog output voltage limit function (useful on forced induction using stock MAP sensor).
• Ability to scale injectors for use of significantly larger fuel injectors while retaining proper air / fuel ratios.
• Gross base fuel trim
• Left Bank/Right Bank fuel trim
• Individual cylinder fuel trim.
• Intake Air Temperature offset.
• Internal injector drivers operate high resistance fuel injectors.
• Memory Card programmable. No need to link to a lap top or hand held in order to change the program.
• Ability to change the program on the fly (steady state operation).
• Programmable RPM limit/Fuel Cut.
• Programmable external shift light trigger (output signal (12V- negative) can be used to activate a switched component).
• Programmable external trigger for Boost Bypass mode (under development) (output signal (12V- negative) can be used to activate a switched component).
• Programmable output for Water/Methanol spray pump (Manifold pressure and RPM referenced) 
• Programmable output for Electronic Boost Control (Manifold pressure and RPM referenced) 
• Tuning software included.
• Allows creation of user definable tunes such as;
• Low boost, mid boost, high boost, valet power limiting, immobilizer, E85 fuel, economical lean burn, etc.  Tunes are only limited by your imagination.
• Logging features allows viewing of delivered spark, fuel injector pulse width, RPM, manifold pressure, and various other sensors that are connected to the unit.

The iEMS³ (integrated Engine Management System) allows precise tuning of the air to fuel ratio and ignition timing over the entire operating range of the engine. Simply inserting a pre-programmed memory card immediately changes the program settings for the current driving situation or octane of fuel as desired.  The unit contains its own fuel injector drivers and is wired in between the factory PCM and engine. It is especially useful for recalibration of both forced induction engines and those with extensive modifications, allowing the tuner to quickly get the engine running correctly. Stock engines can also benefit greatly from improving the fuel curves. 

The iEMS³ is similar to a stand-alone engine management system, but also has similarities to current "piggyback" systems.   It is actually a heavily modified Stand Alone Engine Management System that has been modified to work in conjunction with a factory PCM.  We consider it as working "In Series" with the factory PCM, basically a supplemental fuel and timing computer system.

In a true stand-alone system, you must program for every operating condition the engine will experience, such as load, throttle position, RPM, engine temperature, air temperature, etc. These systems can be quite complex to tune. Most PCM’s also control radiator fan operation, A/C operation, emissions operation and diagnostic functions.

Stand-alones are generally not compatible with OBD2 emissions testing in that they replace the factory PCM and will not link up with state run emissions equipment. Nor will they allow functionality of the remainder of the modern Can Bus system.  These systems are best suited for racetrack use where engine tuners can fine-tune the program to the environment of the moment for optimal performance. 

In the current "piggyback" systems, control over the engine is done by manipulating inputs to the stock PCM. Manifold air pressure and oxygen sensor voltages can be altered in order to make the PCM change its load calibration, thus altering fuel and ignition advance curves. Reducing MAP sensor voltage has the effect of reducing injector pulse width by making the PCM "think" the engine is under greater vacuum than actual.  This is MAP sensor voltage skewing in a crude and somewhat unreliable method of fuel control. 

However, at the same time, ignition timing is advanced due to the PCM believing the engine is under a lower load. Conversely, increasing voltage has the opposite effect, increasing fuel and reducing timing advance. When tuning with systems of this type, you find yourself in situations where you can have proper part throttle tuning, or proper full throttle tuning, but rarely both if the engine is heavily modified or has forced induction.  To make matters worse, today’s vehicles are too smart for such methods, and will simply readjust for any input that is a constant or repeatable input.  This very quickly erases any changes that are attempted.

The current PCM file rewriting software that is on the market, works well on NA engines.  However, due to limitations in the physical architecture of a Modern PCM, it is impossible to tune for all operating parameters when adding forced induction.  This is due to the fact that a factory NA PCM just does not have the capability to be properly adjusted for a pressurized manifold state of operation.  The only way to increase fuel during boost is to simply lower the WOT threshold which is generally a function of throttle blade opening percentage. 

This has the effect of basically telling the PCM that the car is in a wide open throttle state when the drivers pedal position is no where near a similar position.  When this occurs, the car simply wants to go right now, and lunges ahead.  This makes it very difficult to operate when under light load situations, such as moderate acceleration, merging, shallow hills, etc.  The effective travel range of the accelerator pedal has been greatly reduced.  This can cause additional difficulties such as decreased gas mileage since the vehicle is running in an open loop mode with very rich fuel ratios when it should be in closed loop mode operation.

Since the factory PCM can not be written to actually understand boost, there will always be a window (in particular with a turbocharger) where the vehicle can be developing boost (part throttle boost), yet there is no fuel correction.  Conversely, in trying to lower the WOT threshold as described above, you can wind up with extreme drivability issues, and it’s just not a fun vehicle to drive. To make matters worse, generally a 2 Bar or 3 Bar MAP sensor is added to prevent overanging the voltage signal sent to the PCM.  This can have the effect of telling the PCM that the vehicle is seeing a much lower load than it really is, and can result in lowered transmission line pressures when you need it most.  This is similar to the same problems found when using a MAP sensor voltage skewing "piggyback" system.

The iEMS³ offers the best of both worlds. Stand alone system control, but with the simplicity of a piggyback system. The iEMS³ controls fuel and timing, leaving the stock PCM to handle all other functions, such as idle speed, A/C control, emissions operation, etc. 

The iEMS³ uses the factory PCM injector pulse output as a timing reference, which can be scaled within a range of 0% to 199%. This is beneficial in that if you’re using larger injectors, you can use a calculated percentage of the stock PCM pulse to make the larger injectors flow the same as the stock ones. This allows the engine to start up and immediately operate with the proper air/fuel ratio in closed loop operation.  

For use under a heavier load (full throttle / boost), you can create a fuel curve that begins adding milliseconds of injector pulse width as the load / boost increases. The fuel curve can be further trimmed based on the engine RPM, since the engine efficiency / fuel demand can change with RPM. Negative values can also be placed in load and RPM tables, allowing you to shut off injectors under deceleration and trim down fuel when it is otherwise too rich (both very beneficial for naturally aspirated engines). 

Ignition timing can be controlled within a range of retard from the factory settings. The curve can be configured based on engine load and RPM. The factory PCM continues to drive the coils, though the input and resulting delivered spark advance is controlled by the iEMS³. In places where the factory programmed timing curve was too advanced for an engine, such as under boost, it can be retarded, while leaving normal timing in vacuum conditions. 

The iEMS³ has multiple programmable outputs. These can be used to operate a relay, turn on a shift light, operate a PWM injector circuit, etc. The output is signal (manifold pressure or voltage) and engine RPM referenced. The unit comes pre configured for Progressive water/methanol spray, progressive electronic boost control, shift light trigger, and one additional output that is currently being considered for a boost bypass option. 

These can easily be reconfigured by the owner using the supplied software.  For example, additional uses could be for Nitrous spray, intercooler spray, or virtually any other 12v powered switch, light, relay, etc.

The unit also incorporates an advanced Electronic Boost Control output to drive a boost control solenoid (not included), providing integrated boost control in with the fuel and timing parameters, similar to an OEM control system.  The Pulse Width Modulated output uses advanced algorithms to constantly monitor the boost levels in all situations and constantly adjust the output to maintain the target boost level.  The boost control receives input from Throttle Position, Manifold Pressure, and RPM to allow you to create a three dimensional boost map.  This allows for superb control of the boost level throughout the rpm range.

For use on engines that pressurize the stock intake manifold, the iEMS³ has a programmable analog output signal limiting function. This allows the MAP sensor signal to be processed by the iEMS³ before going to the original equipment PCM. The tuner can adjust the maximum allowable voltage that will go out to the stock PCM in an RPM referenced table, keeping check engine lights from occurring due to the PCM seeing a MAP sensor voltage higher than normal when under boost.  

The different fuel and timing programs are written using the iEMS³ software. Program files can be modified, saved, e-mailed and written to memory cards with serial and USB reader / writers. The iEMS³ has an internal memory card reader and writer. To change the program, simply slide the card into the slot and wait for the green ready light to blink (typically 1-2 seconds). Using memory cards allows you to quickly change the program without having to link up to the iEMS³ with a laptop or hand held unit. You can have an unlimited number of memory card programs (they are rewrite-able) and they are compact enough to put in your wallet.  

The system can also be used with the current handhelds on the market today (Diablo, SCT, etc), so all the functions available through the handhelds such as tire size, speed limiters, transmission options, rear gear options, downstream O2 delete, EGR, etc., can still be utilized.  Best results are achieved using the factory PCM program as the base program, but a custom tune can also be utilized.  However, a custom tune should not be of the type that is attempting to control fuel for forced induction by lowering the WOT threshold, or being configured for a non stock MAP sensor (changing from stock to a 2 BAR Map sensor for example).  These changes are not required, and can have negative overall drivability issues as previously mentioned.

For manufacturers who may be interested in iEMS³ for usage in an OEM package, both the iEMS³ unit and associated tune files can be locked to prevent unauthorized changes if desired.  This would be useful in the case where an OEM offers a warranty associated with an application.  For individual usage the units are shipped in an unlocked state.

The iEMS³ comes with an unprecedented 2 year manufacturers warranty on the iEMS³ unit.

The iEMS³ is available exclusively in North America through;

North Coast Turbo Systems LLC
4075 East Kirk Road, #17
Port Clinton, Ohio 43452
419-573-2122

We are currently seeking qualified dealers/installers in the US, Canada, and Mexico.

If you are an OEM forced induction or nitrous system manufacturer, and you are unhappy with your current methods of tuning, we invite you to contact us to discuss OEM supplier status.

iEMS³ Stand Alone Systems 

With the iEMS³ Stand Alone Engine management systems, you will easily optimize your engine. The system controls all the critical parameters like fuel, ignition, boost and warning systems. All data is stored on memory cards and can easily be changed during operation.  The Stand Alone Systems are intended for use where the factory PCM is replaced or one does not exist.

• 3D fuel map with selectable number of cells up to18*19 cells
• 2 fuel maps, which can be combined as preferred.
• Fuel compensation
• Extra load sensor
• Coolant temp, Air temp, Battery voltage
• Acceleration enrichment
• Ignition map based on 21 RPM cells, and selectable load sensor with 33 cells.
• Sequential fuel timing
• Over 25 different cam and crank sensor configurations (60-2, 22-2, 24, 36-2 etc)
• Most ignition orders for 4, 6 and 8 cylinders
• AFR closed loop
• Short and long term adaptive
• Launch control for boost spool up
• Tunable Ignition retard, Rev limit and extra fuel
• Idle control
• Ignition
• Idle control valve with 1 or 2 PWM
• Boost control
• Open or closed loop (PID) via PWM
• Warning systems and error codes
• RPM limiter
• Fuel cut at over boost
• ASD output to control supply voltage to fuel pump etc
• All output and input can be reconfigured for different functions

• Uses all original sensors, so no extra sensors are needed to be purchased
• USB communication with PC
• Log up to 75 engine and sensor signals to PC via USB

System overview SA4G3 (4 cylinder)

• 4 fuel channels for high ohm injectors
• 2 ignition channels for external igniters
• 6 analog inputs
• MAP
• Coolant temp                                          
• Throttle position*
• AFR*
• IAT / AUX1*
• 12V battery / AUX2*
• 4 digital inputs
• Cam sensor
• Crank sensor
• Launch control
• Ignition cut or Speed
• 3 digital output
• ASD, fan control, tach output, gearing indicator, error code lamp, programmable output based on RPM and analog input
• +5V voltage supply for external sensors
• 2 PWM output for boost control, idle control, VTEC, Vanos**

• 8 fuel channels for high ohm injectors
• 4 ignition channels for external igniters
• 10 analog inputs
• MAP
• Coolant temp                                          
• Throttle position*
• AFR*
• IAT / AUX1*
• 12V battery / AUX2*
• 2 extra inputs for options AUX3 / AUX4
• 6 digital inputs
• Cam sensor
• Crank sensor
• Launch control
• Ignition cut or Speed
• 2 extra inputs for options
• 5 digital output
• ASD, fan control, tach output, gearing indicator, error code lamp, programmable output based on RPM and analog input
• +5V voltage supply for external sensors
• 4 PWM output for boost control, idle control, VTEC, Vanos**

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