Mitsubishi EVO 4-8

Mitsubishi EVO 4-8 Plug-in ECU User Manual

1.0 Introduction

The Mitsubishi EVO 4-8 ECU is designed to be plugged into the OEM harness to allow for a true “Plug and Play” install. The system is based on the KV Series Motorsport ECU, so all the same features are available excluding any limitations based around the OEM connector system. An Expansion port is included giving access to unused Input channels. CAN Bus 1 is also available providing additional I/O expandability.

2.0 Plugin Features

General

• KV8 ECU based platform — Dual 100MHz processors, 32MB ECU logging memory, over 1000 logging channels, 1Hz to 500Hz logging rate
• Aluminium 6061 Grade CNC billet enclosure
• Compatible with all Emtron proven motorsport features (Launch Control, Rolling Launch, Anti-Lag, Traction Control)
• Upgradeable to run the Emtron fuel model through installation of a flex meter, fuel temperature and fuel pressure sensor
• Idle speed closed loop control using DBW with advanced Throttle Mass Flow (TMF) airflow calculations
• Knock control with high speed digital filtering for each cylinder using the OEM sensor with selectable centre frequency and bandwidth
• Pre-configured calibration file loaded providing a comprehensive tuning platform
• Input Expansion Capabilities through DTM connector: 3× User Analog Volt Inputs (Fuel Temperature, Fuel Pressure, Inlet Temperature), 1× User Digital Input (Flex Meter Input and switch inputs), 2× User Analog Inputs
• Emtune software for tuning and data analysis

Communications: CAN 2.0B Bus 1 (User CAN Bus for I/O expansion — Lambda, EGT); High Speed Ethernet 100Mbps for tuning software connection.

Operating Temperature: -30 to 85°C (-22 to 185°F)

Physical: Enclosure Size 160 × 162 × 38 mm, 890g

3.0 Installation

3.1 Expansion Port

The ECU’s input capabilities can be expanded using the expansion connection, which is a male DTM 12 Way. These additional inputs can be connected to any sensor, but the recommended sensors are indicated in brackets.

Table 3.0 — Expansion Port Pinout (DTM06-12SA)

3.2 CAN Bus 1 Wiring

The ECU CAN Bus 1 is reserved for Emtron CAN Bus devices, expanding the IO capability of the ECU. The following devices can be connected: ELC1/2 (Lambda to CAN), ETC4/ETC8M (Thermocouple to CAN), EIC10/EIC16M (Input to CAN). All these CAN devices share a common power, ground and CAN pinout using a 4-way DTM.

Table 3.1 — CAN Device Power and CAN Deutsch Connector Pinout

To help with installation time, each CAN Device pin can be directly connected into the ECU IO Expansion port:

Table 3.2 — IO Expansion to CAN Device wiring

Standard CAN bus precautions apply — twisted pair (min one twist per 40mm), minimise connectors, 120 ohm 0.25W termination at each END, stub length < 0.3m (ISO 11898). All Emtron CAN devices have no on-board terminating resistor, allowing them to be wired at any position on the Bus.

3.3 Sensor Wiring

5V VRef2 Sensor Supply (Pin 2 of Expansion port) — A 250mA 5V output designed to supply automotive sensors.

Sensor 0V Reference (Pin 1 of Expansion port) — This pin should be connected directly to the 0V (Ground) pin on any low current analog sensor, for example Pressure or Temperature.

• DO NOT connect the 0V Reference pin directly to the Engine Block or ECU Ground. This is a dedicated and specialised 0V/ground output for analog sensors.
• DO NOT connect frequency-based sensor grounds to the 0V Reference pin; for example, an Ethanol content sensor. Use Pin 8 (Ground) in the Expansion port.

3.4 Ethanol Content Sensor Wiring

An Ethanol Content sensor can be wired into the ECU using the Expansion port. The following channel assignment is recommended for the GM sensor:

NoteNOTE DO NOT connect the Ethanol Content sensor ground to the “Analog Sensor 0V Reference” — use the ECU Ground from Pin 10. The Ethanol sensor produces a frequency-based output; suitable ECU channels are DI 1-8.

To configure the ECU for this sensor, select the Ethanol Sensor Input Source to DI6. The ECU will automatically decode the Ethanol Content and Fuel Temperature. Once assigned, more settings become available in the Tuning View → Engine Functions menu.

4.0 ECU Channel Assignment

Injection

Ignition

Analog Inputs

Analog Voltage Channels 7-12 have switchable pull-ups suitable for temperature measurement.

Digital Inputs

Auxiliary Outputs

Crank / Cam

5.0 Plug-in Specific Information

5.1 Fuel Model

The base ECU calibration is supplied in Speed Density mode. It is recommended to install an Emtron 4Bar MAP sensor and wire it to a spare ANV Input in the Emtron expansion port. The ECU may also be configured to run on MAF only, or using a combination of MAF and Speed Density (MAP).

5.2 Inlet Air Temperature

ANV9 (ECU Pin 72) is assigned to the Inlet Air Temperature Sensor, which is physically located in the Mass Air Flow Meter. This is not ideal for the fuel model — it is recommended to install an inlet air temperature sensor in the inlet manifold. The Mass Air Flow Meter wiring can be reassigned, or the Air Temp sensor can be wired directly to pin 3 or 4 in the Emtron expansion port connector. ANV8, 11 or 12 may then be assigned in the inputs setup page in Emtune. Some EVO models have an inlet air temperature sensor fitted; however, this is not accounted for in the Emtron Plugin ECU — it is recommended to wire to the expansion port connector.

5.3 ECU Pin 40 Configuration

ECU Pin 40 configuration depends on the model. A low current, low side driver is connected to this pin, controlled by Auxiliary Output 13.

• EVO 8 — Crank/Cam Sensor Ground: A ground pin for the Crank and Cam sensors that acts as an immobiliser function. Aux 13 needs to be switched ON to provide a ground and allow the engine to start.
• EVO 4-7 — CAT Light: The CAT light requires a ground to switch the light on. Aux 13 can be used to control this light.

6.0 Diagnostic Trouble Codes (DTCs)

On initial installation it is advised to clear all the DTCs if errors are reported. Connect to Emtune and look at the DTC status in the bottom toolbar. If there are errors the status box will be red. To open the DTC window, click on the DTC Status box in the bottom toolbar OR use File → Open DTC. Select “Clear ALL DTCs” and confirm all the Error Codes have been removed — the DTC Status box should go green. If the error codes have not all been removed, select “Update DTC” then use the DTC window to locate the sensor that is on fault.

7.0 Ordering Information

Appendix A – EVO 4-8 ECU Pinout

Mitsubishi EVO 9

Mitsubishi EVO 9 Plug-in ECU User Manual

1.0 Introduction

The Mitsubishi EVO 9 ECU is designed to be plugged into the OEM harness to allow for a true “Plug and Play” install. The system is based on the KV Series Motorsport ECU, so all the same features are available with the limitation based around the OEM connector system. An Expansion loom is included giving access to unused Input channels. CAN Bus 2 is also available providing additional I/O expandability.

2.0 Plugin Features

General

• KV8 ECU based platform — Dual 100MHz processors, 32MB ECU logging memory, over 1000 logging channels, 1Hz to 500Hz logging rate
• Aluminium 6061 Grade CNC billet enclosure
• Compatible with all Emtron proven motorsport features (Launch Control, Rolling Launch, Anti-Lag, Traction Control)
• Upgradeable to run the Emtron fuel model through installation of a flex meter, fuel temperature and fuel pressure sensor
• Idle speed closed loop control using DBW with advanced Throttle Mass Flow (TMF) airflow calculations
• Knock control with high speed digital filtering for each cylinder using the OEM sensor with selectable centre frequency and bandwidth
• Pre-configured calibration file loaded providing a comprehensive tuning platform
• Input Expansion Capabilities through DTM connector: 3× User Analog Volt Inputs (Fuel Temperature, Fuel Pressure, Inlet Temperature), 3× User Digital Input (Flex Meter Input and switch inputs)
• Emtune software for tuning and data analysis

Communications: CAN 2.0B Bus 2 (User CAN Bus for I/O expansion — Lambda, EGT); High Speed Ethernet 100Mbps for tuning software connection.

Operating Temperature: -30 to 85°C (-22 to 185°F)

Physical: Enclosure Size 160 × 162 × 38 mm, 890g

3.0 Installation

3.1 Expansion Port

The ECU’s input capabilities can be expanded using the expansion connection, which is a male DTM 12 Way. These additional inputs can be connected to any sensor, but the recommended sensors are indicated in brackets.

Table 3.0 — Expansion Port Pinout (DTM06-12SA)

3.2 CAN Bus 2 Wiring

The ECU CAN Bus 2 is reserved for Emtron CAN Bus devices, expanding the IO capability of the ECU. The following devices can be connected: ELC1/2 (Lambda to CAN), ETC4/ETC8M (Thermocouple to CAN), EIC10/EIC16M (Input to CAN). All these CAN devices share a common power, ground and CAN pinout using a 4-way DTM.

Table 3.1 — CAN Device Power and CAN Deutsch Connector Pinout

To help with installation time, each CAN Device pin can be directly connected into the ECU IO Expansion port:

Table 3.2 — IO Expansion to CAN Device wiring

Standard CAN bus precautions apply — twisted pair (min one twist per 40mm), minimise connectors, 120 ohm 0.25W termination at each END, stub length < 0.3m (ISO 11898). All Emtron CAN devices have no on-board terminating resistor, allowing them to be wired at any position on the Bus.

3.3 Sensor Wiring

5V VRef2 Sensor Supply (Pin 2 of Expansion port) — A 250mA 5V output designed to supply automotive sensors.

Sensor 0V Reference (Pin 1 of Expansion port) — This pin should be connected directly to the 0V (Ground) pin on any low current analog sensor, for example Pressure or Temperature.

• DO NOT connect the 0V Reference pin directly to the Engine Block or ECU Ground. This is a dedicated and specialised 0V/ground output for analog sensors.
• DO NOT connect frequency-based sensor grounds to the 0V Reference pin; for example, an Ethanol content sensor. Use Pin 8 (Ground) in the Expansion port.

3.4 Ethanol Content Sensor Wiring

An Ethanol Content sensor can be wired into the ECU using the Expansion port. The following channel assignment is recommended for the GM sensor:

NoteNOTE DO NOT connect the Ethanol Content sensor ground to the “Analog Sensor 0V Reference” — use the ECU Ground from Pin 10. The Ethanol sensor produces a frequency-based output; suitable ECU channels are DI 1-8.

To configure the ECU for this sensor, select the Ethanol Sensor Input Source to DI6. The ECU will automatically decode the Ethanol Content and Fuel Temperature. Once assigned, more settings become available in the Tuning View → Engine Functions menu.

4.0 ECU Channel Assignment

Injection

Ignition

Analog Inputs

Analog Voltage Channels 7-12 have switchable pull-ups suitable for temperature measurement.

Digital Inputs

Auxiliary Outputs

Auxiliary Channel 9/10 can be reconfigured to run DBW.

Crank / Cam

5.0 Plug-in Specific Information

5.1 Fuel Model

The base ECU calibration is supplied in Speed Density mode. It is recommended to install an Emtron 4Bar MAP sensor and wire it to an unused ANV Input in the Emtron expansion port. The ECU may also be configured to run on MAF only, or using a combination of MAF and Speed Density (MAP).

5.2 Inlet Air Temperature

ECU Pin 62 is assigned to the Intake Air Temperature (MAF), which is physically located in the Mass Air Flow Meter. This is not ideal for the fuel model — it is recommended to install an inlet air temperature sensor in the inlet manifold, wired directly to pin 3 in the Emtron expansion port connector. ANV8 may then be assigned in the inputs setup page in Emtune. Some models have an inlet air temperature sensor fitted in the plenum, connected to Pin 94 in the ECU and also assigned to ANV8 — if the vehicle is already fitted with a plenum-mounted sensor the input channel simply needs to be assigned.

NoteNOTE If the OEM sensor is fitted, pin 3 on the Emtron expansion port will no longer be available (unless that sensor is disconnected) as the pin is shared.

5.3 Drive by Wire (DBW)

Auxiliary Channels 9 and 10 can be reconfigured to run DBW.

6.0 Diagnostic Trouble Codes (DTCs)

On initial installation it is advised to clear all the DTCs if errors are reported. Connect to Emtune and look at the DTC status in the bottom toolbar (red if errors are present). Open the DTC window via the DTC Status box or File → Open DTC, select “Clear ALL DTCs”, and confirm all the Error Codes have been removed (status box goes green). If the error codes have not all been removed, select “Update DTC” then use the DTC window to locate the sensor that is on fault.

7.0 Ordering Information

Appendix A – EVO 9 ECU Pinout

Nissan GTR R35

Documentation for the Emtron R35 GT-R Plug-in ECU — installation, VDC integration, TCM setup, and tuning.

Start with Nissan GTR R35 Build for the plug-in installation reference.

• Nissan GTR R35 Build
• Nissan GTR R35 VDC Setup
• Nissan GTR R35 TCM Setup
• Nissan GTR R35 VDC Boost Target Margin Table
• TCM Torque Limit Engine Cut Setup

Nissan Patrol Y61

Nissan Patrol Y61 Application Build

1.0 Introduction

The Patrol Y61 Application Build is available for all Emtron ECUs. This build allows unique application-specific firmware to be installed into the ECU. The Y61 build includes:

• Full CAN Bus OEM integration for both Automatic and Manual Transmissions
• Y61 Gearshift control for automatic transmissions — controls and monitors the Engine Torque during the gearshift
• Emtron Nissan Y61 Base Calibration File
• Cruise Control (requires a DBW and Pedal Position sensor be fitted)

This build version requires Firmware Version 2.17.0 or later. Emtron will supply a recommended pinout configuration that matches the supplied calibration file.

2.0 Build Setup

The Y61 Build needs to first be purchased before it can be installed into the ECU. Each build purchase is locked to an ECU serial number, then available for installation from the Emtron online server.

2.1 Installation procedure

1. Internet access is required for the build installation, allowing Emtune to access the Emtron online server.
2. Connect Emtune to the ECU.
3. Select the File → Build Management menu. A window will open and display all build options.
4. Select the Y61 option which should be listed as INSTALL. Press OK.
5. The installation process takes 5-10 seconds. A message box will confirm a successful installation.
6. To verify the installation and view the status of all available builds, open the Runtime menu (F3) and select the “ECU Internal” tab.

2.2 Uninstall procedure

With internet access and Emtune connected, select File → Build Management, select the Y61 option (listed as UNINSTALL) and press OK. The uninstall process takes 5-10 seconds.

3.0 CAN Bus

The Y61 Base Calibration file is configured for OEM CAN Bus integration using CAN 2. It is highly recommended that no other CAN device(s) be connected to this Bus. Any additional CAN Bus IO expanding devices should be connected to CAN 1.

3.1 OEM CAN Bus – CAN 2

The ECU provides full integration with the OEM CAN bus, both receiving and transmitting data. Critical data like Engine Torque must be calibrated correctly as this is transmitted and used by other systems throughout the vehicle.

Once the build has been installed a “Patrol Y61” tab will be available in the Runtime menu (F3), providing application-specific data received over the CAN bus:

ImportantIMPORTANT When wiring into the OEM CAN Bus a 120 Ohm CAN terminating resistor MUST be installed.

3.2 User CAN Bus – CAN 1

The following devices can be connected to the ECU CAN 1 inputs: ELC1/2 (Emtron Lambda to CAN), ETC4/ETC8M (Emtron Thermocouple to CAN), EIC10/EIC16M (Emtron Input to CAN). Standard CAN bus precautions apply — use twisted pair (min one twist per 40mm), minimise connectors, terminate with a 120 ohm 0.25W resistor at each END of the bus, and keep stub lengths under 0.3m (ISO 11898). All Emtron CAN devices have no on-board terminating resistor, allowing them to be wired at any position on the Bus.

4.0 Application Specific Functions

4.1 Gearshift Control Function Setup

The Nissan Patrol Y61 Application Build includes a special gearshift control feature specific to the vehicle (already enabled in the supplied build). To enable, go to Config → Functions → Function Output Setup → Motorsport functions → Gear Shift Control and select “Nissan Y61 – CAN BUS”.

4.2 Gearshift Control Function Tuning

Once enabled, the tuning view menu item “Gearshift Control Y61” is available. The ECU has no control over the actual shift points — this is handled by the OEM transmission control system. The ECU can only control torque during a gearshift request event, most commonly via a cut event or throttle reduction.

4.3 Gearshift Y61 Setup Menu

All gearshift torque reduction settings are calibrated here.

• Next Gear Stable Gear Position Source — The input source the ECU uses to consider the gearshift complete (cuts, throttle reductions and retards will be removed). Typical Setting: Gear Position – Input/Output shaft.

4.4 Up Shift Control Menu

4.41 Upshift Setup Menu

• Upshift Torque Reduction Cut Type — Cut type used for upshift torque reduction. Typical: Fuel + Ign Cut.
• Upshift Ign Retard Mode — How the ignition retard is calculated. Typical: Percentage.
• Upshift Torque Reduction Min Time — Minimum time a torque reduction can occur regardless of table configuration. Typical: 20ms.
• Upshift Throttle Override — A throttle override may be used to reduce torque, timed by either the function or a user duration. Typical: OFF.
• Upshift Rev-matching Limit — The ECU can calculate the engine speed required to match the transmission ratios using the output shaft speed and gear ratios. Typical: ON Outputshaft Speed Calculated.
• Upshift Rev-match Cut Type — The rev-matching function limits engine RPM to match the requested upshift gear, using output shaft RPM and transmission ratios. Typical: Ign Cut.
  • NOTE 1: Output Shaft must be configured (Wheel Diameter and Final Drive ratios set correctly).
  • NOTE 2: The Gear Ratio Table MUST be completed (Vehicle Functions → Vehicle Dynamics menu).
  • NOTE 3: Rev-match RPM limiting should start AFTER the initial Torque Reduction Cut/Retard, otherwise the Rev-Match RPM limit (lower than current engine speed) takes %cut priority and prevents the initial reduction from working.
• Upshift Rev-match Control Range (-/+) — The engine speed range the ECU calculates the cut % over. Typical: 150rpm.
  • Example: Rev-match RPM Target = 4700, Min Cut = 0%, Max Cut = 95%. Range +500 RPM → 4700 RPM = 0% Cut, 5300 RPM = 95% Cut. Range -500 RPM → 4700 RPM = 95% Cut, 4200 RPM = 0% Cut.
• Upshift Rev-match %Cut Clamp — Percentage cut applied to the engine at the end of the control range.
• Upshift Next Gear Timeout — The next gear must be reached within this time for the upshift to be valid; otherwise the ECU re-tries the gear shift per the “Upshift Re-retry Count” setting.

4.42–4.46 Torque Reduction Tables

• Torque Reduction Ign %Cut Level — Sets the ignition %cut level. The default table only provides a cut when torque levels are high, preventing cuts during normal driving.
• Torque Reduction Fuel %Cut Level — As above, for fuel %cut.
• Upshift Torque Reduction Retard — Controls the retard component of the torque reduction.
• Upshift Re-Match Enable Table — Controls when the torque reduction reverts from cut-table control to the rev-matching strategy.
• Upshift Re-Match RPM Target Correction — Ensures positive torque when on the throttle. Default is a global value of 20%.

4.47–4.411 Additional Upshift Settings

• Upshift DBW 1 Position — Not Used by Default.
• Upshift Throttle 1 Duration — Not Used by Default.
• Upshift Next Gear Torque Recovery Delay — Typical: 0ms.
• Upshift Next Gear %Cut Level Recovery Delay — Typical: 0ms.
• Upshift Next Gear Ignition Recovery Time — Typical: 0ms.

4.5 Down Shift Control Menu

There is no implementation of this feature at the time of writing.

5.0 Cruise Control

5.1 OEM Cruise Control

The Nissan Patrol Y61 comes fitted with OEM cruise control. A cable is actuated by the cruise control module and overrides the electronic throttle. The ECU has no control over this function and it will operate as normal if the factory throttle body is fitted.

5.2 Emtron Cruise Control

If the factory throttle body is replaced with an aftermarket unit there is no way for the OEM cruise control to operate. Modern DBW throttle bodies will require a custom fitment of a pedal position sensor. Emtron has a special channel for the factory cruise control buttons which is decoded so they may be used with the Emtron Cruise Control feature.

5.21 Emtron Cruise Control Application Build — The Y61 build already has the Emtron Cruise Control function enabled if using firmware V2.17.0 or later. See the Cruise Control build for detailed tuning information.

5.22 Nissan Patrol Y61 Cruise Command Switch — The Factory Cruise Command Switch only requires one wire to be spliced and pinned into the ECU. Any spare Analog Volt or Digital Input may be allocated for this switch. Once pinned in, configure the channel by selecting only the ECU pin (e.g. ANV 10) — no further input configuration is required. To test, press F3 to open the ECU Runtimes form and confirm each button changes state when pressed.

6.0 ECU Channel Assignment

Injection

Ignition

Analog Inputs

Analog Voltage Channels 7-12 have switchable pull-ups suitable for temperature measurement. *Cruise Command Switch used when replacing the throttle body with an aftermarket unit.

Digital Inputs

Auxiliary Outputs

Crank / Cam

CAN

OEM CAN Inputs

AC Switch, Brake Switch 1, Cruise Enable, Drive Speed, Input Shaft Speed, Gear Upshift Switch, Gear Downshift Switch.

7.0 Y61 ECU Pinout

Nissan R32-R34

Nissan R32-R34 Plug-in ECU User Manual

1.0 Introduction

The Nissan R32-R34 ECU is designed to be plugged into the OEM harness to allow for a true “Plug and Play” install. The system is based on the KV Series Motorsport ECU, so all the same features are available excluding any limitations based around the OEM connector system. An Expansion port is included giving access to unused Input channels. CAN Bus 1 is also available providing additional I/O expandability.

2.0 Plugin Features

General

• KV8 ECU based platform — Dual 100MHz processors, 32MB ECU logging memory, over 1000 logging channels, 1Hz to 500Hz logging rate
• Aluminium 6061 Grade CNC billet enclosure
• Compatible with all Emtron proven motorsport features (Launch Control, Rolling Launch, Anti-Lag, Traction Control)
• Upgradeable to run the Emtron fuel model through installation of a flex meter, fuel temperature and fuel pressure sensor
• Idle speed closed loop control using DBW with advanced Throttle Mass Flow (TMF) airflow calculations
• Knock control with high speed digital filtering for each cylinder using the OEM sensor with selectable centre frequency and bandwidth
• Pre-configured calibration file loaded providing a comprehensive tuning platform
• Input Expansion Capabilities through DTM connector: 3× User Analog Volt Inputs (Fuel Temperature, Fuel Pressure, Inlet Temperature), 1× User Digital Input (Flex Meter Input and switch inputs), 2× User Analog Inputs
• Emtune software for tuning and data analysis

Communications: CAN 2.0B Bus 1 (User CAN Bus for I/O expansion — Lambda, EGT); High Speed Ethernet 100Mbps for tuning software connection.

Operating Temperature: -30 to 85°C (-22 to 185°F)

Physical: Enclosure Size 160 × 162 × 38 mm, 890g

3.0 Installation

3.1 Expansion Port

The ECU’s input capabilities can be expanded using the expansion connection, which is a male DTM 12 Way. These additional inputs can be connected to any sensor, but the recommended sensors are indicated in brackets.

Table 3.0 — Expansion Port Pinout (DTM06-12SA)

3.2 CAN Bus 1 Wiring

The ECU CAN Bus 1 is reserved for Emtron CAN Bus devices, expanding the IO capability of the ECU. The following devices can be connected: ELC1/2 (Lambda to CAN), ETC4/ETC8M (Thermocouple to CAN), EIC10/EIC16M (Input to CAN). All these CAN devices share a common power, ground and CAN pinout using a 4-way DTM.

Table 3.1 — CAN Device Power and CAN Deutsch Connector Pinout

To help with installation time, each CAN Device pin can be directly connected into the ECU IO Expansion port:

Table 3.2 — IO Expansion to CAN Device wiring

Standard CAN bus precautions apply — twisted pair (min one twist per 40mm), minimise connectors, 120 ohm 0.25W termination at each END, stub length < 0.3m (ISO 11898). All Emtron CAN devices have no on-board terminating resistor, allowing them to be wired at any position on the Bus.

3.3 Analog Sensor Wiring

5V VRef2 Sensor Supply (Pin 2 of Expansion port) — A 250mA 5V output designed to supply automotive sensors.

Sensor 0V Reference (Pin 1 of Expansion port) — This pin should be connected directly to the 0V (Ground) pin on any low current analog sensor, for example Pressure or Temperature.

• DO NOT connect the 0V Reference pin directly to the Engine Block or ECU Ground. This is a dedicated and specialised 0V/ground output for analog sensors.
• DO NOT connect frequency-based sensor grounds to the 0V Reference pin; for example, an Ethanol content sensor. Use Pin 8 (Ground) in the Expansion port.

3.4 Ethanol Content Sensor Wiring

An Ethanol Content sensor can be wired into the ECU using the Expansion port. The following channel assignment is recommended for the GM sensor:

NoteNOTE DO NOT connect the Ethanol Content sensor ground to the “Analog Sensor 0V Reference” — use the ECU Ground from Pin 10. The Ethanol sensor produces a frequency-based output; suitable ECU channels are DI 1-8.

To configure the ECU for this sensor, select the Ethanol Sensor Input Source to DI6. The ECU will automatically decode the Ethanol Content and Fuel Temperature. Once assigned, more settings become available in the Tuning View → Engine Functions menu.

4.0 ECU Channel Assignment

Injection

Ignition

Analog Inputs

Analog Voltage Channels 7-12 have switchable pull-ups suitable for temperature measurement.

Digital Inputs

Auxiliary Outputs

Crank / Cam

5.0 Plug-in Specific Information

5.1 Fuel Model

The ECU has the ability of using any Emtron-based Fuel Model; however, the base calibration provided implements a simple version of Speed Density. The Main VE Table has the Efficiency Calculation configured to span against TPS, which simplifies the mapping process. The fuel calculation will still account for Inlet Manifold Pressure. The Lambda Target is modified by a combination of Engine Speed and Manifold Pressure in the base calibration and allows for increasing enrichment based on an increase in engine load.

5.2 Inlet Air Temperature

Factory Inlet Air Temperature using ECU input ANV 8 is available on most models. If the input shows 4.85V or higher, this sensor is not connected and will need to be fitted and wired in using the Expansion port (refer to section 3.1).

5.3 ECU User Pins 111, 102

ECU pins 111 and 102 are unused OEM pins which connect directly to Aux 11 and 12 respectively. These are Half Bridge drivers rated at 5A continuous and 8A limit, and can be used as Low Side, High Side or together for DC motor control.

5.3 EGT Light

The R33 models have an EGT Light on Auxiliary 9. This can be configured and controlled from a User Channel.

5.4 Crank (120) and Crank (1) Signal Selection

For correct engine decoding, the ECU Crank Index input should be connected to the Nissan 120 degree signal and the Sync input connected to the Nissan 1 degree signal. The R32 and R33 should not require the signal swap enabled. The R34 will require the enabling of the Crank (120) and Crank (1) signal swap, which will otherwise prevent the engine from starting (cranking RPM will read extremely high if the pin swap is not enabled). These signals can be swapped using internal circuitry controlled by Ignition 9 — it doesn’t require any physical pins to be swapped. A User channel can be configured to control this.

Table 5.0 — Ignition 9 Crank Signal Configuration

6.0 Diagnostic Trouble Codes (DTCs)

On initial installation it is advised to clear all the DTCs if errors are reported. Connect to Emtune and look at the DTC status in the bottom toolbar (red if errors are present). Open the DTC window via the DTC Status box or File → Open DTC, select “Clear ALL DTCs”, and confirm all the Error Codes have been removed (status box goes green). If the error codes have not all been removed, select “Update DTC” then use the DTC window to locate the sensor that is on fault.

7.0 Ordering Information

Appendix A – Nissan R32-R34 ECU Pinout

Subaru STi/WRX 06-15

Subaru STi/WRX 06-15 Plug-in ECU User Manual

1.0 Introduction

The Subaru STi MY06-07 and Subaru MY08-15 Plugin ECUs are designed to be plugged into the OEM harness to allow for a true “Plug and Play” install. Both models are almost identical; however, purchase of the correct unit for your model is essential to ensure correct operation. The unit is also compatible with the WRX throughout MY06-07 and MY08-15. Field testing indicates the ECU will also work on MY16-MY17 models, however full support has not been confirmed at the time of writing.

The system is based on the KV Series Motorsport ECU, so all the same features are available with the limitation based around the OEM connector system. An Expansion loom is included giving access to unused Input channels. CAN Bus 2 is also available, operating independently to the OEM Bus, providing additional I/O expandability.

2.0 Plugin Features

General

• KV8 ECU based platform — Dual 100MHz processors, 32MB ECU logging memory, over 1000 channels, 1Hz to 500Hz logging rate
• Aluminium 6061 Grade CNC billet enclosure
• Fully compatible with all OEM systems and user programmable
• Compatible with all Emtron proven motorsport features (Launch Control, Rolling Launch, Anti-Lag, Traction Control)
• Upgradeable to run the Emtron fuel model through installation of a flex meter, fuel temperature and fuel pressure sensor
• Idle speed closed loop control using DBW with advanced Throttle Mass Flow (TMF) airflow calculations
• Knock control with high speed digital filtering for each cylinder using the OEM sensor with selectable centre frequency and bandwidth
• Pre-configured calibration file loaded providing a comprehensive tuning platform
• Input Expansion Capabilities through DTM connector: 3× User Analog Volt Inputs (Fuel Temperature, Fuel Pressure, Inlet Temperature), 1× User Digital Input (Flex Meter Input)
• Emtune software for tuning and data analysis

Communications: CAN 2.0B Node 1 — 500k Baud Full CAN Bus OEM Integration (ABS, SI Drive, DCCD); CAN 2.0B Node 2 — User CAN Bus for I/O expansion (Lambda, EGT); High Speed Ethernet 100Mbps.

Operating Temperature: -30 to 85°C (-22 to 185°F)

Physical: Enclosure Size 160 × 162 × 38 mm, 890g

3.0 Installation

3.1 Expansion Loom

The ECU’s input capabilities can be expanded using the expansion connection, which is a male DTM 12 Way. These additional inputs can be connected to any sensor, but the recommended sensors are indicated in brackets.

Table 3.0 — Expansion Port Pinout (DTM06-12SA)

3.2 CAN Bus 2 Wiring

The ECU CAN Bus 2 is reserved for Emtron CAN Bus devices, expanding the IO capability of the ECU. The following devices can be connected: ELC1/2 (Lambda to CAN), ETC4/ETC8M (Thermocouple to CAN), EIC10/EIC16M (Input to CAN).

NoteNOTE ECU CAN Bus 2 operates independently to the OEM CAN Bus 1.

Table 3.1 — CAN Device Power and CAN Deutsch Connector Pinout

To help with installation time, each CAN Device pin can be directly connected into the ECU IO Expansion loom:

Table 3.2 — IO Expansion to CAN Device wiring

Standard CAN bus precautions apply — twisted pair (min one twist per 40mm), minimise connectors, 120 ohm 0.25W termination at each END, stub length < 0.3m (ISO 11898). All Emtron CAN devices have no on-board terminating resistor, allowing them to be wired at any position on the Bus.

3.3 Sensor Wiring

5V VRef2 Sensor Supply (Pin 2 of Expansion loom) — A 250mA 5V output designed to supply automotive sensors.

Sensor 0V Reference (Pin 1 of Expansion loom) — This pin should be connected directly to the 0V (Ground) pin on any low current analog sensor, for example Pressure or Temperature.

• DO NOT connect the 0V Reference pin directly to the Engine Block or ECU Ground. This is a dedicated and specialised 0V/ground output for analog sensors.
• DO NOT connect frequency-based sensor grounds to the 0V Reference pin; for example, an Ethanol content sensor. Use Pin 8 (Ground) in the Expansion Loom.

4.0 ECU Channel Assignment

Injection

Ignition

Analog Inputs

Analog Voltage Channels 7-12 have switchable pull-ups suitable for temperature measurement.

Digital Inputs

Auxiliary Outputs

Crank / Cam

5.0 Plug-in Specific Information

5.1 Fuel Model

The ECU can be tuned using one of the many fuel models available. Speed Density (MAP Sensor) or Mass Air Flow (MAF Sensor) are the two most common. The Fuel Model can be adjusted using Emtune → Config View → Fuel → Fuel Main → Fuel Model Setup.

• When Speed Density is selected, Fuel Table 1 is used for VE correction.
• When MAF is selected, the Secondary Load table can be used to scale the MAF if required. This table will need to be switched ON via Fuel Menu → Fuel Table Control → Secondary Load Table (set to a value of 12).

There is also a runtime in the F3 Menu → Fuel Tab showing the current Fuel Model the ECU is running in.

5.2 Inlet Air Temperature

Some STi models have a factory-fitted Inlet Temperature Sensor, available on Analog Input 8. If this sensor is available, the “Inlet Air Temperature” should have the Input Source selected to ANV8. On models without an Inlet Temperature Sensor there are two options:

1. Fit an Inlet Temperature Sensor and use the expansion port to bring the signal into the ECU (AN8 and Sensor Ground).
2. Use the MAF Temp to approximate the Inlet Temperature (the default setting), adjustable via Emtune → Config View.

5.3 Tumbler Generator Valves (TGV)

The LH and RH valves are connected in series and controlled using Auxiliary Channels 11 and 12. The control strategies are locked:

• The valves are either fully open or fully closed.
• When Engine Temperature is less than 60°C the valves are always Closed at key-on. Once the engine is started they remain closed until the Pedal Position goes above 2.0%, at which point they open and remain open.
• When Engine Temperature is above 60°C the valves always Open at key-on.
• The valves are modulated at 10Hz, 50% DC to ensure they don’t move during normal driving conditions.

As these valves significantly affect the VE of the engine when closed, the Fuel User Comp Table 1 can be used to adjust fuelling. If the TGV valves have been removed, switch the function off from Config View → Functions → Engine Functions and zero all fuel corrections in the User Comp Table 1.

5.4 SI Drive

When available, the position of the SI Drive is read from the CAN Bus and used to select the ECU’s Cal Slot position. Positions 1-4 are available. The default Cal File is set up to switch to Requested Torque Tables (see Tuning View → Cal Control for more options).

5.5 Push Button Start vs Key Start

A change to the Cal file is required based on whether the vehicle has a Button Start or Key Start.

5.5.1 Push Button Start — Auxiliary Channel 14 controls the starting of the engine. When the output is Low the engine will crank, so the ECU must control starting using the “Engine Start Control” function. In Config View → Functions → Vehicle Functions 2 → Engine Start Control: set “Engine Starter Output” channel to Auxiliary 14 and “Engine Immobiliser Output” to OFF. In Config View → Input → Switches: set “Start/Stop Switch” Input Source to DI12 and “Start Position Switch” to OFF.

5.5.2 Key Start — On key-start vehicles, Auxiliary Channel 14 prevents the engine starting when the key is moved to the start position (immobiliser function — when the output is Low/at ground the engine will not start). In Engine Start Control: set “Engine Starter Output” to OFF and “Engine Immobiliser Output” to Auxiliary 14. In Switches: set “Start/Stop Switch” to OFF and “Start Position Switch” to DI12.

The Engine Start settings can be adjusted from Tuning View → Vehicle Functions → Engine Start Control.

5.6 Check Engine Light

Control of this light is done either through the CAN bus or Auxiliary Channel 8. The default Cal file has the Output Channel selected on CAN Bus OEM. This can be adjusted from Config View → Functions → Vehicle Functions 1.

5.7 AirCon Switch

The AirCon Switch status is read either through the CAN bus or Digital Input 8. The default Cal file has the Input Source selected on CAN Bus OEM. This can be adjusted from Config View → Inputs → Input Pins Setup → Switches.

6.0 Diagnostic Trouble Codes (DTCs)

On initial installation it is advised to clear all the DTCs if errors are reported. Connect to Emtune and look at the DTC status in the bottom toolbar (red if errors are present). Open the DTC window via the DTC Status box or File → Open DTC, select “Clear ALL DTCs”, and confirm all the Error Codes have been removed (status box goes green). If the error codes have not all been removed, select “Update DTC” then use the DTC window to locate the sensor that is on fault.

7.0 OEM CAN Bus 1

The ECU communicates on CAN Bus 1, which is reserved for the Subaru OEM Bus. The ECU maintains full compatibility with all other CAN devices within the vehicle. The CAN bus protocol is defined by year and divided into 5 groups:

• Subaru Liberty MY10 (option 16)
• Subaru STi MY15+ JDM (option 17) — NOTE: JDM and ADM are different.
• Subaru STi MY15+ ADM (option 18)
• MY12-MY14 (option 19)
• MY07-MY11 (option 20)

This setting can be adjusted from Config View → Communications → CAN Bus 1 → Channel 1 → DATA Set. The Input Source should be selected to “CAN Bus OEM” for a channel to receive this data.

Table 7.0 — Subaru received OEM CAN data

8.0 Ordering Information

Appendix A – ECU Pinout

Connector B134

Connector B135

Connector B136

Connector B137

Toyota GT86 / Subaru BRZ / Scion FR-S

GT86/BRZ/FR-S Plug-in ECU User Manual

1.0 Introduction

The Toyota/Subaru GT86/BRZ/FR-S features a flat-four configuration engine that employs an interesting combination of four (4) direct injectors and four (4) port injectors for fuel. The ECU must be able to control both types of injector along with accurately controlling the GDI pump pressure to a target. GDI pressures operate significantly higher than a conventional port injection system.

To correctly calculate the fuelling requirements the ECU is able to accept sensor inputs from the MAF Meter and/or MAP sensor depending on the fuel model mode selected.

This manual does not cover ECU installation.

2.0 Plugin Features

General

• KV12 ECU based platform — Dual 100MHz processors, 32MB ECU logging memory, over 1000 channels, 1Hz to 500Hz logging rate
• Emtune Software for tuning and data analysis; Knock Control using digital filtering with Bosch technology
• 6061 Grade Aluminium CNC Billet Enclosure
• Fully compatible with all OEM systems and user programmable, including Vehicle Stability Control (VSC) using throttle torque reduction
• Compatible with all Emtron proven motorsport features
• Upgradeable to run the Emtron Fuel model through installation of a Flex Meter, Fuel Temperature and Fuel Pressure Sensor
• Input Expansion Capabilities through DTM connector: 4× User Analog Volt Inputs (Fuel Temperature, Inlet Temp and Pressure), 1× User Digital Input (Flex Meter Input)
• Output Expansion Capabilities through the DTM connector: 1× Auxiliary Output (Boost Control Solenoid)

Communications: CAN 2.0B Node 1 — User CAN Bus for I/O expansion (Lambda, EGT); CAN 2.0B Node 2 — 500k Baud Full CAN Bus OEM Integration; High Speed Ethernet 100Mbps.

Operating Temperature: -30 to 125°C (-22 to 257°F)

Physical: Enclosure Size 160 × 162 × 38 mm, 890g

3.0 Kit Contents

When purchasing a Toyota/Subaru GT86/BRZ/FR-S plug-in the following items are included:

• GT86/BRZ/FR-S Plug-in ECU
• DTM 12 way Female Connector and pin kit

3.1 Expansion Loom

The ECU’s Input capabilities can be expanded using the expansion connection, which is a male DTM 12 Way (DT06-12SA). These additional inputs can be connected to any sensor, but the recommended sensors are indicated in brackets.

Table 3.0 — Expansion Port Pinout

To minimise signal contamination and maximise noise immunity, twist the CAN High and CAN Low wire pair at a minimum of one twist per 40mm of cable.

4.0 ECU Channel Assignment

Injection

Ignition

Analog Inputs

Analog Voltage Channels 7-12 have switchable pull-ups suitable for temperature measurement.

Digital Inputs

Auxiliary Outputs

NoteNOTE Auxiliary Channels 13-15 have drivers suitable ONLY for relay control with switching currents that must be less than 0.5A.

Crank / Cam

5.0 Plug-in Specific Information

5.2 Fuel Model

The ECU can use many combinations of methods to generate the fuel mass output. The base calibration is supplied using simple but common Speed Density (MAP). Commonly modified camshafts, aftermarket air bypass valves, larger turbochargers and modified intake piping tend to create unstable Mass Flow Sensor readings, so MAP-based fuel models tend to make the process much simpler. (Press F1 with the Fuel Model setting selected for more detailed help.)

When MAF is selected, the Secondary Load table can be used to scale the MAF if required. This table will need to be switched ON via Fuel Menu → Fuel Table Control → Secondary Load Table (set to a value of 12). There is also a runtime in the F3 Menu → Fuel Tab showing the current Fuel Model the ECU is running in.

5.3 Inlet Air Temperature

A factory-fitted Inlet Temperature Sensor is available on Analog Input 11 and should already be configured in the base calibration shipped with the ECU.

5.4 Check Engine Light

The control of this light is done through the CAN bus. The base calibration file has the output already configured and selected to “CAN Bus OEM”.

5.5 AirCon Switch

The AirCon Switch status is read through the CAN bus. The base calibration file has the Input Source selected to “CAN Bus OEM”.

6.0 Diagnostic Trouble Codes (DTCs)

On initial installation it is advised to clear all the DTCs if errors are reported. Connect to Emtune and look at the DTC status in the bottom toolbar (red if errors are present). Open the DTC window via the DTC Status box or File → Open DTC, select “Clear ALL DTCs”, and confirm all the Error Codes have been removed (status box goes green). If the error codes have not all been removed, select “Update DTC” then use the DTC window to locate the sensor that is on fault.

7.0 User CAN Bus 1

The ECU CAN Bus 1 is available for Input/Output expansion, allowing a wide range of Emtron CAN devices to be connected: ELC1/2 (Lambda to CAN), ETC4/ETC8M (Thermocouple to CAN), EIC10/EIC16M (Input to CAN).

7.1 Emtron Lambda to CAN

The ELC uses Bosch proven integrated circuit technology to precisely control an LSU4.9 Lambda sensor. The Lambda value is transmitted over the CAN Bus and can be used by the ECU for tuning and closed loop control. The ELC Power, Ground and CAN wires can be directly connected into the IO Expansion Loom:

Table 7.0 — ELC1 to IO Expansion Port wiring

8.0 OEM CAN Bus 2

The ECU communicates on CAN Bus 2, which is reserved for the GT86/BRZ/FR-S. The ECU maintains full compatibility with all other CAN devices within the vehicle, transmitting a wide range of raw and calibrated data over the Bus while also receiving data.

9.0 Emtron Torque Management

The ECU performs extremely accurate torque calculations provided the engine model configuration is accurate. This section allows the user to calibrate any errors in the torque model whilst also influencing the engine torque delivery characteristics.

• 9.1 Torque Reduction Ign Retard Clamp — Limits the maximum torque reduction the ECU can perform based on ignition timing retard.
• 9.2 Torque Nitrous Gain — In applications where Nitrous is used to increase torque, the ECU calculates this torque increase; the gain can be used to trim the output if required.
• 9.3 BSFC — Brake Specific Fuel Consumption torque calculation is not used by the ECU but can be useful, when calibrated correctly, to cross-check the ECU calculated torque levels.
• 9.4 Engine Torque Correction Table — Allows the user to adjust the gain on the calculated Engine Torque based on any parameter in the axis setup form (used to correct calibration errors).
• 9.5 Torque Demand Correction Table — The GT86/BRZ/FR-S requests accurate information on driver-demanded torque so decisions can be made across vehicle systems. If correlation issues exist between reported torque and Torque Demanded, the vehicle will not function as intended and can lead to drivetrain operation issues. This table allows gain control of this channel (should not normally require modification).
• 9.6 Frictional Loss Table — The combustion torque (“Torque Ideal”) is calculated by the ECU; the moving parts create drag and limit available torque. This table allows entry of the frictional loss in Nm.
• 9.7 Frictional Loss Offset 1 Table — One of two tables that allow offsetting of the frictional loss (commonly spanned against Engine Oil Temperature).
• 9.8 Torque Reduction Ignition Retard Gain Table — Calibrates the torque reduction % per degree. When a torque request is applied the ECU calculates how much retard is required to achieve it.
• 9.9 Torque Reduction Gain Table — Calibrates the torque reduction % per %cut. When a torque request is applied the ECU calculates how much cut is required to achieve it.

10.0 Ordering Information

Appendix A – ECU Pinout

Connector A

Connector B

Connector C

Connector D