Element Tuning

The biggest problems encountered during development revolved around complex failsafe mechanisms. The electronics were optimized as this would ultimately make it more reliable. The Hydramist's primary failsafe criteria are water flow, water level, map switching, and boost. A sensor is placed after the water injector and just before the misting nozzles located in your intake. This turbine sensor sends information to the Hydramist DDS3 gauge and control unit. The amount of water flow in CCs is displayed on the Hydramist's 52 mm gauge. The system can then be tuned to activate within an acceptable window of water flow. For instance if your pump fails or the nozzles become clogged resulting in a low CC water flow rate, this information will be displayed on the gauge and detected by the failsafe system. If the setup once tuned is designed to flow 350cc of water but the sensors are only reading 150 cc. The low fault (WL) may be set to recognize this as a problem which would then send a signal to the Hydra to revert to the pump gas mapping and drop your boost (optional). Now if water flow is north of the set window (WH) and hits 450cc then this likely a sign a water line is cracked or broken which sends a fault signal to the Hydramist. The gauge will display water flow rate and whether the system is running normally or if there is a fault by illuminating a light (B).
A water level sensor is also utilized which is installed in the water tank that deactivates the system and reverts back to the standard pump gas maps when the water level is too low. This is displayed by illuminating the water level light. Under all fault conditions the system is shut down to prevent damage to the pump. Also the Hydramist DDS3 has a main power button which allows you to turn the system on and off. The process of turning off the Hydramist DDS3 reverts the Hydra to the standard pump gas maps.

Element Hydramist Kits Include:

- 150W Hydramist Pump with 125psi By-Pass valve
- 22cc Surge Arrestor Assembly
- HSV (High Speed Water Injection Valve)
- Hydramist Waterflow Guage Kit
- Water Level Sensor
- Water Jets, 0.8mm, 0.9mm and 1mm
- Water Tank Adaptor
- Hydramist Wiring Harness
- M8 Tap (For water jet)
- 5M of 6mm High Pressure Water/Methanol Line
- 2M of 4mm High Pressure Water/Methanol Line
- Stainless 100 Micron Filter
- 40A Pump Relay
- Hydramist Wiring Diagram

How the Element Hydramist integrates with your Hydra EMS:

Element Tuning assigns a 3D PWM Map 11 as your Hydramist HSV (water/meth injection) map. The HSV is similar to a fuel injector and the Hydra EMS controls this HSV to inject a certain amount of water via a 3D PWM Map. This map is load vs. RPM and the values denote duty cycle of the HSV for a given boost and rpm. The load and rpm sites are 0% to 100% and signify the minimum and maximum range in your fuel map. So if the greatest boost level in your fuel and spark maps are 31 PSI then the 100% load site = 31 psi. Element Tuning customers can be provided with this map.

When a boost and rpm level is reached in this map and the HSV has a duty cycle higher than 10% this will automatically activate the Hydramist pump. If within 2 seconds the Hydramist Water Flow sensor does not register water flow on the Hydramist DDS3 gauge the system will automatically revert back to the regular fuel and spark maps in the Hydra EMS.

While the Hydramist is active, fueling is controlled by the Fuel Auxiliary Trim Map. This map is a function of the main fuel map. At the desired boost and rpm point you will use this map to subtract fuel from your main fuel map. Element Tuning customers can be provided with this map.

It's important to reduce fuel in this map only when water flow is realized. So if your Hydramist turns on at 10 psi do not remove fuel until after 10 psi. This map shows 2 degrees of timing added into the idle areas. This was used just for testing to ensure the map switching operation was functional.

While the Hydramist is active, ignition timing is controlled by the Spark Auxiliary Trim Map. This map is a function of the main spark map. At the desired boost and rpm point you will use this map to add ignition timing to your main spark map. Element Tuning customers can be provided with this map.

It's important to add ignition timing into this map only when water flow is realized. So if your Hydramist turns on at 10 psi do not add ignition timing until after 10 psi. This map shows 2 degrees of timing added into the idle areas. This was used just for testing to ensure the map switching operation was functional.

To activate your Hydramist system you must press (red) the "on" button. When "on" the Hydramist is active and your Auxiliary Maps are enabled. If within 2 seconds of your HSV injecting water flow is not realized then the Hydra will revert to the standard fuel and spark maps. When the Hydramist DDS3 Diplay Gauge is "off" the Hydra reverts to the standard fuel and spark maps.

W.Injection = Display's when system is on

Water Level = Illuminates when water level is low. Pump will be turned off

Flow = Shows flow from water flow sensor

B = Illuminates when Hydra Auxiliary Maps are enabled

SC = Adjusts the range of flow display

WL = Water flow low fault

WH = Water flow high fault

Click here for the Element Hydramist Installation Guide

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. Load and RPM extrapolation feature allows for easier smoothing of the maps.

Large panel view option allows you to see more of the 32x32 mapping zones for real time 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. For instance, if you want to run a 14.7:1 AFR under vacuum cruise conditions, your map would look like this:

The ecu will automatically adjust the injector pulse width to maintain the proper AFR of 14.7:1 and will apply long-term fuel trims during the drive cycle. Closed loop can now be mapped against rpm, boost, throttle position, and coolant temperature!

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. We’ve added control for:

• Injector response time in ms over voltage
• Minimum injector pulse width
• Injector phasing over 16 rpm ranges
• Run low impedance or high impedance injectors without the need for a ballast Individual Fuel Injector Trim

Individual Fuel Injector Control:

Subarus 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.

Individual Cylinder Ignition Control:

8 cylinder individual ignition trim adjustment.

Anti-Lag:

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, Ignition, and Boot Maps:

An auxiliary fuel, ignition, and boost table allows the user to create a race gas map based on the main fuel, ignition, and boost maps. The user can lean out the AFR, increase ignition timing, and increase boost 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.

These auxiliary tables can also be utilized to create a conservative map based on the main maps. 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 spark map can be triggered to come online. For instance if major knock events are recorded the backup map can be set to kick in and drop your Ato a less aggressive ignition map and a richer AFR to be utilized. The backup ignition map has the same 32X32 resolution as your main map.

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.

Vehicle Speed: This uses your factory speed sensor for to globally adjust the fuel, ignition, traction control, and boost maps. The benefit is to optimize fuel, timing, and boost based on gear.

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 reduce ignition timing.

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 ecus 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 Subarus 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 4 bar map sensor that allows tuning for up to 35psi.

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. The Hydra even has gear based boost compensations maps to help level out boost pressure fluctuations experienced in different gears. Additional boost maps are used for TPS, Air Temp, Coolant Temp, and AUX map compensations.

A separate boost limit map is also available based on RPM to prevent overboosting. When the limit is reached a fuel cut will kick in to help prevent engine damage.

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.

Launch Control:

An adjustable “launch” control rev limit is great for drag racing. LC is tuned through a 32x32 fuel map and a 32x32 ignition map for maximum control.

Flat-Foot Shifting:

Shifting without having to lift off the throttle is not only great for drag racing but also road racing as it allows boost to be maintained between shifts, and for the rpm limit to be programmed for rpm matching. FS is tuned through a 32x32 fuel map and a 32x32 ignition map for maximum control.

“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. For maximum performance at all rpms the "dwell trim" map allows for fine tuning at specific rpm points.

Atmospheric Blow-Off Valves:

The Element 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.

Closed Loop Variable Intake Cam Timing:

Cam timing can be controlled and adjusted for optimal performance with 32x32 maps.

Closed Loop Variable Exhaust Cam Timing:

Exhaust cam timing can be controlled and adjusted for optimal performance with 32x32 maps.

“Staged” Maps:

If this all sounds a little overwhelming then our wide range of “stage” maps exclusive to Element Tuning’s customers will get you up and running quickly.

Real-World Performance:

Element Tuning has some of the fastest and most well-known Subarus.

Element Tuning Time Attack STI: Two Time Subiefest Time Attack Champion, 3 track records, mulitple NASA TTU wins, Redline Time Attack 2 time winner, Super Lap Battle 2 time regional winner, GT Live runner up, 10.7 @ 133 mph

Element Tuning Time Attack WRX: Second Place US Time Attack 05

Element Tuning 08 Time Attack WRX: NASA TTB Lap record holder Summit Point, Redline Time Attack winner

GST Motorsports: Modified Magazine Shootout Winner, Redline Time Attack 2 time winner, GT Live winner, 10.76 @ 132 mph

World One Performance STI: Second Place US Time Attack 04 and 1st place Subaru

Alex Mealer STI: East Coast Subaru Shootout 1st place, H6 Hydra 9.1 @ 148 mph, STi 670 hp 10.7 @ 138 mph

East Coast Subaru Shootout: 2 time winner

Big Valley: EVO vs WRX Shoutout Winner

La Rata: 9.60 @ 146 mph

Georgie Performance: 9.41@149

suby44: 807 whp STi

bertune: 604 whp STi on pump gas

Md05STI: 10.4 @ 134 mph

Diplo12: 10.03 @ 139 mph

Play More Online WRX: Second Place One Lap of America and 1st place Subaru

Kaminari WRX: Import Tuner Cover car, SEMA exhibition vehicle

Energy Suspension: SEMA exhibition vehicle

Intrax Suspension: SEMA exhibition vehicle