Hydra EMS Nemesis for 2.2 and 2.5 Liter 1998-up.

Modern 3D Tuning Interface:
Window’s based software with easy to use pull down windows and easy to read displays.  3D mapping allows you to quickly spot holes and rough transitions in your mapping.  Analog style gauges are easy to read quickly and deliver critical information needed while tuning.

Wide Range Mapping Zones:
Often aftermarket engine management systems lack resolution with only 10 or 16 load sites for tuning fuel and ignition timing.  This often leaves you using the same load site to tune a large range of boost pressures. A 32x32 mapping area gives you 32 load sites for boost and vacuum, allowing a wide range of fuel and ignition timing tuning.  Partial throttle, high boost, lean run conditions are a thing of past.  Complete control under all conditions!

Tuning Convenience:
Standard Windows navigation is intuitive and quick for tuning.  Tired of having to stop and upload changes? With Real Time Tuning and Tracking (marks exactly what load site the ecu is using) you can now make changes on the fly.
The Offline Tuning feature allows you to make changes to your map without a connection to the ecu.  Extensive data logging allows you to review your tuning in comfort, make changes to the map, and upload them to the ecu when it’s convenient.

Fuel economy:
Closed-loop fuel control utilizes the factory o2 sensor for superior fuel economy under light load.  This monitors the specified AFR and automatically adjusts fuel metering to unsure the specified AFR is met.

Automatic Fuel Tuning:

You can enable the ecu to perform a closed-loop operation of the entire fuel map with the Auto Tune feature.  In this mode the ecu will automatically adjust fueling to achieve the desired air fuel ratios set in each load site.  For instance if your goal is to run 14.7:1 under vacuum, 11.3:1 up to 12 psi, and 10.9:1 at 18 psi, the ecu will automatically adjust the fueling to meet this criteria.  The ecu will then apply a “long-term” fuel correction and automatically correct your main fuel map so that the “long-term” fuel corrections are kept to a minimum.

Large Fuel Injector Compensation:
Even basic modification to car will push your stock fuel injectors to the limit.  Larger fuel injectors can often cause your car to stumble pulling up to traffic lights etc as your factory ecu was not programmed to handle this.

Individual Fuel Injector Control:
Subaru's in particular are known to have problems related to a lean running cylinder.  Often fuel rails are recommended but they only increase overall fuel and don’t address the problem of uneven air distribution to various cylinders.  We’ve added individual injector trim allowing more fuel to be injected to the cylinder that’s running leaner than the rest.

Anti-Lag and Launch Control:
Used primarily for racing applications these can dramatically decrease ¼ times and reduce turbocharger lag.  Less sophisticated versions of these systems can cause excessive exhaust gas temperatures and lean run conditions. We’ve added both a fuel map and an ignition map that allows you to tune specifically for when this option is engaged.  You get the same 32x32 mapping resolution as your regular fuel and ignition maps.  Complete control under all conditions!

Optional Fuel Maps:
An auxiliary fuel table allows the user to create a race gas map based on the main fuel map.  The user can lean out the AFR on this table to an appropriate race gas level such as 12:1 to increase power which can be activated via a simple grounding switch.
This auxiliary fuel table can also be utilized to create a conservative fuel map based on the main fuel map.  The user can richen the AFR on this table to an appropriate pump gas level such as 10.5:1 to increase safety margin which can be activated via a simple grounding switch.

Safety:
For when things go wrong and we all know they can when racing, a backup fuel and spark map can be triggered to come online.  For instance if major knock events are recorded the backup maps can be set to kick in and drop your AFR from 11.2:1 to 10.5:1 and a less aggressive ignition map can be utilized.  The backup ignition and fuel maps have the same 32X32 resolution as your main maps.

Sixteen points of knock threshold adjustment for extremely fine adjustment.  This allows you to adjust the sensitivity of the knock system over 16 ranges of RPM.  The amount of timing pulled per knock account, the maximum retard, and additional fuel compensation is user defined.  Other knock control systems just retard your ignition timing which can sometimes make it worse as it causes exhaust gas temperature to increase dramatically.

Sensor feed back compensation:

Coolant temperature:  This uses your factory coolant temperature sensor and allows you to globally adjust the fuel and ignition maps to compensate for 16 ranges of coolant temperatures.  The benefit is to add extra fuel and adjust timing for when the car is running outside of normal operating temperatures such as when coolant temperatures are really cold or really hot.

Air intake temperature:  This uses your factory MAF sensor for temperature ranges and allows you to globally adjust the fuel and ignition maps to compensate for 16 ranges of air intake temperatures.  The benefit is to add extra fuel or adjust timing for when the car is running in a wide rage of temperature conditions due to seasonal changes or desert weather.

Exhaust gas temperature:  This requires an EGT sensor for exhaust gat temperature ranges and allows you to globally adjust the fuel and ignition maps to compensate for 16 ranges of exhaust gas temperatures to aid in lean run conditions.  The benefit is to add protection against motor meltdown due to excessive EGTs by adding fuel to cool things down. (Coming soon)

Knock:
Sixteen points of knock threshold adjustment for extremely fine adjustment of knock amplitude.  This allows you to adjust the sensitivity of the knock system over 16 ranges of RPM.  The amount of timing pulled per knock account, the maximum retard, and additional fuel compensation is user defined.  Other knock control systems just retard your ignition timing which can sometimes make things worse as it causes exhaust gas temperature to increase dramatically. If large amounts of knock are recorded, a backup fuel and spark map can be triggered to come online for safety.  For instance if major knock events are recorded and exceed user defined levels, the backup maps can be set to kick in and drop your AFR from 11.2:1 to 10.5:1. For cars with noisier race engines the engines knock raw voltage amplitude can be data logged to correctly determine the “knock threshold.”

“Tip in” or “Transition” knock:
Often sudden changes in throttle position cannot be quickly picked up by the MAP sensor such as when shifting or lots of on-off throttle situations such as road racing.  Many piggy-back type ecu's only use MAP for tuning and will experience knock under these conditions.  To combat this, the “Throttle Pump” map adjusts fueling based on TPS at various rpm points so there is no need to excessive retard the timing map.

MAF Sensor Limitations:
High hp Subaru's often max out the MAF sensor requiring “large” MAF housings  which can cause fuel metering and load calculation problems.   Element allows you to run speed density alleviating these issues and opens the door to run larger turbochargers with 4” inlets.

Running High Boost:
The factory WRX MAP sensor is really only accurate to about 22 psi so included is a built-in 3 bar map sensor that allows tuning for up to 30psi.

Closed Loop Boost Control:
This allows you to set boost targets over rpm which will reduce fluctuations in boost level due to atmospheric conditions.  Other boost settings allow you to control how accurate or fast you want boost response.  This type of boost control system is optimal for those parts of the country that experience a wide range of weather conditions.

Complete Rev Limit Control:
A user definable “soft” rev limit slows the engine down before the abrupt “hard” rev limit allowing for smoother rev limit control.  An adjustable “launch” control rev limit is great for drag racing and “flat foot” shifting.

“Dwell” Control:
Burned out coil packs can be caused by improper or the lack of “dwell” adjustment.  The “dwell” adjustment allows for the tuner to prevent coil over-heating but allow for string spark a high rpm to prevent misfires.

Atmospheric Blow-Off Valves:
The Hydra ECU converts your MAF sensor metering system to speed density which uses MAP and IAT compensation for its tuning platform allowing you to run vent to atmosphere blow-off valves without the bucking, part throttle hesitation, and rich conditions associated with MAF sensor controlled engine management systems.

High lift Cam Compensation:
Many are upgrading there engines with higher displacement options which often require high lift cams, large fuel injectors and large turbochargers which can cause a rough idle.  You can now perform a simple fix by increase idle rpm by about 100 rpm to clean things up with full control over idle speed.

A “Zero TPS Vacuum” control map also allows you to specify a vacuum setting for the ecu to read when the throttle is closed to combat fluctuating vacuum readings cause by “big” cams.  This allows for smooth delivery of fuel and a nice clean idle.

Variable Cam Timing:
Cam timing can be controlled and adjusted for optimal performance with two, variable 24x24 maps.

Hydra for 2.2 and 2.5 liter
$1499

$199.99

$499.00