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1. Introduction 6 Overview 6 Options 6 Tuning 6 Nemesis Software 7 Software installation 8 Starting the software 8 Connecting the PC to the ECU 8 Main Screen 8 Downloading to ECU 9 Uploading to ECU 9 Maps 9 File Menu 10 Getting Started 11 Nemesis tuning screen 1 Display items 12 Maps pull down menu 14 Select pull down menu 14 Communications pull down menu 34 View pull down menu 35 Tools pull down menu 36 Graphing Data logs 38 Off line mode 39 General overview 39 Modifying maps 39 Miscellaneous Check Engine light 40 PID Explanation 40 Conclusion 40 Appendix A 40 Appendix B 43 Appendix C 53 Introduction Overview Thank you for purchasing a Hydra Engine Management System This manual will assist you in understanding the windows platform that Hydra uses for calibration and setup of their engine management systems All the information and steps in this manual is based on Microsoft Windows Operating System Windows 98 and later The Hydra Nemesis operates as a speed density system Engine speed is determined by the Crank trigger speed and load intake air density by a onboard 3 BAR MAP manifold absolute pressure sensor or throttle position sensor TPS The system uses coolant temperature and air temperature CTS and ATS sensors to deliver the desired air fuel ratio AFR under different temperature conditions The system uses the factory narrowband ox
2. 2 Bar Graph Bar graph shows important engine parameters when ECU is on line In the event when there is knock detonation the ADV flashes red The values which appear on the bar graph are the corrected values It might not be the same as the value in the fuel and spark maps 3 Bar Graph Control There are three buttons Hold saves the highest value since the panel was reset Reset releases the Hold and Mode changes the display from numbers to graphics and vice versa 4 Data Panel Shows the following important data stream of engine parameters ADV Ignition advance degrees FUEL Pulse width milliseconds Duty Fuel duty cycle percent VSS Vehicle speed km hr or miles hr 02 Narrowband EGO Status left and right volts AFR Air Fuel Ratio wideband UEGO only when equipped PSI Boost Pressure b inch2 BATT Battery voltage ECU supply volts AIR Air temperature Celsius STT Short term trim left and right percent TPS Throttle position percent Note that all data is feedback from the ECU The fuel pulse width value is likely to be different from the map value as it is modified by other maps such as air temp trim 5 Grid Map Resolution This box gives the user the ability to use two different resolutions while making changes on the grid map Resolution 1 0 003ms and Resolution 2 0 05ms 6 Copy This Copy function is illustrated below E A
3. ENGINE MANAGEMENT SYSTEMS Nemesis 2 17 User Manual Software Version 2 X 3 1 Dec 2005 e For Racing and Off Road Use Only e Not Legal on Public Highways and or Emission Controlled Vehicles unless Appropriately Certified e The information in this document is subjected to change without notice e As every effort is taken to ensure the correctness of the manual no responsibilities will be taken for the consequences of any omissions and or inaccuracies in this manual e The manufacturer and its agents accept no responsibility for personal injury and or property damage from the use of the products e Hydra EMS systems offer extreme amount of user adjustability installation and tuning must be performed by a qualified professional e If you install the unit yourself be aware of the following points o Fuel Injection systems use a high pressure Fuel Supply Extreme Care should be taken to avoid fire when work on the fuel system is performed o High energy ignition systems produce dangerous voltages Never touch or remove any ignition system component when the battery is connected even if the car is not running o The driver should never attempt to tune the vehicle while it is in motion We recommend that the vehicle be tuned on a dynamometer o Severe engine damage can result from lean out too high an air fuel ratio or over advanced ignition timing Have the vehicle tuned by a professional if you are not sure of what values to use for
4. it displays outputs and functions important to the setup of the ECU This is normally used for the shiftup speed Jam meses cat development of new applications and do not apply a to the general user Virtual automatic transmission feedback is currently under development converter clutch 1 c program files nemesis template s20 Maps Select Communications View Tools Panel Floating grid Tools pull down menu luser preterences x AXES LABELS C METAN ff PUMPER RPM DEFAULT 9 HOLD C TRACE LOAD DEFAULT HOLD C TRACK GRID CENTERING C LOAD CRY ARROW ROAM MODE C 3D MAP E GRD Save and exit ok Import map xj File Select from source 3 OM INJECTOR O 235 OHM INJECTOR OHM INJECTOR Cancel Load Submenu Floating Grid This enables the user to expand the current map whether it be fuel or spark into a full screen grid map for easier manipulation The floating grid is only available for 3D maps Submenu Preferences This is used to determine how you want the program to startup Defaults that are saved will be loaded every time the PC software is started Submenu Import Map This is only used in off line mode This will enable the user to import a fuel timing or pwm maps into the current map the user is working on First you select the file which to import from and then under select from source you can select which maps you want to impor
5. 7650 mmHg 720 mmHg 690 mmHg After O rpra 147 15 147 90 rpm 14 7 14 7 14 7 60 mmHg 720 mmHg 690 mmHg After O rpm 14 7 15 14 7 50 rpm 1147 147 147 Offline methods Online methods e 3DPWM Direct entry using the space bar Direct entry using the spacebar e AFR target 760 mmHg 720 mmHg 690 mmHg Press enter to complete edit Before omm 147 147 14 7 250 pm 14 7 14 7 14 7 760 mmHg 720 mmHg 690 mmHg Before Omm 147 14 7 14 7 250 rpm 14 7 14 7 14 7 Se role Spaceba Manual entry EJ Value was 14 7 1 Manual entry Value was 14 7 1 15 60 mmHg 20 mmHg 650 mmHg After O rpm 14 7 15 14 7 50 rpm 14 7 14 7 14 7 760 mmHg 720 mmHg 690 mmHg After O rpm 14 7 15 14 7 250 rpm 147 14 7 14 7 Map Offline methods Online methods e 3DPWM Direct entry group cells using the space e AFR target bar First highlight cells using ctrl left ctrl right ctrl up or ctrl down 780 mmHg 720 mmHg 630 mmHg Before omm 147 AFO O O A owm ar MI Manual entry Value was 14 7 1 115 760 mmHg 720 mmHg E90 mmHg Orpm 147 15 15 250 rpm 14 7 15 15 Grid traces Grid traces consist of Direct entry group cells using the space bar First highlight cells using ctrl left ctrl right ctrl up or ctrl down Press enter to complete edit 760 mmHg 720 mmHg 690 mmHa Before owm 147 MAS Manual entry Value was 14 7 1 E 760 mmHg 720 mmHg 690 mm
6. The programming software must be connected and diagnostic pin B10 connected Because the fuel map is volatile in this condition the altered fuel map will be lost at key off You must upload the fuel map after an autotune session save the map and download for a permanent save This function should only be used in a load based dynometer under controlled situations Serious engine damage can occur if improperly used Always calibrate wideband sensor before auto tune is used anwo A KEMEN ee ice mcme mmg pernos camgar caoran i FO CONTROLS MN a orca ey a we Restor A a Eea nE EMO irom eet aon 198 mir E A AAA e e o E E RE ge Submenu Settings PID Control 1 Boost Control Start RPM This determines the point source for the left bank closed loop system The first three options allow for a 14 7 AFR set point system only with two narrow band feedback sources and the NTK L2H2 feedback source The fourth option causes the AFR set point to be controlled by the AFR target map The feedback source is the NTK L2H2 UEGO 6 Right module Sensor Source operates similar to the left module sensor source setting If wide band target table is selected for one or both banks then the wide band closed loop system will be applied to both banks regardless of the sensor source of the opposite bank 7 Left right module cylinder setup the ECU fires injectors in orde
7. RANGE 10 250 mmHg RANGE 26 13 2 psi RANGE 11 200 mmHg RANGE 27 14 4 psi RANGE 12 150 mmHg RANGE 28 15 6 psi RANGE 13 100 mmHg RANGE 29 16 8 psi RANGE 14 50 mmHg RANGE 30 18 psi RANGE 15 0 mmHg RANGE 31 19 2 psi Ok Submenu Settings GridY Setup 1 This is used to calibrate the way the ECU interpret the VSS signal it gets from the car so as to obtain accurate data logs Set this value so that the vehicle speed sensor VSS value shown in the left data panel is correct for the chosen units 2 Please look into appendixes for gear trim information 1 This is used to setup the X axis or rpm that defines the rpm spread between rpm points for the Fuel Fuel anti lag trim Fuel auxiliary trim Spark Spark anti lag trim Spark auxiliary trim Spark back up and AFR target maps The values in the boxes range from 0 to 255 After selecting the number the user has to recalc to determine the correct RPM value This is set at Hydra EMS and should not be changed If changed fuel and spark maps have to be compensated correctly as base maps will not be accurate anymore 1 This is used to setup the Y axis or load that defines the rpm spread between rpm points for the Fuel Fuel anti lag trim Fuel auxiliary trim Spark Spark anti lag trim Spark auxiliary trim Spark back up and AFR target maps The values in the boxes range from 0 to 255 After selecting the number the user has to recalc to
8. determine the correct RPM value This is set at Hydra EMS and should not be changed If changed fuel and spark maps have to be compensated correctly as base maps will not be accurate anymore Elsettino E R Qoooo xl SENSOR ise IGNITION CLOSED LOOP soosT CONTROL THROTTLE INJECTION SETUP SPEEDOMETER GRIDX SETUP GRIDY SETUP E VO OPTIONS REQUESTS PWMI 8 FREQUENCY PWMI LOW FREQUENCY PWIM2 LOW FREQUENCY AUX INPUT CONFIGURATION notequest y 7 PWM LOW FREQUENCY PWMME LOW FREQUENCY AUX2 INPUT CONFIGURATION ro request v V PWMS5 LOW FREQUENCY PWM6 LOW FREQUENCY AUX INPUT CONFIGURATION ro request y PWM LOW FREQUENCY PWM LOW FREQUENCY Enter AUX INPUT CONFIGURATION ro request y PWM9 16 FREQUENCY AUXS INPUT CONFIGURATION ro request v PWM9 LOW FREQUENCY PWM10 LOW FREQUENCY AUX6 INPUT CONFIGURATION ro request y PMI LOW FREQUENCY PMI 2 LOW FREQUENCY M PWMI3 LOW FREQUENCY PMI 4 LOW FREQUENCY T PUMAS LOW FREQUENCY T PWMI6 LOW FREQUENCY Enter Submenu Settings I O 1 This menu option is setup by Hydra EMS It should only be modified by authorized Hydra dealers Nothing should be changed in this menu correct operation of the car will be affected if this menu is modified in anyway 2 AUX input configuration defines how the ECU should respond when a digital or analog voltage is applied to the auxiliary input Mo
9. hardware and software plus one who understands and get the most out of the hardware and software Nemesis Software Software installation The Nemesis 2 1 software can be found either on the supplied installation CD or a copy can be downloaded from the Hydraems website at www hydraems com If you are installing from the installation CD first load CD into drive and select open 101 x File Edit View Favorites Tools Help l q Back gt ty Asearh Folders 4 H GE K A E Address o A Go X Control Pane Explore Search PartitionMagic 7 0 Sharing Scan with Norton Antivirus 3 Add to Zip Eject Create Shortcut Properties Open A The following screen should appear after opening the installation CD File Edit View Favorites Tools Help Back GQsearch C4 Folders ls E XK EE completely Nemesis 2 1 Instruction ress o y Oe ARE ro Manual before proceeding Then Nemesis 2 0 Instruction Manual pdf install Nemesis 2 1 software onto computer Please ensure that the software is installed in the directory c program files nemesis Failure to do this will prevent software from working Desktop icon should automatically appear after installation 2 objects 2 11 MB My Computer aa If desktop icon does not appear please go to C Program Files Nemesis There you will see nemesis2 X exe To execute double click on file S
10. high load air fuel ratio and ignition angle specific to your car e All Hydra EMS products are covered by a 12 month warranty period as detailed below o Warranty extends only to the repair or replacement of the product and only within the warranty period o The product is only warranted against defective materials and or workmanship and only on condition that a qualified mechanic and or an engine management professional installed the product in accordance with the manufacturer s instructions o Warranty period starts from the date of installation or thirty days from the date of purchase whichever is sooner o Warranty is void if the product is in any way dismantled tapered with improperly installed and or modified to fit an application not listed in the manufacturer applications list o Warranty does not cover but is not limited to the following Injury to person or persons Towing cost Lost of use Accommodation and lost of income Labor charges Consequential damage Engine backfire misfire damage Engine detonation damage Damage from accidents Floods earthquakes or any acts of god Physical shock Misuse Negligent handling of product Water damage Operation outside product specifications tampering or modifications Parts List e Nemesis 2 1ECU e Adaptor Harness e Vacuum Line O O Serial Cable Installation CD A a Ta Ni ET Ula P e a DA A boy ya E ESA nl Contents
11. ignition events are cut Msettinos xl SENSOR ISC IGNITION INJECTION SETUP SPEEDOMETER GRIDX SETUP GRIDY SETUP LO CLOSED LOOP M ENABLE CLOSED LOOP INJI LEFT MODULE RIGHT MODULE V ENABLE LONG TERM LEARNING NA INP LEFT MODULE RIGHT MODULE Y ENABLE AUTO TUNE with DRQ l Emi eer LOWER REMIDAT INS LEFT MODULE RIGHT MODULE 14350 enter UPPER RPM LIMIT INJ4 C LEFT MODULE RIGHT MODULE _LEFT MODULE SENSOR SOURCE INIS LEFT MODULE C RIGHT MODULE C 147 LEFT U HEGO INJ6 E A IC ARO LEFT MODULE C RIGHT MODULE C 14 7 WIDE BAND HEGO INIT LEFT MODULE RIGHT MODULE C WIDE BAND TARGET TABLE INIS LEFT MODULE C RIGHT MODULE RIGHT MODULE SENSOR SOURCE 14 7 LEFT WHEGO enter C 147 RIGHT WHEGO C 14 7 WIDE BAND HEGO C WIDE BAND TARGET TABLE Submenu Settings Closed Loop 1 Enable Closed Loop This is to enable the closed loop feature in the software parameter for switching spark map to Backup Spark Map This is the number of knock events that must occur in rapid succession in order to trigger an excessive knock condition In run mode the diagnostic request pin B10 is not connected the ECU will revert to the back up spark map and the check engine light will illuminate 7 Backup Knock Spark Threshold This is used to determine when a knock event is considered a knock count for Backup Spark Map Stra
12. ignition to 5V This will disable this function Submenu Control 1 Coolant temp trim This map enables the original fuel map to be trimmed via coolant temperature The values are percentage increase of the main fuel map This enables the tuner to adjust cold and hot engine startup operating fuel requirements Submenu Control 1 Injector response This map enables the original fuel map to be trimmed with respect to battery voltage This is necessary when there is a degradation of the charging system of the car and changes the fuel map output In order to stabilize the AFR at all normal battery voltages this map must be set correctly Submenu Control 1 Air temp trim This map enables the original fuel map to be trimmed with respect to intake air temperature This functions as a percentage of the original fuel map Submenu Control 1 Zero TPS vacuum This map enables the tuner to stabilize the fluctuating map readings lumpy idle in a car with a big cam This actually tells the ECU to use a Specific vacuum load setting versus RPM in place of the unreliable measured vacuum So as to give the engine a consistent fuel flow Note that these vacuums should be obtained by experimenting with the ISC valve completely closed blocked off if necessary Submenu Control 1 Injector phasing This map controls injection timing or when the injectors fire with refe
13. multiplier which the user can use for manual manipulation of the fuel map This is used as a guideline only mapping of fuel map eee must still be performed for proper and safe running of the engine MULTIPLY UP DOWN MULTIPLY FUEL PULSE WIDTH BY 0 Submenu Check version allows the user to check if the PC software is compatible with the ECU firmware Submenu Axes switch allows the user to swap the X and Y axes for PWM map 9 10 or 11 Submenu Reset trace allows the user to reset the current ECU position trace bold data knock detected trace red data and knock feedback trace x s Submenu Input diagnostic this feature is not documented and used for Hydra R amp D only Submenu Step AFR this feature is not documented and used for Hydra R amp D only Graphing Data log in Excel 1 Initially to create a chart use the Chart Wizard in Excel It is denoted by the 2 To create a secondary axis in the chart following symbol When the range of values for different data series in a 2 D chart varies widely or when you have mixed types of data such as price and volume you can plot one or more data series on a secondary value y axis The scale of the secondary axis reflects the values for the associated series 1 Click the data series you want to plot along a secondary value axis 2 On the Format menu click Selected Data Series and then click th
14. open loop variable cam phaser control The cam phaser is energized by a duty cycle in order to alter the cam timing at different engine speeds and loads When closed loop VTC is enabled in the triggers settings window PWM MAP9 and 10 are both converted to variable camshaft angle target tables Available for select cars Only check with your dealer The duty cycles are converted linearly based on the VCT spread inputted at the trigger settings window For example is 60 degrees spread was inputted then the target angle range will be plus or minus 30 degrees ISCO The output is connected to a pulsed width modulated idle speed control valve which allows more bypass airflow as the duty cycle is increases Settings for ISCO are found in the ISC tab of the settings window ISCC The output is connected to a pulsed width modulated idle speed control valve which allows less bypass airflow as the duty cycle is increases Some pulse width modulated ISC valves 3pin operate using both a close ISCC and open ISCO signal Fuel Pump The output is connected to the factory fuel pump relay The primer setting is the period over which the fuel pump is primed at Key on This output has a safety cut pump on stall feature like factory ECUs Check engine Lamp This output option illuminates the check engine lamp whenever the engine 1s not running or when a fault condition exists TCC The torque converter clutch activates at conditions of high v
15. EDOMETER GRIDX SETUP GRIDY SETUP LO 66 enter VSS CALIBRATION BYTE Submenu Settings Speedometer Egg xl SENSOR isc ZGNITION C OSEDLOOP BOOST CONTROL THROTTLE __INIECTION_ __SETUP__ SPEEDOMETER GRIDX SETUP GRIDESETUP vo GRID X RPM SETUP recaic Orpm RANGE 16 4000 rpm RANGE I 250 rpm RANGE 17 4080 rpm RANGE 2 500 rpm RANGE 18 4160rpm RANGE 3 750 rpm RANGE 19 4240rpm RANGE 4 1000 rpm RANGE 20 4320rpm RANGE 5 1250rpm RANGE 21 4400 rpm RANGE 6 1500 rpm RANGE 22 4480rpm RANGE 7 1750 rpm RANGE 23 4560 rpm RANGE 2000 rpm RANGE 24 4040 rpm RANGE 9 2250rpm RANGE 25 4720rpm RANGE 10 2500 rpm RANGE 26 4800 rpm RANGE II 2750 rpm RANGE 27 4880 rpm RANGE 12 3000 rpm RANGE 28 4960 rpm RANGE 13 3250 rpm RANGE 29 5040rpm RANGE 14 3500 rpm RANGE 30 5120rpm RANGE 15 3750 rpm RANGE 31 5200 rpm Ok Submenu Settings GridX Setup Blsettinas xl SENSOR isc IGNITION CLOSEDLOOP BOOST CONTROL THROTTLE _ INJECTION SETUP SPEEDOMETER GRIDXSETUP GRIDESETUP vo GRID Y LOAD SETUP recaic 760 mmHg RANGE 16 1 2 psi RANGE I 700 mmHg RANGE 17 2 4 psi RANGE 2 650 mmHg RANGE 18 3 6 psi RANGE 3 600 mmHg RANGE 19 48 psi RANGE 4 550 mmHg RANGE 20 psi RANGE 5 500 mmHg RANGE 21 7 2 psi RANGE 6 450 mmHg RANGE 22 8 4 psi RANGE 7 400 mmHg RANGE 23 9 0 psi RANGE 8 350 mmHg RANGE 24 108 psi RANGE 9 300 mmHg RANGE 25 12 psi
16. EEN T5 Submenu Com On Off This is to enable the user to go on line or off line with the ECU when it is powered up If the Laptop is not communicating with the ECU 9offline mode then the laptop will attempt to communicate with the ECU Should the ECU not respond an error message will be shown The PC software will spend a lot of time attempting to communicate with the ECU if it does not respond and will slow considerably Therefore you should avoid forcing the PC software online when the ECU is not connected or not powered up Submenu RPM Track In the software interface this will track or highlight the position of the map which the ECU is reading off This also enables the user to make changes to the map in real time without having to find the location of the map the ECU is reading from Mops Select Communications Wew Toos Submenu RPM Hold In the software interface this stop the ECU track or highlight the position of the map which the ECU is reading off This also enables the user to roam anywhere on the map View pull down menu SS Submenu Angle This enables the user to rotate the 3D HORIFONTAL ANGLE map Viewing angle changes apply only to the Fuel Fuel anti al lag trim Fuel auxiliary trim Spark Spark anti lag trim Spark auxiliary trim Spark back up and AFR target maps only i x Submenu Panel This opens a panel as shown ah enue
17. Hg Orpm 14 7 15 15 250 pm 114 7 15 15 1 Bolding of cells visited by the current ECU position 3D maps only 2 Shading of altered cells 3D maps only 3 Change of color to red where knock events occur in the Spark map 14 2 14 2 14 2 14 2 14 2 14 2 14 2 14 2 14 2 14 2 14 2 14 2 14 2 14 2 14 2 15 95 lava 15 65 16 55 1535 1535 15 55 15 55 1535 15 55 15 95 15 95 15 95 15 55 13 35 1 3 LERE 16 9 la 17 3 17 3 16 9 123 17 305 17 305 17 305 17 3 1 3 a LERE 18 95 18 95 18 5 18 95 18 95 16 55 16 55 18 95 18 955 18 955 18 955 18 95 18 95 16 95 18 95 Top right navigation tools There are several grid and map navigation options as well as tuning method controls RPM X axis hold Allows the user to select current ECU position track or current keyboard position hold tuning mode on the rpm or X axis These buttons are disabled for any 2D map current ECU position visited cells altered cells 20 25 20 25 current keyboard position cell 20 05 20 25 20 25 In track mode the alterable cell current keyboard position purple cell always follows the current rpm or X axis variable current ECU position yellow cell The cell does not show purple because it is under the yellow cell In hold mode the alterable cell current keyboard position purple cell is stationary in the rpm or X axis direction To alter a different cell you must first navigate to t
18. MIC ENRICHMENT MM exter puzcrions TRIM EN eter COEFFICIENT 0 255 MANIFOLD WETTING BM exter RECTION 7 TRIM YA ee CORPFICIENT 0 255 MANIFOLD CHARGING MO exter BUECTION 2 TRIM MEN ee conmmcienr 0 255 Submenu Settings Injection 1 Injection Trim This is individual injection trim for all eight cylinders in terms of percentage Useful for engines where there is a known difference in the volumetric efficiency for particular cylinders Typically set these values to zero There is only cylinder trim for 6cylinders 2 Sequential Injection or Throttle body Injection This will be selected normally for sequential injection unless throttle bodies or slides valves are used 3 lean under load backup spark This is used to enable the backup spark map If a lean condition is detected at either narrow band oxygen sensor at high load for an excessive period the check engine light will illuminate and the ECU will enter backup spark mode depending on the run tune mode status 4 Batched Min Pulse determines minimum twice per cycle injection pulse width When the ECU determines that the programmed pulse width is less than this value once per cycle injection will result 5 Dynamic Enleanment Coefficient controls how much fuel is reduced when the rpm drops and vacuum is high between gear changes or after free revving The actual percentage
19. SC IGNITION CLOSED LOOP BOOST CONTROL THROTTLE INJECTION SPEEDOMETER GRIDX SETUP GRIDY SETUP ro SETUP Encryption EA enter cris Password Enter Check status J ENABLE ZERO TPS VACUUM MAP Status MV ENABLE DECEL CUT ENABLE TPS MODE ENABLE TPS SWITCH TYPE Submenu Settings Setup 1 This menu is normally setup by Hydra EMS Nothing should be changed except for entering passwords to enable software changes 2 Enable zero TPS vacuum map allows the ECU to substitute the zero TPS vacuum map for measured vacuum whenever the throttle is closed 3 Enable decel cut allows the ECU to cut fuel completely when the throttle is closed and other criteria are met 4 Enable TPS mode allows the ECU to substitute TPS for engine load The TPS range 0 100 will be correlated to 0 100kPA absolute pressure Never use this mode for turbocharged engine 5 Password enter causes the password inputted at the textbox to be written to the ECU if online and to the file currently open 6 The Check Status in the Encryption window lets the user check whether or not the interface software is in sync with the ECU so as to enable changes 7 Please look into a appendixes for new software functions settings x SENSOR isc IGNITION C OSEDLOOP BOOST CONTROL THROTTLE INJECTION SETUP SPEEDOMETER SPE
20. SS Era Ler DELFATIFE 0 0430 PRAMAC FALVE Em sr MPRA DTT a En mir MAL PRA DOT an s000vaconas monte EE ar as EJ AKTO DATE STEFT UP 10 ae PALVE STEPS ETE A JEONG STEPS DP Y EN zmir Jamaa Posa GA PY STEPPER JSC VALVE Submenu Settings ISC 1 PWM ISC valve and Stepper ISC valve sub menus need not be adjusted or changed They are pre set from Hydra for the application Submenu AFR target This is the AFR target map used in both the autotune and also wideband closed loop control As there is lag time between readings and map correction the user must never use closed loop operation in high load sections of the map The Auto tune feature only works when a Laptop is connected to the ECU After driving the car the tuner must upload from the ECU in order to view the changes made to the fuel map If not downloaded these new fuel numbers will not be in the Nemesis Submenu Settings Sensor 1 External map sensor confirm This is to enable external map sensor 1e 5 bar map sensor or Honda map at AUX 1 2 or 3 2 Knock 1 amp 2 amplifier enable check this box when the output of the left or right bank knock sensor is weak 3 Uego zero cal default setting of 126 do not change 4 Uego grad cal adjust this value so that the free air calibration for the NTK L2H2 sensor is 20 7 1 AFR 5 The rest of the options in Settings are pre set by Hydra and
21. TEN i For example the user in x axis 650 to 500mmHg and y Waning This aci n wall cause the current 505 d c ple i 9 edo axis Orpm and executed the Copy function as shown in cc rc the left the value in the grid location will be copied across E 0rpma fe ira H de the RPM sites See before and after screen shots of the E 15000 eri Copy function executed fe SU rpm he Fa E Uso fe ideo E 2250 rpm E 720rpm fe 3300 rpm fe PEDO mon FR 2230 rpm fe 2420 rors E 3000 rom Pron fe S250 rom fe 5040 ren fe F500 rem le aldirg E 3730rpm fet SN ree ro o A AMA oa 269 al 22 24 om 2 2 2 248 ro PO PO S Joo mlm a co lu n PO ir mim co co a rareta rora re ira ro fra ra x woo Lo ao co o Lo E dan Before Copy function execution After Copy function has been executed Black highlighted area shows the changes made 7 amp 8 Grid Map RPM Track Bar Load Track Bar Load Center Arrow Center Roam Map Roam Grid Grid Map The variables in this map are in ms The box highlighted in yellow is the cell the ECU is using to taking information from Navigation The navigation has changed substantially from the previous versions of the interface Now the arrow keys are for roaming only The PgUp and PgDn keys are used for increasing and decreasing the values in the cells To input a value offline one will use the space bar to bring up a window for direct input The user
22. acuum moderate rpm and slight throttle position The TCC will only engage when the vehicle speed exceeds the user set minimum As a safety feature the TCC will only operate at speeds greater than 60km hr regardless of the user setting ATX Still in development VSS Still in development Fl Future option F2 Future Option Off Any connected output is not energized Appendix B Most maps in Control 1 to 3 are 2D maps They are shown as a plot line The height of the line represents how large the value is The picture above is the coolant temperature enrichment curve The yellow bar is the current ECU position in this case a cold engine with a lot of cold enrichment The purple bar is the keyboard trim position which shows which cell is highlighted for alteration The picture above is the 3D fuel map The yellow bar is the current ECU load position in this case about 75 maximum engine load The green bar is the current ECU rpm position in this case about 60 maximum engine rpm The purple bars are the current keyboard position which controls which cell is highlighted for alteration The cell highlighted for alteration is at the intersection of the two purple bars and is highlighted with a purple circle In hold mode the current keyboard position can be held at any cell Therefore any cell of the fuel map can be accessed and altered In track mode the current keyboard position and current load and rpm position always c
23. can also select a group of cells to change the user must press and hold the Ctrl key while roaming the map with the arrow keys This will select a group of cells The selected group of cells will be highlighted RPM Track Hold amp Load Track Hold If you want to free roam about the grid map or 3D map the user must select RPM Hold and Load Hold and Arrow Center This will enable the user to free roam around the grid map If RPM Track and Load Track and Load Center is selected the roaming is only limited to the area around where the engine is reading information from Grid shows both yellow highlight and blue In RPM track mode the changes made by the vertical arrow keys will only affect the yellow highlighted box and if RPM hold is enabled the changes will be in the blue highlighted box 9 3D Graphical Display This enables the tuner to spot any holes or dips in the fuel or spark maps When tuning in this mode the user can select Roam Map and the arrows keys will automatically follow how the 3D map is setup 10 This is also one of the new additions to the interface This gives the user quick keys to go between the spark fuel maps and also manual entry There is also an interpolate load and also rpm This function smoothens the graph Be extra careful when using this function because of injector response and also the engines thermodynamics needs the 3D graph need not be a gradually increasing one For More detail
24. d Fie is uploaded from ECU to PC AN PT LAIRD MAS AND UPLOAD rd rra m y walt MATAS The default com port selection is 1 Make sure there are no conflicts with other software platforms that automatically open Example Palm Hot Sync Icon in Task Manager Once on the Hydra EMS main screen select download to ECU the following screen will appear xi Warming Vehicle must be at rest and idling to safely download File is downloaded from PC to ECU ON lic BDRCRIPT FILS ON DOWNLOAD When selecting download make sure there are no conflicts with other software platforms that automatically open Example Palm Hot Sync Icon in Task Manager In the file pull down menu there are several options 1 Open has been covered above It is used to select a tuned map for download into ECU It may also be used for off line opening of a tuned file for modification or reference 2 Open can also be used for selecting a map to enable off line changes 3 Save is used when one needs to save a current map that has been changed in the course of tuning whether on line or off line 4 New Print are currently options that are not used and will be enabled in future software updates Now that we have the ECU connected to the PC with serial cable the process of tuning 1s as follows e Turn the key on to power up the ecu e Click on the upload button to transfer all maps and set
25. do not need to be changed cane __ 6 AC Steps Up This increases idle when compressor 1s engaged to prevent rough idle or stalling Typical value 15 40 7 Into Drive Steps This is currently no used in Nemesis 2 0 8 Vehicle Moving Steps Up This function is used to prevent the stalling of the engine during deceleration It is the minimum ISC valve opening whenever the vehicle is moving Can be used to mask a stalling in traffic condition Typical value 5 20 9 Anti Lag Position For mild anti lag one can use the stock idle control valve to introduce 2 Proportional This adjustment is for immediate effect and controls the short term responsiveness of the ISC system Decrease this value where rapid idle speed oscillations occur A typical value is 100 200 3 Integral This should be viewed as a long term off set Decrease this value where slow idle speed oscillations occur or where post start idle flare is excessive Typical value 80 150 4 Derivative This should be used in stabilization of the idle This help to stabilize a hunting idle situation Too large a value will prevent the idle speed from settling quickly to the correct speed Typical value 50 150 5 Max Vacuum This is used to enable ISC function when the ECU measures a vacuum that exceeds this value the ISC valve will be opened regardless of other considerations Setting th
26. e Axis tab 3 Click Secondary axis Off line Mode When modifying or checking maps off line one has to first open interface software as explained in Starting the software on page 7 On the main screen the user would then select file pull down menu and submenu open This would be similar to that of the procedure of uploading a saved file into the Nemesis 2 0 The difference is that instead of downloading to the Nemesis 2 0 the user would go straight to maps When maps is selected the screen on the left will be displayed Click ok and it will start the main tuning screen console A Ka Ar A A A E E A ee ya hYara SS General Overview The difference between on line and off line 1s that some functions do not work off line The list of functions that do not work off line are as follows RPM hold and RPM track Panel in pull down menu View does not work Monitor data in pull down menu Tools does not work Log Data in pull down menu Tools does not work Ltt table in pull down menu Tools does not work Mm BWwWN Re Modifying Maps The function of the interface other then the functions mentioned above are identical to that when the software is on line with the EMS The user will experience on thing the graphics interface of the software is a little faster when it is off line as there is no communication lag time Check Engine Ligh
27. e ISC open gain map predicts the drop in vacuum with respect to the ISC valve opening For example at idle an engine might create a vacuum of 400mmhg with the ISC valve closed and a vacuum of 300mmhg with the ISC valve open to 50 and additional load such as AC switched on The ISC open gain at 50 ISC would therefore be 100mmhg Submenu Control 3 Fuel cut limit Defines the rpm at which deceleration fuel cut is cancelled in order to give a stable transition from fuel cut to idle It is indexed to coolant temperature At lower coolant temperature it is desirable for fuel cut to cancel at least 500 rpm higher than the target idle speed to avoid stalling Submenu Control 3 Trim by Gear Trim by Gear This function is used to trim fuel with respect to gear This function is enabled when Enable Gear Boost Enrichment 1s selected in the Settings menu Submenu Control 3 Dwell trim This map enables the user to adjust dwell time with respect to RPM It is possible to provide a small increase in the dwell trim at higher engine speeds where a higher energy spark is desirable This is especially useful on CDI cars so as not to burn out the ignition coil Submenu Control 3 Knock fuel add This map enables the user to add fuel in areas where knock detonation is present providing a cooling effect that will make further knocking less likely This enables the user to remove less ti
28. e bottom where the ISC will always sit when the AC is turned on A good value to start with is about 40 A function connected to this function is the AC STEPS UP AC STEPS UP provides an instantaneous flare to the idle before the AC switches on gut Submenu 2D PWM All the 2D PWMs will be set by Hydra EMS It is not necessary to adjust change or set the 2D PWMs Submenu 3D PWM PWM Map 9 This is a3D PWM map used for intake cam phasing in DCS Integra RSX Subaru STI Toyota VVTiL Mazda VTC and Nissan VTC This map is set by Hydra EMS and normally needs no alteration from the user At the moment cam phasing maps are not user programmable Submenu 3D PWM PWM Map 10 This is a3D PWM map used for exhaust cam phasing in Dual Vanos cars as well as the Altezza This map is set by Hydra EMS and normally needs no alteration from the user Submenu 3D PWM PWM Map 11 This 3D PWM is currently not used A EE E O crow j mr SPERDOMITER CRIDI ar campy arrer Ls SS ATORI 7 JETTA HAr A Oe TR POLL OF AL m SC POLLO ERA M CE AMPLOFTRA Lae M ENOCEJ AMPLIFER INA ATS TPE KA catar RO OAD CAL FE IMO als C FORD are LATER e FP Er CTI TRE E DECO E THROTTLE erning or ge INJECTION _ SETUP SPELDOMETER GRIDASETUR ae rQ A ATR CLOSED LOOF POOT COY OLE SPEED CONTROL ia PROPORTIONAL P HIII Erm amar INTEGRAL pf O
29. ecified input to the ECU Submenu Spark This menu opens the main ignition table for tuning There 1s no offset required for Spark map values One can also enlarge the fuel map by going to pull down menu View and selecting submenu Floating grid Once enabled the grid map will maximize to full screen To move back to the main tuning window the user must either close or minimize the Floating grid window Submenu Spark anti lag trim This menu opens an additional ignition map This ignition map adds or subtracts from the original and is enabled once Fuel anti lag trim is enabled via grounding a specified input to the ECU Note This map allows you to have negative total timing which will lead to extremely high EGTs which can cause engine damage Submenu Spark auxiliary trim This menu opens an additional ignition map This ignition map adds or subtracts from the original and is enabled once Fuel auxiliary trim is enabled via grounding a specified input to the ECU Submenu Spark Backup This menu opens a totally independent ignition map This map is enabled when knock events happen exceed pre determined values This is a fail safe map for times when bad fuel or wrong fuel is placed in the car This map runs totally independent of the closed loop knock control of the main Spark map To disable this function one must set Backup Spark Knock Threshold value in Settings menu under
30. ed explanations on Map editing see Appendix B Maps pull down menu Submenu Exit and Save This closes the tuning screen and enables the user to download changes into Nemesis 2 1 flash memory The Save feature is to enable the user to save the current file without going into the main screen Select pull down menu Submenu Fuel This menu opens the main 32 x32 fuel map for tuning The axes are always rpm and load and the spread distance between load sites can be user defined in both axes One can also enlarge the fuel map by going to pull down menu View and selecting submenu Floating grid Once enabled the grid map will maximize to full screen To move back to the main tuning window the user must either close or minimize the Floating grid window Submenu Fuel anti lag trim This menu opens an additional fuel map that works off the original It gives the user the ability to add or subtract fuel in ms values from the original fuel map This map can be used for race fuel or anti lag fuel strategies and has to be activated by grounding a specified input to the ECU Submenu Fuel Auxiliary trim This menu opens an additional fuel map that works off the original It gives the user the ability to add or subtract fuel in ms values from the original fuel map This map can be used for race fuel or anti lag fuel strategies and has to be activated by grounding a sp
31. fferent engine speeds The sensitivity and also the duty cycle of the wastegate is controlled in the Settings menu under Boost Control In addition to this there is an over boost limit of 3psi hard coded into the program for safety purposes When boost is over by 3psi fuel cut is enabled Therefore even if the boost control system 1s not controlled by the ECU this map must be still set correctly SSS ae eee y a Submenu Control 2 Air temp spark trim This menu is especially useful in tuning turbocharged or supercharged applications When there is intercooler heat soak the ECU can compromise ignition timing accordingly to prevent detonation by reducing ignition advance at high inlet temperatures At low temperatures it may be possible to increase the total ignition advance in order to improve performance Submenu Control 2 Coolant temp spark map This enables the tuner to set safety margins into the ignition map strategy when tuning a racecar The reason is that as coolant temperature rises above normally the engine is more prone to detonation At very low temperatures it may be desirable to increase the total ignition advance to improve idle stability Submenu Control 2 Idle speed target This map is used to set idle speed control This map tells the ECU where the user wants the idle speed at with respect to temperature when the throttle is closed and the vehicle
32. hat cell using the left and right arrow keys Load Y axis hold Allows the user to select current ECU position track or current keyboard position hold tuning mode on the load or Y axi PRE 13 LOG RO s These buttons are disabled for any 2D map The functionality for the load Y axis hold track is the same as for the rpm X axis hold track Load center arrow center In load center mode the map grid is centered so that the current ECU position yellow cell is always in view In arrow center mode the current keyboard position purple cell is always in view Because the map grid is large 32 x 32 cells not all data cells are viewable in the displayed grid area Therefore in both modes to alternate position marker cell may disappear from view The disappearance of a marker cell is not a malfunction of the software It is a limitation due to the large amount of data cells needing to be displayed If a lost marker cell causes irritation consider revising the mode that you are using For convenience you can save your mode preferences in the Tools gt Preferences window Roam map roam grid Controls the navigation based on arrow key inputs In roam map mode the keyboard navigation is intuitive to the center viewing graph map display The up or down arrow key triggers a roam up or down the load or Y axis The left or right arrow key triggers a roam up or down the rpm or X axis The fo
33. high will lead the Hydra to think there is less vacuum than there really is when the ISC opens and the AFR will go too rich First set the zero TPS vacuum map from intuition or by experimenting with a vacuum gauge Then set the ISC open gain so that the engine runs ok even when a load is applied to the engine and the ISC valve opens a lot Remember Lambda AFR will not be close to stoic as the over lap in the cams will put un burnt mixture into the exhaust causing the lambda sensor to read rich Need to put graph for display of workings of the clamped values Control 3 Max ISC Integrator Setup of this should be done without AC being turned on The max integrator should be set as high as possible without idle rising too high especially during start and also gear changes This puts a false top to the ISC value used A good value to start with is about 60 to 70 Min AC ISC Integrator Setup of this should be done with the AC turned on This should be set as high as possible without the idle flaring up too high when the AC comes on This sets a false bottom where the ISC will always sit when the AC 1s turned on A good value to start with is about 40 A function connected to this function is the AC STEPS UP AC STEPS UP provides an instantaneous flare to the idle before the AC switches on Trim by Gear This function is used to trim fuel with respect to gear This function is enabled when Enable Gear Boost Enrichment is selected in the Sett
34. ine lag trim Fuel auxiliary trim Spark Spark anti lag trim rial 60 mmHg 20 mmHg 630 mmHg ring Before Dm 1 65 1 775 1 71 Spark Sine 1 65 1 78 171 backup spacebar Manual entry E Value was 3 ms 60 mmHg 20 mmHg 6390 mmHg After O rpm 1 65 3 1 71 250 rpm 1 65 1 78 1 71 Map Offline methods Online methods Fuel Direct entry group cells using the space bar First Not supported Fuel anti highlight cells using ctrl left ctrl right ctrl up or ctrl down online lag trim Fuel 76D mmHg 720 mmHg 690 mmHg auxiliary ae Before om 1 65 Me Spark 250 1pm 1 65 TA Spark anti lag spacebar trim Spark auxiliary trim Manual entry Spark 3 backup 60 mmHg 20 mmHg 6390 mmHg After O rpm 1 65 3 3 250 rpm 1 65 3 3 Offline methods Online methods e Control Increment and decrement a cell using Increment and decrement a cell 1 page up and page down keys using page up and page down keys e Control Press enter to complete edit 2 Control ew 2c aoc Joc 3 Before 97 5 705 565 2D PWM page up page Up FERNET oc Alter EX 565 Increment and decrement a cell using Increment and decrement a cell PWM page up and page down keys using page up and page down keys 760 mmHg 720 mmHg 690 mmHg Press enter to complete edit Before om 147 14 7 14 7 760 mmHg 720 mmHa 690 mmHg 250 pm 14 7 147 147 Before trom 147 TE 14 7 50 rpm 147 147 147
35. ings menu Settings PID Control In the PID control section of Settings there are two variables Input Follower Proportional and Input Follower Integral These are used for the Miata closed loop alternator control strategy Please follow PID control strategy with respect to the voltage map in PWM Map 1 Boost Control This is a more detailed explanation for the boost control strategy bout boos valve 5 he PID resul ol the boost coto slgori hm hob are measured boost tergel boost based on rpa and boos F boost boost O vae S 555 Ino much boost PID ouipul tails to reduce 45 nal enough boos PID oupi mes lo repaso bood Pale popa ppal de E puksil ahr 5 Fa iii duty cul do abr ouput lo vale 45 ii oufpul lp vale ile bore valve A boost valve E bose abra Y The user has programmed he curve lor a valve hal increases Pe boos when Fe duly E created Ihe valve works he oher way Pen a curve wih a neqaive ope can be used Fhe waive bori versus duby relaborsig ls minine a curved Ine can be npu ed lor he best resul Too much boos cscila on could be caused by hawing Fe F term too hh Too dow response by having term 00 loa Boost target map target boost versus rpm Input the desired boost level at all of the different rpm sites If you are doing this online don t forget to hit enter after you change the target boost at each site The boost control tab allows the P I and D terms to be altered Propo
36. ion in airflow Typical value 15 30 Factory preset from Hydra should not need to be modified 6 Launch fuel cut cycles is the maximum percentage of sequential fuel injection events that will be cut when a launch request is active and the launch rpm is exceeded 7 Launch spark cut cycles operates similar to launch fuel cut cycles but cuts ignition events instead User must be careful of settings extreme exhaust heat can cause engine and component damage 6 Backup Knock Count This is a degrees of retards per knock event encountered Setting this value too low could prevent a rapid reduction of timing in a runaway detonation Scenario Typical values are 3 5 degrees 2 Knock Retard Max This is the total number of degrees of retard irregardless of knock events encountered A typical value is 8 12 degrees Ifa higher value is required the main spark ignition angles are set too high You should not rely on the protective spark retard feature to bounce off the knocking threshold 3 RPM Limit Soft This is to set position of soft cut rev limit Timing is retarded and 60 of sequential fuel injection events are cancelled 4 RPM Limit Hard This is to set position of hard cut rev limit Fuel injection is completely cancelled to reduce engine speed 5 Launch RPM Soft Defines the launch rpm above which sequential fuel injection events and
37. ion that lets the ECU anticipate the decrease in vacuum on the map and therefore put in the enrichment right before the situation happens Enable Gear Boost Enrichment This enables a function that lets the user trim fuel with respect to gear Enable O2 Lightup Delay Enable AC Idle Speed Increase When this function is enabled the ECU automatically increase the idle speed when the AC is engaged by 150rpm This is especially useful in cars with big cams as this would reduce the chance of the engine stalling on deceleration Enable Moving Launch This enables the soft cut launch control to activate when the car is moving This will enable the user to flat the car Settings VSS and Ratios The Hydra calculates the current measured gear ratio using the engine speed and VSS You can observe the current measured gear ratio at 6BAE in Monitor Data It is shown as DOUBLE the real ratio Clearly you want to accurately calibrate the VSS first Drive the car in all gears and observe the current measured gear ratios For example you might get 16 32 48 64 80 96 Halve these to get for example 8 16 24 32 40 48 kph 1000 rpm Input these numbers into the gear ratio table The Hydra can then work out what gear you are in You must check the enable gear boost enrichment in settings gt setup to enable the control 3 gt gear trim table The trims only work at high load boost and lt 200 mmHg Tools Preferences This option enables the user
38. is stationary There are many settings related to the ISC system that can be found in Settings menu under ISC Idle targets may not be reached 1f the settings are not correct Submenu Control 2 Dwell This map enables the user to set different dwell controls versus Battery voltage Ignition Coils reach the desired current flow faster as battery voltage increases The dwell is the time the coil is turned on to charge for each ignition event The necessary dwell reduces at high battery voltages Warning coil damage will quickly result from excessive dwell Submenu Control 2 Cranking enrichment When cranking at low temperatures little of the fuel injected into the engine is in a combustible state Most of the fuel doesn t combust and an excess of fuel is required This map is used for enrichment under 300rpm before engine is started It rapidly decays to zero after the engine 1s started Submenu Control 2 Start primer This map enables an injector pulse when the ignition key is turned on soon after the fuel pump Starts to prime This enables an engine a quicker start when it is cranked for the above reasons This function is most useful for throttle body fuel injected applications Submenu Control 2 ISC open gain Works in conjunction with the Zero TPS vacuum map Where the Zero TPS vacuum map is used in conjunction with an ISC valve th
39. is value too low will result in excessive idle speed all the time Typical value is normal idle vacuum plus 80 100mmHeg I 3 i oo CLOSED LOOP Boosr CONTROL THROTTLE INJECTION SETUP SPEEDOMETER GRIDX SETUP GRIDY SETUP LO SENSOR ise lid IGNITION BERI 7 KOCK RETARD STEP BER exter KNOCK RETARD MAX BYP e RPM LIMIT SOFT BEZZ orter RPM LIMIT HARD BIZI er LAUNCH RPM SOFT MED r LAUNCH FUEL CUT CYCLES EE r LAUNCH SPARK CUT CYCLES BETI exter BACKUP SPARK KNOCK COUNT MECA exter BACKUP SPARK KNOCK THRESHOLD Y DIRECT FIRE V WASTED SPARK Submenu Settings Ignition 1 Knock Retard Step This is the number of the air into the engine This function controls the valve activity on anti lag Anti lag is destructive to your engine if used incorrectly no responsibility is taken for the use of Anti lag 10 Min PWM duty is the duty cycle at which the PWM ISC valve starts to open Most PWM ISC valves are preloaded and require at least 15 duty cycle before opening Typical value is 10 30 Factory preset from Hydra should not need to modify 11 Max PWM duty is the duty at which the PWM ISC valve is fully open Typical value is 60 90 Factory preset from Hydra should not need to modify 12 Stepper valve steps working range of steps for a stepper motor ISC valve You should use the minimum steps that give a reasonable variat
40. llowing diagram shows how the software responds to presses of the up arrow key in roam map mode In roam grid mode the keyboard navigation is intuitive to the right map grid The left and right arrow keys trigger an expected roam of the map grid The following diagram shows how the software responds to presses of the up arrow key in roam grid mode 9 05 9 6 9 05 9 6 9 05 9 6 9 05 9 6 m 305 9 6 mj 9 05 9 6 9 05 9 6 9 05 9 6 9 05 9 6 9 05 JE 9 05 9 6 9 05 9 6 Top right navigation tools Function keys F1 F9 have the following hot key functions ee A E a Fl EZ show hide the function key tool bar pictured above open the save dialog box F3 jump to the Fuel map F4 jump to the Spark map F5 F6 F7 ES F9 interpolate the selected cell group in the load Y direction interpolate the selected cell group in the rpm X direction open the direct entry dialog box for a mass entry of new values toggle between track and hold mode for both rpm X and load Y modes open the floating grid for the current map 3D maps only Appendix C Control 2 ISC Open Gain This is used in conjunction with the Zero TPS Vacuum It is the relationship between vacuum drop versus ISC position for fuel and ignition mapping at idle Having he ISC open gain too shallow will lead the Hydra to think there 1s more vacuum than there really is when the ISC valve opens A lean out will occur and the engine will stall Having the slope too
41. ming and still be able to stop detonation after it has started Submenu Control 3 Closed loop limit This map enables the user to select which load portion of the fuel map will be under closed loop control Typically a stoichiometric AFR can be used up to reasonably high engine loads at low engine speeds At higher engine speeds it is desirable to cancel the narrow band stoichimetry seeking closed loop earlier as engine load increases This function is only enable when HEGO sensor is used In wideband UEGO mode AFR follows AFR target table and also RPM upper and lower limits Submenu Control 3 Autotune rate This represents rate of change of fuel map during autotune If the value is set too high it might cause afr to oscillate and cause severe hunting and jerkiness Use factory default settings if unsure Submenu Control 3 Max ISC Intergrator Max ISC Integrator Setup of this should be done without AC being turned on The max integrator should be set as high as possible without idle rising too high especially during start and also gear changes This puts a false top to the ISC value used A good value to start with is about 60 to 70 Submenu Control 3 Min AC ISC Intergrator Min AC ISC Integrator Setup of this should be done with the AC turned on This should be set as high as possible without the idle flaring up too high when the AC comes on This sets a fals
42. ofan Energizes the cooling fan relay whenever the coolant temperature exceeds the set point user setting A small hysteresis is pre programmed Staged Injection Output is used to fire a staged injector bank or single staged injector whenever the ECU determines that the preprogrammed fuel quantity is greater than the main injector bank capacity The main injector bank will ALWAYS continue to fire as close to 100 duty cycle whenever the stage injector bank is operating The only setting is the staged ratio which is 100 multiplied by the main bank flow divide by the staged bank flow To assist in the priming of the staged bank a staged bank cleaning pulse operates once per second whenever the throttle 1s open Air Con The output is connected to the air conditioner compressor clutch and Condenser fan relay Three settings control the AC operation The AC will switch off whenever the throttle position or rpm exceeds the respective maximum settings When conditions are met the Ac switches on with a small delay This delay 1s set by the max delay setting To stabilize the idle speed when the AC compressor clutch is engaged several settings are provided in the idle speed control tab of the settings window User 1 8 Output is used to produce a hard switch not pulse width modulation based on a comparison statement such as coolant temperature gt 100 Such an output might be used to switch a secondary cooling fan at high coolant temperatures
43. oincide The keyboard position constantly tracks the ECU position therefore only the current ECU position cell can be altered Right map grid Contains the map data in grid form 3D map cells are arranged with the Y axis or load for fuel and spark tables horizontal and the X axis vertical For 2D maps cells are arranged horizontally only 60 mmHg 20 mmHg 630 mmHg 660 mmHg 630 mmHg 600 O rpm 50 rpm AD ror 5D rpm 1000 rpm 1250 rpm 1500 rpm 1750 rpm O0 rpm 2250 rpm 500 rpm f 50 rpm 3000 rpm 3250 rpm 3500 rpm 3750 ro 4 The data values shown here are of a fuel map From the yellow current ECU position feedback cell it can be seen that the engine 1s running at 2000 rpm and the vacuum is around 630 mmHg The yellow current ECU position feedback updates several times per second Cells visited by the current position feedback are highlighted bold in order to trace which cells have been accessed during a tuning session Hold tuning mode In the above grid the purple current keyboard position is different from the yellow current ECU position The software 1s therefore in hold mode In order to alter a cell the purple current keyboard position must be moved to the desired cell In this case pressing the right arrow a few times then the down arrow a few times will move the purple cell to the yellow cell Track tuning mode If the tuning software was in track mode then the purple current keyboa
44. or a VTEC switch ata certain RPM User 9 12 Output is used to produce a AND logical result of two comparison switches Consider the case of an intercooler water spray whereas the user desires the water to be sprayed onto the intercooler at high air temperatures If a simple air temperature gt 50 switch is used the intercooler water spray might engage even on a hot day due to heat soak even when the engine is idling A better comparison statement would be air temperature gt 50 AND boost gt 5 The intercooler water spray would only operate under high temperatures and when boost is greater than 5psi Factory Canister Purge control is usually pinned to one of these outputs PWM MAP 1 8 Output can be used to define a duty cycle signal that varies in response to a single variable such as coolant temperature Consider the case of a variable speed cooling fan which is off when the signal duty cycle is 0 and increase in speed up to a maximum for a signal duty cycle of 100 A user might wish to program a zero duty cycle at low temperatures increase the duty linearly from 0 to 100 between 90C tol 10C then maintain 100 duty cycle above 110C By doing so the cooling fan would come on slowly as the coolant temperature rose above 90C instead of switching on hard above a set point PWM MAP 9 11 Output can be used to define a duty cycle signal that varies in response to two variables such as engine speed and load A common use is
45. r injector 1 injector 2 injector 3 etc For twin bank engines you must determine which bank left or right for that cylinder For inline engines with a single bank of injectors simply use left bank only Pre selected from Hydra 2 Proportional This adjustment is for immediate effect Decrease this value where rapid boost oscillations occur A typical value is 100 200 3 Integral This adjustment should be viewed as long term off set Decrease this value where slow boost oscillations occur or where a boost overshoot induces a boost fuel cut A typical value is 80 150 4 Derivative This should be used in the stabilization of boost pressure This is used when there are fluctuations in the boost pressure A typical value is 50 150 RPM at which a reasonable level of boost can be achieved by the engine hardware Below this point the boost control output is zero and the boost control valve should be programmed shut If the boost control start rpm is set too low the boost control valve will open excessively in an attempt to increase the boost and a boost overshoot is likely to occur as the engine speed rises El xi 3 WOT Also know as wide IE E E ee ee some l INJECTION SETUP SPEEDOMETER GRIDXSETUP GRIDYSETUP ro open thr ottle when throttle pedal 1S THROTTLE aaa floor read TPS Cal number and BP ewer 002 0255 input it into this window BRYN e
46. rd position cell would not show because it would coincide with the current ECU position cell colored yellow The only cell alterable is the current ECU position cell In track mode it is not possible to move to a different cell using the arrow keys Cell alteration methods Methods of altering cells differ depending on the map type and online offline status The following table describes the tuning methods Map Offline methods Online methods Fuel Increment and decrement a cell using page up and page Same as offline Fuel anti down keys method lag trim 760 mmHg 720 mmHg 690 mmHa Fuel e Before om 1 65 1 775 17 auxiliary trim 250 rpm 1 65 1 70 1 71 Spark Spark anti lag trim Spark auxiliary trim Spark backup Page Up 60 mmHg 20 mmHg 6390 mmHg O rpra 1 65 1 78 1 71 250 rpm 1 65 1 78 1 7 Map Offline methods Online methods Fuel Increment and decrement group cells using page up and Same as offline Fuel anti page down keys First highlight cells using ctrl left ctrl method lag trim right ctrl up or ctrl down Fuel auxiliary trim Spark Spark anti lag trim Spark auxiliary trim Spark backup T60 mmHg 720 mmHg 6390 mmHg Before tion 1 65 ie ik 250 rom 1 65 MA AS Page Up 60 mmHg 20 mmHg 6390 mmHg After O rom 1 65 1 78 1 715 290 rpm 1 65 1 785 1 15 Map Offline methods Online methods Fuel Direct entry cell using the space bar Not supported Fuel anti onl
47. reduction in injected amount is proportional to this value multiplied by the rate of rpm drop Turn off the deceleration fuel cut and set this value so that the AFR stays close tol4 7 during a back off of the throttle A typical value is 50 Setting this value too high can result in idle instability as fuel is reduced each time the engine speed slows slightly 6 Dynamic Enrichment Coefficient controls how much fuel is increased when the rpm rises and vacuum is low or in boost The actual percentage increases in injected amount proportional to this value multiplied by the rate of rpm increase Typical value is 50 Setting this value too high will result in excessive AFR richness when accelerating rapidly in lower gears 7 Manifold Wetting Coefficient controls how much the fuel flow is compensated for losses to or gains from changes in the thickness of the fuel film at the ports of a port fuel injected engine or the entire wetted area of a throttle body fuel injected engine Fuel is usually lost to this fuel film entrained when the throttle is opened at low rpm and the effect is worse at low engine temperatures Set this value so that the AFR does not lean out when opening the throttle at low engine temperatures Setting this value too high will result in stalling and idle speed oscillations A typical value for a port fuel injected engine is 5 20 there 1s little wetted area x SENSOR I
48. rence to the TDC position 180 degrees in the map signifies the firing of the injector right at TDC of intake valve opening Degrees represented in crankshaft rotation Submenu Control 1 Throttle pump This is also known as TPS tip in enrichment This allows for added enrichment during sudden TPS angle changes when MAP is unable to pickup A richer FR during a throttle movement will generally improve drivability Submenu Control 1 Post start enrichment This is enrichment of the main fuel map with respect to coolant temperature in the short period after starting It is a percentage increment in pulse width This will improve the post start idle quality and reliability Submenu Control 1 Knock threshold This map determines the knock raw voltage amplitude before ECU goes into knock correction These will be set for the specific engines in base map calibrations There is an x in the lower left hand corner of the 2D graph It shows the actual noise coming from the knock sensor If the user has an engine which is nosier then the average the user can then log the knock raw voltage of the engine in no knock condition and modify the map accordingly Warning severe engine damage can result from detonation do not alter this knock threshold map if you are inexperienced in listening for Knock Submenu Control 2 Boost target This map defines the desired boost level at di
49. rtional This adjustment is for immediate effect Decrease this value where rapid boost oscillations occur A typical value is 100 200 Integral This adjustment should be viewed as long term off set Decrease this value where slow boost oscillations occur or where a boost overshoot induces a boost fuel cut A typical value is 80 150 Derivative This should be used in the stabilization of boost pressure This is used when there are fluctuations in the boost pressure A typical value is 50 150 The rpm threshold is the point at which a reasonable level of boost can be achieved Consider if this point was inputted as 1500 rpm Clearly not a lot of boost would be made at this rpm Flooring the throttle would result in the boost control valve trying as hard as possible to increase the boost despite the fact that no boost would be made As the rpm increased and the boost started to rise 1t would likely grossly overshoot because the valve is trying so hard to up the boost Good starting point 2500 3000 rpm Another noteworthy point is that in the above gross overshooting scenario the over boost fuel cut would probably activate causing a huge drive ability problem The over boost cut activates when the measured boost level is greater that 3 psi above the target level The output of the PID algorithm is simply a number that rises to increase boost and falls to reduce the boost This number could be simply output
50. st options are polarity adjustable meaning a low voltage lt 2 V or a high voltage gt 3 V will mean a request 1s active For example an AC on switch makes a connection with 12 V when the AC switch is on This would be inputted as an AC high request Note AUX I 2 and 3 tend to float high when disconnected and AUX 4 5 and 6 tend to float low You should carefully consider which type of input you need to use when a non request condition means an open circuit at the AUX input 3 Input request options are e AC switch where in order for the AC to operate a switch sends a voltage request to the ECU so that the ECU switches on the AC compressor clutch if appropriate e Launch switch where an active request causes the ECU to limit engine speed to the launch rpm setting e Anti lag switch where an active request causes the ECU to add the anti lag fuel map tables to the delivered fuel flow and the anti lag spark map tables to the delivered ignition angle e Auxiliary trim switch which operates similar to the anti lag system e Barometer sensor which inputted at AUX I 2 or 3 only allows the ECU to compensate delivered fuel for changes in altitude e Map sensor which inputted at AUX I 2 or 3 only and in conjunction with the external map sensor confirm setting triggers the ECU to substitute the MAP reading from the external MAP sensor for the main load reference e Valet where an active reques
51. t Submenu Load Injector Response This is used to determine the type of injector used This is setup by Hydra EMS and should never be changed unless different injector impedance is used x Submenu Color Selection This is used to change the color on the interface screen for the center viewing graph and the marker cells of the Background colour Wire graph colour APM band colour MAP band colour map grid Defaults that are saved will be loaded keyboard trim band colour R Highlight colour every time the PC software is started Submenu Monitor Data This is a menu only ae used by Hydra EMS No user function ability Monitor data Log data Check version LTT table Injector change trim Axes quickswitch Submenu Log Data This enables the data logging facility This only works when a computer is connected to the Nemesis On the top right hand corner of the screen one can choose the speed at which samples are taken I Submenu LTT Table opens the long term trim LTT table for viewing The LTT data is non volatile but can be cleared using the clear LTT table button Clear LTT RAM Clear LTT EEPROM Exit xl Submenu Injector change trim This is OLD NEW FLOW BIE 2vecroR mow rare used to create a fuel map based on a change BIN er nvecronmtownare enter in a specific injector size At the bottom there is also a
52. t The factory check engine light still functions under the Nemesis The only difference is that the error codes are different 1 One flash Engine knock level is above the present threshold 2 Two flashes There is an input follower error 3 Three flashes The barometer is out of range 4 Four flashes The ECU senses that the car is lean under load PID EXpianat10n The PID strategies used in the Nemesis 2 0 references a proportional integral and derivative We at Hydra EMS understand that this is different when compared to the general EMS terminology used Here is a clearer and more precise explanation of the individual terms A Proportional Proportional is used to control immediate response of the solenoid in question For example if a car is hunting idle speed going up and down and the afr 1s correct then it is most likely the Proportional is set too high B Integral Integral is used to control the delayed response of the valve For instance if at startup the flare is not high enough then the Integral is probably set too low If the idle speed settle quickly but is on the high side the Integral 1s probably set too high C Derivative Derivative is used to control minor hunting of the idle If after adjusting the Proportional and also the Integral the tuner cannot get the idle to be perfectly stable then one should start changing the Derivative As the Derivative gets bigger the error is seen as smaller and less active in
53. t triggers to ECU to severely limit engine power e No request where the ECU disregards any inputted signal 2 PWM frequency these checkboxes should be unchecked except where the output is used for boost control i 1 This menu option is setup by Fe lll Hydra EMS Nothing shouldbe a ee changed in this menu correct C TCC C PWM MAP C Turbo timer C PWMMAP2 operation of the car will be affected C Thermofan C PWM MAP 3 A A o pie eee if this menu is modified in anyway C Staged injection C PWM MAP 6 A C Aireon C PWMMAP 7 Explanation and description of m OER ease outputs in Appendix A C USER 4 C PRM MAP 11 C USERS C OF C USER 6 CO FI C USER CISCO C USERS C sce C USER 9 C Fuel pump C USER 10 C Check engine C USERII C F2 Submenu Outputs EER 1 This menu option is setup by Em POT TRE SINC OP ET degresa r e Hydra EMS Nothing should be PCT mime MINE ren oroen ona 0259 changed in this menu correct E FALLO ANTEDGE o apr Pera INTEGRAL E 0319 i s ron 0920 ingreso operation of the car will be affected ec mock E Alias LALE ON PAE PWH AP target quieta Ae our PUTO ENABLE ON PHBE PM MAP 9 target mcm if this menu 1s modified in anyway ER FALLING ART ADJE Dai TPE SCNPE ZINCAFTER RE e E gt Submenu Triggers Communications pull down menu c program files nemesis template s T
54. tarting the Software Double click on the Hydra desktop icon DA This will open the main interface window Connecting the PC to ECU At this point one would want to connect the ECU to the laptop Using the enclosed serial cable connect serial output of PC to serial input of ECU Note Do not use USB to serial interface on laptop computers as this may cause PC to ECU connection problems Also make sure that the key is only in the on position after serial connector is made Make sure diagnostic plug is connected pin B10 on middle blue connector or maps will not be downloaded into the Nemesis When the diagnostic plug is connected the Spark Backup Map is disabled Main Screen At the bottom right hand corner of the screen there should be three selection tabs Upload from ECU Download to ECU Maps Download to ECU This function is used when the PC is connected to the ECU and a permanent writing of a tuned file into flash memory is needed Example is a download of a base map or a pre prepared map from a dealer First to enable a download a map file has to be opened Select file from the top left hand corner of the Hydra EMS main page and then the menu option open as shown below He Upload from ECU This function is used when the PC is connected to the ECU anda download of information from the ECU is needed When requested the following screen 1s shown AA Warm Veicis mat de af rea and Seg to sale upioe
55. ted as a duty cycle straight to the boost control valve for a simple boost control system We provide an intermediate 2D PWM map where the output of the PID controller is the input of this 2D PWM map This way we can program for a valve that does not have a very linear response to duty cycle or even for a backwards valve Consider a valve that opens half way when the valve duty cycle is only 30 With this intermediate 2D PWM map we can program the output of the PWM curve to be 30 when the input value from the PID algorithm 1s 50 In summary the complete system works like this 1 The boost control program first checks that the rpm threshold has been reached and that the engine 1s making at least a little boost 2 The boost target and measured boost are inputted into the PID algorithm which outputs a simply number which rises to increase the boost or falls to reduce the boost 3 This number is inputted into the x axis of the 2D PWM map and the y value of the map the user inputted value of duty cycle is determined 4 This output value is sent as a duty cycle to the boost control valve Settings Setup Enable Multi Inject on Cranking This enables the ECU to inject fuel four times per revolution Enable dm dt Anticipation This enables a function that lets the ECU anticipate the increase in vacuum on the map and therefore reduce fuel right before the situation happens Enable dm dt Anticipation This enables a funct
56. tegy 8 Direct Fire check this box for a distributor less ignition system This is pre selected by Hydra EMS and does not need to be changed 9 Wasted Spark check this box for distributor less ignition systems that uses the wasted spark delivery method This is pre selected by Hydra EMS and does not need to be changed 4 Upper and lower rpm limits define the range in which the closed loop system will function Outside this range the narrow band or wide band closed loop system will not make any changes to the delivered fuel amount Also the auto tune will not function Any LTT entries that lie outside this range will still apply Therefore when altering these limits it is good practice to clear the LTT Table 5 Left module Sensor Source defines the feedback source and set 2 Enable Long term Learning this option allows the ECU to make entries in the long term trim LTT table and apply these values to the actual fuel delivered amount even when not in closed loop The LTT table is incremented or decremented by 0 5 every time the short term trim STT stays greater than plus or minus 5 for a short period of time We do not recommend using the LTT option when using the wide band closed loop option 3 Enable Auto tune This 1s to turn on the auto tune feature which enables the ECU to independently alter the fuel map when running in closed loop wide band mode
57. this case the error is the ISC duty cycle whether it be in PWM or steps COnecLusSToOn Hydra EMS is here to provide the consumer with a true plug and play EMS However even with factory like base maps and because of manufacturing tolerances coupled with wear and tear all EMS must be installed and tuned by a qualified professional with the right equipment and knowledge Appendix A The following is a description of each Output option Please advise your Dealer or tuner what options you may want so that they can preconfigure additional outputs per your needs Additional outputs are not configurable by the end user and are configured by authorized dealers only For reference use ONLY the outputs are described below Injection The output is configured for Fuel injection The fuel injection function can only be applied to outputs 1 8 User settings for injection are found in the setting window ONLY 1 injector of resistance range of 1 30 ohms may be connected to each output Turbo Timer When optional relay for this function is connected this output connects constant battery power to the ignition switch circuit for a period of time after the ignition switch is turned off The user setting is the timeout period which commences only when the engine speed drops back to idle WARNING if a vacuum leak occurs and the rpm stays above a reasonable idle the turbo timer will continue to activate indefinitely and the engine will not stop Therm
58. tings from the ECU to your PC This action guarantees that the maps and settings in the PC are the same as those in the ECU e Start the car and click on Maps button to view the engine maps of the ecu e The engine speed is held close to nearest rpm load site and tuning is started Every time a change is made at the laptop the map held in the ECU ram is also changed real time This process is continued until the desired AFR and Timing is achieved e At this stage the maps held in the ram of the ECU needs to be permanently saved By clicking the download button the maps are burned into non volatile memory The next time the ECU is powered up these maps will be copied into the ram Offline editing is simpler than the above process Just open or upload the file edit the file save then download Getting Started AA Nemesis Tuning Screen tape Sot Comarcas es A BEEP ENO pa eeepc Mai LE Sal WEEE AA A FA A A sl a Pa a ba a Pa ta Pa Pa Pa Pa Ea da da da a t This 1s the main Nemesis 2 1 tuning screen console In the pull down menus there are the following selections Maps Select Communications View and Tools Display Items 1 Boost Gauge Shows the pressure input going to the 3 Bar MAP sensor in the Nemesis 2 1 at the bottom of the boost gauge you will see the numerical amount This 1s the ONLY feedback element that responds to the current metric imperial user option
59. to select the default startup of the interface For example Metric or Imperial Auto Connect or Not etc Tools Check Version This function check the version of the software being used with the version of firmware in the ECU It will let you know if there might be conflicts or the version is totally incorrect Tools Input Diagnostics This is a function only used by Hydra EMS it is not a consumer level function Tools Crank Trigger Test The crank trigger test is used as an evaluation tool Consumers only will only need to use it under the direct supervision of Hydra EMS as the code produced can only be read by Hydra EMS File Edit Comments Under the interface main window under the file menu you will see a function call edit Comments This will enable the user to log comments on the main interface window in order to remember the specifics in which the map was written
60. xer wor 0 255 O o e em 4 TPS Threshold This is used bap o 10e ak to turn on TPS enrichment A res CAL typical value is 40 Setting this value A too low lt 20 could cause false alarm throttle events and bad fuel economy Submenu Settings Throttle 5 Map Threshold This is used to turn on MAP enrichment 1 Clear Flood TPS This is used to set the TPS o o angle at which the ECU cuts off all fuel during 6 Range Multiplier This is startup This is to enable easier starting for a used for TPS scaling Normally not flooded engine A typical value is 90 used Follow factory default of 100 in base map 2 Idle Used to calibrate zero TPS Set this l value two numbers higher than the value shown in 7 IPS cal can be used to the TPS cal display at closed throttle This will automate the zero throttle and prevent a false alarm throttle opening event wide open throttle calibration process a xl SENSOR Isc ZGNITION C OSEDLOOP BOOST CONTROL THROTTLE T sETUR SPEEDOMETER GRIDXSETUP GRIDYSETUP ro INFECTION MI RECTION 1 TRIM Y SEQUENTIAL INJECTION MW exter SECTION 2 TRIM THROTTLE BODY INJECTION Y LEAN UNDER LOAD BACKUP SPARK MO exter puzcriow 3 TRIM MO exer NECTION TRIM EFE erter MIN PULSE ms DYNAMIC ENLEANMENT MO exter puzcrows TRIM MEN _ cozraciwr 0 255 DYNA
61. ygen sensor to further correct the air fuel ratio close to stoichiometric AFR The system also provides fuel and timing control based on load and engine speed with corrections based primarily on temperature throttle position and knock sensor If you have any questions suggestions or comments please feel free to contact us with feedback via our forum at www hydraems com The pictures in this manual are used as a guideline only As updates and improvements are constantly being done in realm of performance engine management systems Hydra EMS cannot be held liable for any inaccuracies due to updates in our engine management systems Always check software version and use corresponding manual for accurate cross referencing OPEIONS Hydra EMS Nemesis 2 1 has only one option The UEGO option The UEGO wideband lambda option 1s used not only for auto tune fuel mapping but can also be used for accurate closed loop fuel management for today s demanding emissions requirements Please check with your dealer for additional information Tuning As with any Engine Management System EMS the end result will only be as good as the steps one has taken to ensure that 1t has been properly programmed In tuning one has to be prepared to put in the time on the dyno meter in order to get the right setup It might sound simple enough but it is anything from that At Hydra EMS we believe in selecting dealers who are able to offer a package that includes suitable

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