well, we've been working with Hydra N/A to get a Hydra plug and play EMS for the EVO and its here!



i lie, we've had it for 2 weeks
i just wanted to run the system thru its course on our R&D car first, before letting the cat out of the bag.

Installation:
The installation of the Hydra EMS was very straight foward and took all of 10min.

-With the Hydra including an onboard 3Bar MAP sensor, all that needed to be ran was ONE(1) vaccum line from the intake manifold plenum, thru the firewall and plugged into the Hydra EMS. From there, the factory MAF housing can be kept for IAT sensor usage, or removed and replaced with the GM IAT sensor.

-The next step was to unplug the FOUR(4) factory harness plugs from the factory ECU and plug them directly into the "Plug and Play" Hydra harness that is included.
DONE (except for the addition of the wideband o2 sensor for closed loop tuning and the Hydra "auto tune" option)

Intial startup
-Car started first try!

-The base map that was provided with the Hydra was a little rich, with a bit too much timing on boost for our 91octane pump gas here in Phoenix.

-After reworking the timing maps and scaling the fuel down a bit, we installed an Innovate LM-1 and LMA3 for some street tuning to dial in a good repeatable basemap on the stock turbo.
DONE

Boost Control
-The Hydra EMS has the ability to control boost pressure via the stock "boost control" selonoid.
-Although the configuration of boost control using the stock "boost control" selonoid works, being that the factory wastegate actuator is a single port, we have only been able to see 24psi peak, holding ~19.5psi til redline.
With a Tial 44mm wastegate, we expect to see very steady boost control upto 48psi

Overall, we are very very happy with this system and the Nemesis software.

We are currently working with Hydra N/A to offer a "slimmed down" version of the EMS. This version will password protect certain options and allow us to offer a preprogrammed base tune with the PeakBoost GT Turbosystem.
This slimmed down version will lower the cost of the EMS considerably, and allow for upgrading each option individually for future use.

let me know if you guys have any questions

now to install the L2H2 wideband sensor option and begin working with the closed loop "auto tune" function.

 

i hate tuning, so something that has an auto tune feature THAT WORKS is def up my alley
getting rid of the MAF is cool as well

 

Almost every reputable EMS on the market has an autotune feature.


Just out of curiousity how is the MAF being eliminated??
There isn't an external AIT so you must retain the MAF

 

How much do these babies go for??

 

yes deff need more info on this sucka. give all the spec not just how you install and start up. come on more more lol. thanks tho for what you have write up.

 

here is a complete list of the Hardware specs.

Auxiliary outputs:

PWM 1 - 4, 9 - 14 and 16 are general purpose switch to ground 1A current limited outputs. PWM 1 - 4 have optional free-wheeling diodes for linear control of variable solenoids. PWM 5,6 and 8 are general purpose switch to power 1A current limited outputs. All PWM channels have 33V flyback limiting. PWM 1 is not available for DBW Cars. PWM 7 and PWM 15 are currently not available.



NTK L2H2 Wideband Closed Loop Autotune:

All Nemesis 2.1 ECUs have an L2H21 driver as standard equipment. There is no need to use an external uego driver module. The L2H2 , a newer more robust version of the L1H1 Sensor is a state-of-the-art Nernst Cell sensor with a rapid response and far more useful rich end output characteristics than older, non-planar sensors. Heater current is limited for a controlled warm up, and voltage limited for constant temperature.



Ignition:

Igniter signals are fully sequential 5V ignition triggers. Firing mode is positive only (voltage output to charge coil). Output options are direct fire, wasted spark and distributor signal.



Support:

Nemesis 2.1 includes many support options that make seamless plug-and-play possible, and wire in trouble free. Advanced support features include a dedicated variable speed fuel pump signal for the WRX, Honda multiplex bus support (for climate control and gauges), dedicated circuit opening relay ground signal and dedicated sensor ground connections that reduce harness ground wire splicing.



Auxiliary inputs:

Aux 1, 2 and 3 are 0 - 5V analog or 0 - 12V digital inputs. In digital mode, the switch point is 2.5V. Aux 3, 4 and 5 are digital only inputs, with a switch point of 2.5V.



Injectors:

The Nemesis 2.1 is capable of running cars upto 8 Cylinders sequentially. Injection modes are sequential, batch fire and throttle body injection. When not used for injection, outputs 2 - 8 can be used for staged injection or general purpose switching, and outputs 2 - 5 can be used for PWM control .



Sensors:

Analog sensor inputs are coolant temp, air temp, throttle position, twin knock sensor, twin ego sensor and on-board 3 bar map sensor. Temperature sensors can be configured for the 2 most common types, and knock sensor inputs can be amplified.

Digital trigger inputs are vss, trig and sync. These inputs are magnetic reluctor, Hall effect or optical sensor compatible.


Software specs

-Fuel maps:

The Nemesis 2.1 features 3 fuel control maps: the (base) fuel map, fuel anti-lag trim and fuel auxiliary trim. The ECU operates as a 'speed density' system using onboard 3BAR map sensor, with the inputs to all fuel, spark and AFR target maps being rpm and load. All fuel and spark maps are 32 x 32 point with user programmable point spacing. All maps can be tuned in real time or offline.

The basic fuel quantity is calculated from the fuel map. Resolution is 0.004 ms (4 us). This map is always the base point for all fuel calculations; there are no wide open throttle or closed throttle maps.

When anti-lag is used, the fuel amount delivered can be trimmed using the fuel anti-lag trim map. Resolution is 0.08 ms, for a total trim of +-10 ms. Anti-lag trim can be requested through a switch to power or ground, connected to any of the 6 auxiliary inputs. Alternatively, anti-lag trim could be requested through an auxiliary input by a connection to an anti-lag air valve.

When auxiliary trim is used, the fuel amount delivered can be trimmed using the fuel auxiliary trim map. Resolution is the same as for anti-lag trim, and auxiliary trim is commonly triggered through an 'alternate fuel' or 'nos' switch to power or ground, connected to any of the 6 auxiliary inputs.



Spark maps:

The basic ignition timing is calculated from the spark map. Resolution is 1 degree. This map is always the base point for all timing calculations; there are no wide open throttle or closed throttle maps.

The spark anti-lag trim map and spark auxiliary trim map function and are triggered in a similar way to the fuel map equivalents.



Control maps:

The Nemesis 2.1 has 24 control maps, most of which are compensation maps that allow for smooth starting and driving and excellent AFR consistency. The following table lists all 24 control maps and their functions.

Coolant temp trim:
Allows for richer AFR at low temperatures or stable AFR during warm-up.

Dwell:
Sets the battery voltage dependent ignition dwell period.

Injector response:
Stabilizes the AFR when injector opening time changes due to battery voltage fluctuation.

Cranking enrichment:
Allows for richer AFR when cranking at low temperatures.

Air temp trim:
Stabilizes the AFR at different air temperatures.

Start primer:
Allows for a short primer pulse of fuel to wet intake ports for low temperature starting.

Zero tps vacuum:
Substitutes a stable programmed vacuum at closed throttle to avoid 'lumpy' cam idle problems.

ISC open gain:
Sets the probable drop in vacuum due to an opening of the ISC valve (where zero tps vacuum is used). itb's??

Injection phasing:
Controls the end of injection with respect to inlet valve opening

Fuel cut limit:
Sets the coolant temperature dependent rpm threshold under which fuel cut is cancelled.

Throttle pump:
Allows for richer AFR on rapid throttle opening movements.

Traction retard:
coming soon.

Post start enrichment:
Stabilizes AFR immediately after start.

-Dwell trim:
Allows for dwell increase Variable by RPM

Knock threshold:
Sets the threshold over which knock is considered damaging and timing should be retarded.
*adjustable to compensate for engine noises at higher rpms.

Knock fuel add:
Allows for richer AFR when knocking is detected.

Boost target:
Sets the rpm dependent boost target, for the boost control output.

Closed loop limit:
Sets the rpm dependent vacuum limit under which closed loop is cancelled.

Air temp spark trim:
Allows for timing retard at excessive inlet air temperatures.

Auto-tune rate:
Sets the rpm dependent rate at which auto-tune changes the fuel map.

Coolant temp spark trim:
Allows for timing advance at low coolant temperatures.

Idle speed target:
Sets the coolant temperature dependent idle speed target for the idle speed control output.

hope this helps

you're correct, to actually remove the MAF you will need to use a GM IAT sensor (~$40) and use 2 of the 5 factory wires. (i can do a write up on it next week, if you guys would like?)

however, the system will only use the MAF for the IAT sensor.

 

I'd be willing to test one of these.

 

same here but i doubt he'll do it

 

Out of curiosity, what will they be going for? I'd like to test one out at some point.

 

i could test one too!!! Ime in Tucson!!! And quite handy with my car..... ray

 

Thank you for clearing that up

 

no worries, i actually reread the original post, noticed where i might have been grey and changed it

I'm sorry guys, but I wish we could've gotten a free test unit as well. But, the truth is these are proven units in many other markets. We're just helping to make it easier to use with the EVO.

As for price, the unit will be available "Unlocked" with all above options available for $1450 shipped, this will include the on-board 3 bar MAP sensor, Nemisis 2.0 software and data cable.

ken

 

o.k., here are a few questions.

1: will all the car accessories still work??
2: minimun Hz reading for anti-stalling
3: idle stabilization
just for starters........

 

we have an 05 with ~2000miles on it, running the Hydra, ldles perfect.
My one complaint so far is that it cranks and fires batch fire, and switches to sequential post start. this will be changed on the new 3.0 ver. sched. SEMA release.
This meens that when youre turning the car on, it has to crank a couple extra times.
ours cranks about 4 times, then fires. not so bad

otherwise factory.
fan comes on at ~88c turns off at 84c, never goes above even in Phoenix.

which accs. were you most interested in?

 

You can upgrade that internal 3 bar map sensor to allow more than 29 psi of boost? As you know a 3 bar map sensor shows 1 bar on the vacuum side and 2 bar (29 psi) of boost on the positive pressure side.

Keith