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Old 09-10-2013, 12:32 PM   #1
Element Tuning
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Default Element Hydra EMS 2013 BRZ/FRS 60Trim 400whp Injector Limited

Element Tuning FRS Hydra EMS Stand-Alone Turbo 400 whp Injector Limited





I think many already know I’ve been testing and developing the Hydra EMS for some time in our Time Attack car and successfully winning many races. Great car and great engine!!!!!

Much of what I’ve been doing is testing the limits of various engine parts and tuning parameters since not only is this a new engine but also the added complexity of direct injection with simultaneous port injection. I really wanted to not only test these things on the dyno but also in the everyday commute and then in torturous racing environment. It’s very important to me, more than peak power, that my base maps are tested in real world conditions and under racing conditions.

Hydra Dyno Plot: Dynajet SAE Corrected





Modifications:

Element Tuning Hydra EMS plug and play Stand-Alone
Element Hydra EMS Boost Control Solenoid
Element Tuning Competition Catch Can
FA20Club 60 Trim Turbo Kit, 60 Trim Garrett Turbo, Front Mount Intercooler, Tial MVS WG, and Tial BOV
Full Blown Radiator
DW1000cc Injectors
DW300 Fuel Pump and OEM Fuel Pump in saddle tank
Cat delete and muffler delete pipes
Element Tuning Custom Valved BC Racing BR Coilovers
Whiteline Front Sway bar and transmission bushing
Clutch Master Clutch and Flywheel
Brembo STi front brakes and rotors
18x10 Rota DPT with 285/645-18 Hoosier or Pirelli slicks
18x9.5 Prodrive GC010 with 275/35-18 Hankook RS3
18x9.5 Rota T2R with 225/45-18 Goodyear F1

Hydra screen shot:



While a full fledged stand-alone EMS with all of it’s additional features (Anti-lag, Launch control, Flat-Foot Shifting, Gear Based Boost Control, 45 psi MAP Sensor, Flex Fuel Sensor (E85) Support, Multiple Maps, Programmable Traction Control) my not be needed by everyone, finally everyone has another choice for the FRS/BRZ in terms of engine tuning. What really sets the Hydra EMS apart at it’s core is that is end user tunable so anyone with a laptop is free to tune themselves or use any tuner they like in the world. Tuned base maps for NA, E85, Turbo, race fuel, will always be free to the original owner along with technical support. Your factory ECU does not need to be flashed or even removed, just unplug the connectors, and plug the Hydra harness and EMS in.

Getting Technical with the Hydra EMS for the FRS/BRZ:

- Stand-Alone, plug and play

- Full CAN Bus support. This means your ABS, Dash, Fuel Computer, Stability Control Modes, AC, Stereo, Power Steering, all remain functional.

- Simultaneous Direct and Port Injection strategy. This is really where an exceptional tuner is going to excel because you have precise control over how much direct injection pulse width you want vs. how much port injection pulse width you need at any RPM and at any load (Boost or Vacuum). This way as you upgrade your port injectors you can still have specific control over your DI injectors. This will come in handy as you start pushing higher power levels and RPM levels where DI injection pulse width limits are very critical. I found pushing the limits here at high RPM can pay off but it’s a fine line that changes with HP levels.

- Injection Response (On-Time). Each set of injectors has their own specific injector response time maps. As you change brands of injectors, fine tuning results in smoother running.

- Injector Phasing. Direct Injection requires very specific timing of the pulse width at different RPM/Load ranges and you have complete control over this. You also have separate control over your Port Injector Phasing.

- Fuel Pump(s) Control. This comes in real handy when boosting the car since you will need a larger fuel pump and the OEM system is internally regulated. I’ve actually assigned in our base maps a 2D fuel pump controller duty map so that you don’t over power the OEM internal regulator with a the larger fuel in tank fuel pump. My personal car also runs twin pumps, one in the saddle tank, and the Hydra is triggering both pumps. Now the direct injection pump is mechanical but with the Hydra you can tune your pressure target based on RPM/Load. Hitting these targets can be adjusted through the DI Fuel Pump Pulse Width, DI Dump Valve Response Time, Dump Valve Phase Trim, and PID.

- Variable Cam Timing. The Hydra has “quad” variable cam timing control. This mean each of the intake cams and each of the exhaust cams are run in closed loop. So your variable cam timing maps are tuned with a target and the Hydra then ensures each cam hits that target independently. Advanced user control allows fine tuning of cam discrepancies an error in target control. So if you have one cam that is off 1 degree at idle that can be fine tuned and if you’re overshooting, undershooting, or too slow to respond, the closed loop rate can be fine tuned to hit the target as fast as possible without overshooting.

- Closed Loop Fuel Control: This is where something like a Hydra can make the difference between loving your highly modified daily driver or hating it. With 1032 load cell fuel targeting the Hydra can set to any AFR target at any RPM/Load. This really comes in handy when you have a heavily ported or cammed motor that may not want to idle at 14.7 AFR or when running E85 and you can run much leaner AFR targets. As load increase you can stay leaner longer or go richer sooner and making your engine run in the “sweet” spot makes all the difference in the world. You can also set your how aggressive or how slowly you want the closed loop to control the fuel changes. You can also set the TPS cut off point for closed loop fuel control. On top of all that the Hydra has Multiple AFR Target Tables so if your map is tuned so the Auxiliary maps are tuned for E85, you can run a unique AFRs better suited for E85.

- Flex Fuel Sensor Support. Want to run E85 but it’s not readily available? Flex Fuel Sensor Support allows automatic map switching in the Hydra based on ethanol content and it also has automatic fuel, boost, and ignition timing tuning based on ethanol content. Simply tune your base pump fuel map (fuel, ignition, and boost), then tune your E85 map and the Hydra will trim boost, fuel, and ignition timing based off of the ethanol content when you can’t get e85 and are forced to mix pump fuel with it. The Hydra also has additional “starting” maps for using E85 so that extra start fueling requirements can be handled independently of your pump gas starting maps.

- Boost Control: Built in boost control without the need to eliminate your purge control valve like OEM flashing. With a great blend of closed loop and manual control you can really get what you want out of the boost control system. Maximum boost sets your protection for overboost with a fuel cut, Boost RPM Targets, minimum solenoid duty based on boost target, maximum solenoid duty based on boost target, compensations trim maps for coolant temp, air temp, knock, throttle position, and gear.

- Traction Control, Programmable. This has to be the best feature honestly for a high powered FRS/BRZ. Let’s face it the OEM traction control is lame as it’s not performance based, it’s just way too intrusive. You can now set your traction control to intervene smoothly and less aggressively if you’re a racer like me through fuel cutting and ignition cutting, based on each of the 6 gears. Each gear has its own speed delta trigger for traction control along with each gear having its own setting for ignition and fuel cutting. So one may want a more aggressive traction control setup in 1st gear than they want in 3rd gear for instance.

- Different Engines. Don’t want to run the FA20? Want to drop in your monster EJ257, how about an EZ30R H6, Supra 6….no problem with the Hydra EMS as we make custom ecus for this very thing so you don’t have to rewire you chassis and loose your car’s features!!!

I could go on and on but I’ll leave the rest open for discussion or questions.

I’m sure many are thinking, OMG I have no idea what he’s talking about and I don’t know if I can even tune all of that or need it. This why I’ve taken so long to release any real information until I’ve tuned the base maps and encountered typical issues a customer may come across. The maps are already dialed in for a particular modification path and your “average Joe” will need just the typical fuel and ignition tweaks. People with more advanced skill or those who seek every last ounce of performance will be able to extract that with all the advanced features. Tuners and those forging uncharted territory will not have brick walls to face and I’m always available to guide or coach anyone through tuning a difficult combo.

The latest Hydra 2.7 software is so nice and easy to use compared to past versions. Having a Google software engineer on our team has made all the difference in the world here and trust me when I say we can do just about anything, all you need to do is ask, I’m not kidding. We have advanced expressions that allow us to tweak output controls and do things that are not part of the “fixed” maps.

Like I said, maybe not for everyone, but it’s another option for you the customer to put the control in your own hands or your own tuner’s.

Used by some of the fastest cars in the world:

GST Motorsports: Redline Unlimited Time Attack Champions, 2 Time Global Time Attack Champions….and just about every track lap record





Element Tuning STi: 2x NASA TTU Champion, 2x Subiefest Pro Class Champion, 2x Formula X Champion, 4 tracks NASA and Whelen TTU lap record holder….



Element Tuning FRS

Global Time Attack win Road Atlanta naturally aspirated

https://fbcdn-sphotos-a-a.akamaihd.n...19703636_o.jpg

3 Unlimited Class wins boosted in Whelen USTT Championships.



Simple to install, just place inside the glove box.

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Old 09-10-2013, 12:38 PM   #2
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Nice write up and em system. More and more ppl will be doing boosted builds with these things in time. I think the hydra is the first standalone out for them isn't it?
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Old 09-10-2013, 12:39 PM   #3
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Phil is the man, put your car in his hands and you won't be disappointed. +1 for Hydra EMS
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Old 09-10-2013, 12:49 PM   #4
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This is going to change the BRZ platform in a couple years is my assumption. AWESOME work Phil, wow!

I really like the Flex Fuel (linear output from Continental/GM sensor to Hydra I assume) is a nice feature, and will no longer mean you have to re-flash for every +/-X.00% change in fuel. That's nice to have. Have you noticed the change in E content to be linear as far as tuning is concerned? Meaning you can interpolate from your lowest E value to the highest you've seen?

I like what you guys are doing with that car. There is a lot of potential in that engine it seems like. Great work guys!

Last edited by wgr73; 09-10-2013 at 12:54 PM.
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Old 09-10-2013, 12:55 PM   #5
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Quote:
Originally Posted by stretchedk7 View Post
Nice write up and em system. More and more ppl will be doing boosted builds with these things in time. I think the hydra is the first standalone out for them isn't it?
Yes, it's the first and only user tunable, full CAN Bus, plug and play, direct and simultaneous port injection EMS on the market for any car. It just so happens we love the FRS/BRZ

Now that we've done it for this car we'll explore into applications for other direct injection vehicles that could also use port injection like BMW or even some GM applications that run DI only. The key to this is that we can plug it into the OEM wiring and not loose things like ABS, dash, stability control, climate controls, as so much of this now runs off of the CAN computer.
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Old 09-10-2013, 01:51 PM   #6
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Yeah that's pretty sick ^
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Old 09-10-2013, 02:37 PM   #7
Element Tuning
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Quote:
Originally Posted by wgr73 View Post
This is going to change the BRZ platform in a couple years is my assumption. AWESOME work Phil, wow!

I really like the Flex Fuel (linear output from Continental/GM sensor to Hydra I assume) is a nice feature, and will no longer mean you have to re-flash for every +/-X.00% change in fuel. That's nice to have. Have you noticed the change in E content to be linear as far as tuning is concerned? Meaning you can interpolate from your lowest E value to the highest you've seen?

I like what you guys are doing with that car. There is a lot of potential in that engine it seems like. Great work guys!
Yeah honestly it's really exciting! Embracing new technology such as the DI along with CAN integration is a huge leap forward for aftermarket ECUs. I've always been the type that wants absolute control and of course I race so I need features that OEM ecus just don't have and all of this is a true plug and play package is awesome!

With Hydras flex fuel tuning you can set your lower and upper ethanol content window to force one map vs. the other. The changes are linear to a point but with the DI the fuel compensation is way different than it is on the STi motor. There is such a massive cooling effect when ethanol is used in DI applications that I'm seeing the need to add like 45% more fuel!

Here's a cool video of me dicking with a full race prepped Z06 at VIR.

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Old 09-10-2013, 03:27 PM   #8
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Is this the car that caught on fire?
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Old 09-10-2013, 04:09 PM   #9
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Is there ever going to be the option to increase the injector size somehow with these setups?
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Old 09-10-2013, 04:24 PM   #10
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how is the motor holding up? how many miles on this so far?

Last edited by Jive Turkey; 09-10-2013 at 04:53 PM.
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Old 09-10-2013, 04:43 PM   #11
Element Tuning
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Guys yes my race car caught on fire at the Ultimate Track Car Challenge. We had a pinhole leak in the radiator so it has been overheating really badly under racing conditions and well I tend to ignore things like check engine lights and pegged temp gauges. LOL!
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Old 09-10-2013, 04:47 PM   #12
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Originally Posted by TDagen View Post
Is there ever going to be the option to increase the injector size somehow with these setups?
Yes we had run both 750cc injectors which was the 360 whp dyno plot and then the 400 whp plot was on 1000cc. The injectors were still not enough because I'm seeing massive fuel requirements with the DI and E85.

The other issue is that the car uses static fuel pressure, not rising rate, so you don't get as much as out of the injectors like you would on an STi. So a couple things need to happen to move forward and that is to install a proper rising rate fuel pressure regulator and or step up the injector size.

I'm probably going to first go to 2000cc injectors, and we'll build up the motor with forged rods, pistons, and we'll do our big valve head mods.
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Old 09-10-2013, 06:04 PM   #13
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Quote:
Originally Posted by Element Tuning View Post
Yes we had run both 750cc injectors which was the 360 whp dyno plot and then the 400 whp plot was on 1000cc. The injectors were still not enough because I'm seeing massive fuel requirements with the DI and E85.

The other issue is that the car uses static fuel pressure, not rising rate, so you don't get as much as out of the injectors like you would on an STi. So a couple things need to happen to move forward and that is to install a proper rising rate fuel pressure regulator and or step up the injector size.

I'm probably going to first go to 2000cc injectors, and we'll build up the motor with forged rods, pistons, and we'll do our big valve head mods.
Cool, I wasn't aware we could swap injectors in these DI setups.

Keep us updated!
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Old 09-10-2013, 06:30 PM   #14
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Quote:
Originally Posted by TDagen View Post

Cool, I wasn't aware we could swap injectors in these DI setups.

Keep us updated!
You can change port injectors but as far as I know nobody yet makes upgraded DI injectors.
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Old 09-10-2013, 07:25 PM   #15
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You can change port injectors but as far as I know nobody yet makes upgraded DI injectors.
Ok, that makes sense. I was confused there.
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Old 09-10-2013, 07:50 PM   #16
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Bump for a great vendor as well!
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Old 09-10-2013, 07:56 PM   #17
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Correct the car runs direct and simultaneous port injection so with the Hydra you can control them independently which I have found is very important when going with larger Injectors at high HP and rpm. You need to have very specific control over the DI timing and pulse widths at high rpm since you have very little time to inject the fuel (unlike the port injectors).

Upgrading the port injectors is very easy on this car to deliver more fuel for boosted applications. I'm very glad this car has both!
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Old 09-10-2013, 10:48 PM   #18
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Does hydra work like the oem ecu and fire the port injectors on intake stroke and fire the DI on the power stroke? But I guess if you can control the injector firing, you can tune it however you like?
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Old 09-11-2013, 08:13 AM   #19
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Quote:
Originally Posted by Element Tuning View Post
Yeah honestly it's really exciting! Embracing new technology such as the DI along with CAN integration is a huge leap forward for aftermarket ECUs. I've always been the type that wants absolute control and of course I race so I need features that OEM ecus just don't have and all of this is a true plug and play package is awesome!

With Hydras flex fuel tuning you can set your lower and upper ethanol content window to force one map vs. the other. The changes are linear to a point but with the DI the fuel compensation is way different than it is on the STi motor. There is such a massive cooling effect when ethanol is used in DI applications that I'm seeing the need to add like 45% more fuel!

Here's a cool video of me dicking with a full race prepped Z06 at VIR.

Element Time Attack FRS Hydra EMS vs. Corvettes at Whelen NARRA VIR - YouTube
Amazing! I didn't even consider what type of effect E85 would have on that motor vs the STi motor. Incredible. Keep up the good work Phil!


BTW, nice video I enjoyed that.
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Old 09-11-2013, 09:00 AM   #20
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So this is a stock longblock??
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Old 09-11-2013, 09:27 AM   #21
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So this is a stock longblock??

Pretty low boost, so probably
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Old 09-11-2013, 09:30 AM   #22
Element Tuning
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Originally Posted by bswilmington View Post
Does hydra work like the oem ecu and fire the port injectors on intake stroke and fire the DI on the power stroke? But I guess if you can control the injector firing, you can tune it however you like?
The oem ecu isn't that simple in how it injects as it's mostly a blend of the two until high rpm where it goes port injection.

On the Hydra you have specific control over when and how much DI you use. So for instance if you just put zeros in your DI fuel map the Hydra would run the engine exclusively on the port injectors. Now of course the DI has a performance advantage and it's more capable at lower rpm so you'll run a higher concentration there and as rpm increases and you have less time to inject the fuel, so you have to pull back on your DI pulse widths.

I'm happy to get totally nerdy about the injection phasing of the DI if you like but know that you have control over it with the Hydra. I have found in NA form you have a larger window to work in vs when boosted.
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Old 09-11-2013, 09:39 AM   #23
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Quote:
Originally Posted by Paul View Post
So this is a stock longblock??
Yes the engine is stock and so is the midpipe section of the exhaust so it was super restrictive. I was working in a very short window to race the car so I did the least to make sure it would be competitive. I also like to test things in stages and reach the bottle necks systematically.

With an exhaust and larger injectors no reason it won't hit 500 whp. Rod strength is questionable north of 400 whp however.

This dyno reads a little low as my baseline stock was only 150 hp so we are making +250whp over stock even with my huge 18x10 285/645-18 slicks. It's downright nasty on the street
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Old 09-11-2013, 10:10 AM   #24
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Quote:
Originally Posted by Element Tuning View Post
The oem ecu isn't that simple in how it injects as it's mostly a blend of the two until high rpm where it goes port injection.

On the Hydra you have specific control over when and how much DI you use. So for instance if you just put zeros in your DI fuel map the Hydra would run the engine exclusively on the port injectors. Now of course the DI has a performance advantage and it's more capable at lower rpm so you'll run a higher concentration there and as rpm increases and you have less time to inject the fuel, so you have to pull back on your DI pulse widths.

I'm happy to get totally nerdy about the injection phasing of the DI if you like but know that you have control over it with the Hydra. I have found in NA form you have a larger window to work in vs when boosted.
I agree with you that stock ecu has 3 phases. Port, direct, and blend.
But according to my notes the stock ecu fires the port injector on intake stroke so fuel can atomize and on the power stroke as piston is moving down the DI system fires more fuel to keep the flame moving and make more power since the DI system can overcome the cylinder pressure. This is only on high rpm aka full throttle. I was wondering if hydra keep this logic.

Im not refering to any of the low loads as the ecu mostly runs in DI except for on start up and when it determines port injection is needed. And I like totally nerdy, thats the only reason Im commenting on this
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Old 09-11-2013, 12:31 PM   #25
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Good stuff, Phil. Nice to see an experienced guy on the fa20t; I'm looking forward to more posts on that setup/mods.

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