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