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Stacks Image 108
The Settings Menu Click an option below to open it.
Crank Multi-Inject Enable
The Crank Multi-Inject Enable setting enables the Multi-inject on Cranking feature. The injectors will fire an every ignition event when cranking. This may assist in starting but is not recommended for high flow (greater than 300cc/min) injectors.


Crank Cut Fuel TPS Limit
Crank cut fuel TPS limit indicates the percentage opening of the throttle above which fuel will not be injected during the cranking sequence. This value is useful to allow for a way to quickly clear a flooded engine by holding the throttle pedal down during cranking. It is recommended that this value be set between 85-95.
Alternator Voltage Target Settings
In development.
Sequential Injection Strategy
Sequential Injection Strategy indicates whether the fueling strategy is sequential injection or batch injection. Check the checkbox to use the sequential injection strategy. Clear the checkbox to use the batch injection strategy.


Decel Fuel Cut Enable
Decel Fuel Cut Enable indicates the status of deceleration fuel cut. When Decel Fuel Cut is enabled, it will turn off the fuel injectors when the throttle is completely closed and engine speed is above the threshold indicated in the Decel Fuel Cut Lower Limit table. This feature will save fuel and improve the feeling of engine braking. Check the checkbox to enable deceleration fuel cut. Clear the checkbox to disable deceleration fuel cut.


Staged Ratio
Staged Ratio indicates the size of the staged injectors relative to the primary injectors in cases where staged fuel injectors are used. Set this value by calculating the primary injector flow divided by the secondary injector flow and multiply by one hundred. For example, if the primary injectors flow 440cc/min and the secondaries flow 550cc/min, you must enter (440 / 550) * 100 or 80.


VE Mode Enable
VE mode enable indicates whether the base fueling is calculated from the Base Fuel Table or from the 3D VE table. Check the checkbox to calculate base fueling from the 3D VE table. Clear the checkbox to use the base injector pulse-widths indicated in the Base Fuel Table.


ALPHA-n Mixed Mode Enable
ALPHA-n Mixed Mode Enable indicates whether the primary load signal will come from the manifold pressure sensor value or will be calculated from the Programmed MAP and 3D TPS:MAP Weight tables. Check the checkbox to operate in ALPHA-n mode. Clear the checkbox to operate in standard speed-density mode.


Base Fuel
In development.


Auxiliary Fuel
In development.


Cylinder Capacity

This setting changes the cylinder capacity. This value is calculated by taking the total capacity of engine and dividing that number by the number of cylinders in the engine. For example, a 2.5L (2500cc) engine with 4 cylinders would require a value of 625.

Note: It is crucial that this value be set correctly when operating in VE mode.


Injector Flow
Injector Flow indicates the flow in cc/min of the primary injectors. To convert injectors whose rating is given in lbs/hr to cc/min, multiply the lbs/hr rating by 10.5. Be aware that most fuel injectors are rated for fuel flow at 300kPa (43.5psi) fuel pressure. If the base fuel pressure is set differently from the pressure the injector flow is rated for, the change in flow due to the base pressure difference must be determined and this the resultant flow must be indicated.

Note: It is crucial that this value be set correctly when operating in VE mode.



Injector Trim
Injector Trim indicates the percentage of fuel to add if the trim value is positive or to remove if the trim value is negative from the base fueling for the specific cylinder indicated. This is sometimes needed in cases where air flow is slightly enhanced or restricted in a particular cylinder on a motor relative to the other cylinders.

The Hydra Nemesis 2.7 unit does not know the firing order of the engine. It will fire the injectors in order starting with 1 and going to the number of cylinders indicated in the Cylinders value on the ignition triggers logical group panel. The plug and play harness maps the Hydra Nemesis 2.7 cylinder number into firing order. To assign the trim value to the desired cylinder, write down the engine’s firing order next to the Hydra Nemesis 2.7 firing order and then adjust the Hydra Nemesis 2.7 cylinder number corresponding to the physical cylinder number on the motor.

For example, if the engine firing order is 1-3-4-2:

Physical Cylinder
Hydra Nemesis 2.7 Cylinder
1
1
3
2
4
3
2
4

Thus, to add 1% more fuel to physical cylinder 3, set the value of Injector 2 trim to 1.


Manifold Wetting Coeff
Manifold Wetting Coeff is the Manifold Wetting Coefficient. This indicates how much fuel is lost to condensation against the port, runners and manifold. The value should generally be low for port injection and higher for throttle style injection setups. For standard port injection motors, a starting value of 40 is appropriate. For throttle body injection setups, a starting value of 150 is suggested. The Manifold Wetting Coefficient affects how quickly throttle pump and tip in enrichments come on and decay.


Min Pulse
Min Pulse indicate the smallest injection pulse to use each injection event when the batch injection fuel strategy is used. The batch injection fuel strategy is used by default if the sequential fuel injection strategy is not enabled. In the batch injection strategy, two half-length injection pulses are used every crank revolution to provide the full amount of the calculated fuel every two revolutions. When using large injectors, it may be impossible to meter out a small amount of fuel in two injection pulses. For this reason, if the calculated half-pulse pulse width becomes less than the minimum indicated pulse value, only one injection pulse will be used every two crank revolutions to deliver the required fuel. The minimum pulse value is used only under the batch injection strategy.
Launch Settings
Moving Launch Enable
Moving launch enable allows the external launch request to remain active even when the vehicle speed sensor indicates that the vehicle is moving. If moving launch is not enabled, the external launch request is suppressed whenever the vehicle speed sensor indicates that the vehicle is in motion to prevent launch control from engaging between shifts when a clutch switch is used to trigger the external launch request. To allow launch request even when the vehicle is in motion, check this checkbox. Otherwise, clear this checkbox.
Hard Rev Limit
Hard RPM limit indicates the engine speed at which all injection events will be cut, thus forcing the motor to stop producing torque and preventing it from spinning at a faster rate under its own power.

Soft Rev Limit
Soft Rev Limit indicates the engine speed at which the soft rev limiter will start to take effect. The soft rev limiter begins to cut fuel events to reduce torque output and produce a “soft” limiting effect on engine speed. If Hard Rev Limit is at or below Soft Rev Limit, no soft limiting will occur.

Vehicle Speed Limit
In development.

Waste Spark
Waste Spark activates the wasted spark ignition strategy in which a single double-ended coil is used to supply spark to two cylinders. These cylinders are chosen so that they always arrive at TDC simultaneously, one at the end of the compression stroke and one at the end of the exhaust stroke. Both spark plugs fire simultaneously, but the cylinder at the end of the exhaust stroke has no compressed air fuel charge ready to light, so the spark is “wasted.” To select this strategy, check Waste Spark. Enabling wasted spark on a single coil distributor motor will prevent the motor from working or cause it to run very poorly.

Direct Fire
Direct Fire activates the direct fire ignition strategy in which a single coil is used per cylinder. To select this strategy, check Direct Fire. Enabling direct fire on a single coil distributor or a wasted spark motor will prevent the motor from working or cause it to run very poorly.

Ignition Trim
Ignition Trim indicates how many degrees the corresponding cylinder is advanced beyond the calculated ignition advance if the value is positive or retarded if the value is negative. This is sometimes needed if a particular cylinder will not accept as much ignition timing advance as the others.

The Hydra Nemesis 2.7 unit does not know the firing order of the engine. It will fire the coils in order starting with 1 and going to the number of cylinders indicated in the Cylinders value on the ignition triggers logical group panel. The plug and play harness maps the Hydra Nemesis 2.7 cylinder number into firing order. To assign the trim value to the desired cylinder, write down the engine’s firing order next to the Hydra Nemesis 2.7 firing order and then adjust the Hydra Nemesis 2.7 cylinder number corresponding to the physical cylinder number on the motor.

For example, if the engine firing order is 1-3-4-2:
Physical Cylinder
Hydra Nemesis 2.7 Cylinder
1
1
3
2
4
3
2
4

Diagnostic Request Ignition Advance
In development.
Boost Control Settings
Boost Control Threshold RPM
Boost control threshold RPM indicates the engine speed at which the boost PID controller starts to operate. If engine speed is below this value, the output of the PID controller will maintain the Wastegate PID (%) value at zero.


Boost Control P-Term
Boost control P-term indicates the proportional term of the boost PID controller used to perform boost control. The PID controller compares the current boost target value to the actual manifold pressure value and produces the wastegate PID % value which can be assigned to a 2D PWM map used to control the duty cycle of a boost control solenoid. The wastegate PID % value will be high (in the 55-90% range) when the manifold pressure is much below the boost target, it will be medium (in the 45-55% range) when the manifold pressure is very close to the boost target and it will be low (in the 10-45% range) when the manifold pressure is much above the boost target.


Boost Control I-Term
Boost control I-term indicates the integral term of the boost PID controller used to perform boost control. The PID controller compares the current boost target value to the actual manifold pressure value and produces the wastegate PID % value which can be assigned to a 2D PWM map used to control the duty cycle of a boost control solenoid. The wastegate PID % value will be high (in the 55-90% range) when the manifold pressure is much below the boost target, it will be medium (in the 45-55% range) when the manifold pressure is very close to the boost target and it will be low (in the 10-45% range) when the manifold pressure is much above the boost target.


Boost Control D-Term
Boost control D-term indicates the derivative term of the boost PID controller used to perform boost control. The PID controller compares the current boost target value to the actual manifold pressure value and produces the wastegate PID % value which can be assigned to a 2D PWM map used to control the duty cycle of a boost control solenoid. The wastegate PID % value will be high (in the 55-90% range) when the manifold pressure is much below the boost target, it will be medium (in the 45-55% range) when the manifold pressure is very close to the boost target and it will be low (in the 10-45% range) when the manifold pressure is much above the boost target.
This section covers the comments map group. Every collection of maps and settings that can be saved in a file or in a Hydra Nemesis 2.7 unit can be annotated with comments that can be read at any time. The comments can contain anything that is of use to describe the maps and settings or explain particular details regarding them.

To access the comments panel, select Settings→Comments.

This will open the comments panel.


This panel will let you add, remove or otherwise edit general comments. When you are finished editing the comments, select Save and exit the Hydra Nemesis software to send the comments to the Hydra Nemesis 2.7 unit.
ISC P Term
ISC P-term indicates the proportional term of the PID controller used to control idle speed. Set this value with ISC I-term and ISC D-term set to zero. Increase ISC P-term slowly until the point that idle becomes unstable. Set the final ISC P-term to a value about half of that at which idle becomes unstable.


ISC I Term
ISC I-term indicates the integral term of the PID controller used to control idle speed. Set this value after adjusting ISC P-term. If the idle speed does not move deliberately towards the target in the desired amount of time, increase ISC I-term gradually until the system moves as deliberately as desired.


Thermofan on ISC Target Trim
The Thermofan on ISC Target Trim setting indicates an additional trim to add to the idle speed target when the thermofan is on. This trim allows the idle to be set higher to compensate for the extra load that an electric fan will place on the engine. To use this trim, the thermofan control capability must be enabled. Note that the internal idle speed target limit is 2040 RPM, so if the combination of the current idle target plus the thermofan on idle target trim is greater than 2040, the idle target will be 2040.


How much thermofan on ISC target idle speed trim your vehicle needs depends on many factors. Generally, adjust the engine speed so that the extra electrical load of the fan will not cause the charging voltage to drop below the desired amount.



Moving Vehicle on ISC Target Trim
The Moving Vehicle on ISC Target Trim setting can be adjusted from the Idle Control Settings panel. This setting indicates an additional idle speed trim to add to the idle speed target when the vehicle is moving. To use this trim, a vehicle speed sensor must be used and the vehicle speed sensor capability must be enabled. This trim allows the idle target to be set higher in anticipation that the brakes are likely to be applied and a slightly higher engine speed will provide more vacuum force for the brake power booster. Note that the internal idle speed target limit is 2040 RPM, so if the combination of the current idle target plus the moving vehicle idle target trim is greater than 2040, the idle target will be 2040.


How much moving vehicle ISC target trim your vehicle needs depends on the demands of the brake booster and on personal preference. Too high a value will make the idle seem to stick too high while the vehicle is coming to a stop while too low a value may cause engine speed to easily drop below the desired target idle speed while braking to a stop.


ISC Thermofan Anticipate
The instant that the thermofan switches on, the extra load will cause the engine speed to drop. If the base idle speed target of the engine is low, the load may bring the engine very close to its stall point. The idle control PID is intentionally designed to make slow, deliberate valve adjustments, but in the case of an instant, heavy load the transition into and out of thermofan mode will be much smoother if the idle control system makes a very fast change to the ISC duty cycle. This is the purpose of the ISC Thermofan Anticipate setting.


The percentage value in the ISC Thermofan Anticipate setting indicates how much percent will be added to the current valve duty cycle the instant that the thermofan is switched on. If the engine is currently idling with the fan off and the ISC valve position is X%, then if the instant that the fan switches on the ISC valve will be moved to (X+ISC thermofan anticipate)%. Likewise, when the fan switches off, the ISC valve will be instantly moved to (X-(ISC thermofan anticipate/2))%.


The recommended method for setting the ISC thermofan anticipate value is to do so after the fuel and timing advance and base idle speed target tuning have been properly done. Start by setting the value to zero. Now bring the engine to normal operating temperature and allow it to idle with all the loads off. Note the average position of the ISC valve (it may naturally move up and down a percent or two, but it shouldn’t be more than that unless something is not right). Now, switch on the fan by adjusting the temperature at which the fan switches on and allow the ISC to recover from the extra load and bring the engine up to the desired thermofan on idle speed target. Now note the average position of the ISC valve with the fan running. The difference between the two ISC positions is the best starting point for the ISC thermofan anticipate value. Now allow the fan to cycle on and off several times and make minor adjustments up or down as needed. Do not forget to set the temperature at which the thermofan switches on back to its normal point after you are finished.



ISC AC Clutch Anticipate
The instant that the AC clutch engages the AC compressor to the engine, the extra load will cause the engine speed to drop. If the base idle speed target of the engine is low, this load may bring the engine very close to its stall point. The idle control PID is intentionally designed to make slow, deliberate valve adjustments, but in the case of an instant, heavy load the transition into and out of AC mode will be much smoother if the idle control system makes a very fast change to the ISC duty cycle. This is the purpose of the ISC AC Clutch Anticipate setting.


The percentage value in the ISC AC Clutch Anticipate setting indicates how much percent will be added to the current valve duty cycle the instant that the AC clutch is engaged. If the engine is currently idling with the AC off and the ISC valve position is X%, then if the instant that the AC clutch engages the ISC valve will be moved to (X+ISC AC clutch anticipate)%. Likewise, when the AC clutch disengages, the ISC valve will be instantly moved to (X-(ISC AC clutch anticipate/2))%.


The recommended method for setting the ISC AC clutch anticipate value is to do so after the fuel and timing advance and base idle speed target tuning have been properly done. Start by setting the value to zero. Now bring the engine to normal operating temperature and allow it to idle with all the loads off. Note the average position of the ISC valve (it may naturally move up and down a percent or two, but it shouldn’t be more than that unless something is not right). Now, switch on the AC and allow the ISC to recover from the extra load and bring the engine up to the desired AC on idle speed target. Now note the average position of the ISC valve with the AC running. The difference between the two ISC positions is the best starting point for the ISC AC clutch anticipate value. Now allow the AC to cycle on and off several times and make minor adjustments up or down as needed.


ISC AC Fan Anticipate
ISC AC Fan Anticipate indicates how much more to open the idle control motor when an external air conditioner request is received. This allows the motor to start increasing speed just before the air conditioner clutch fully engages.


ISC Power Steering Load Anticipate
In development.


ISC Return Anticipate
In development.


ISC Maximum Duty Cycle Under Load
The ISC maximum duty cycle under load setting allows the ISC to be closed under load on engines that leak boost if the ISC valve is not fully closed.


On vehicles with DBW or idle control valves where the inlet of the valve is just before the throttle body, the ISC maximum duty cycles under load setting should be set to 100%. On vehicles where the inlet to the valve is directed to the atmosphere or to the intake pipe before the turbocharger, the value should be set to 0%.


ISC Stepper Steps
ISC Stepper Steps indicates the number of idle control steps or detents available when a 4-pin stepper motor valve is used. If this number is much smaller than the real number of steps available, the idle control motor will usually have too narrow a control range and will not be able to deliver the requested cold temperature or high load idle targets. If the number of steps is set much higher than the real number of steps available, the idle system may operate erratically and make large idle speed changes when only small ones are required.
Ignition Triggers
The Ignition Triggers window is accessed by selecting Tools→Ignition Triggers.
Trigger Edge
Trigger Edge indicates which edge of the square wave produced by the crank and cam signals the trigger code will sync relative to. These settings are defined as part of a trigger setup for a specific motor and should not be modified unless you are directed to by your Hydra EMS dealer.

The dropdown allows you to choose from all sixteen possible combinations of setting the crank and the cam to sync off the neither edge, the rising edge, the falling edge or both edges of the signal. OFF indicates neither edge, RISE indicates rising edge, FALL indicates falling edge, and ANY indicates either edge. The crank trigger edge setting is first followed by the cam trigger edge setting. Click the Enter button to the right of the dropdown when a new setting is selected.
Adjusting these settings can prevent the motor from starting. It may also allow the motor to start but change actual ignition timing so that it does not match the timing programmed into the timing advance maps. Do not adjust these settings without specific instructions to do so by a Hydra EMS dealer otherwise engine damage may result.


Trigger Type
Trigger type indicates which crank trigger style is installed on the motor. The Hydra Nemesis 2.7 unit has over two dozen crank trigger setups that it is pre-configured work with. These settings are defined as part of a trigger setup for a specific motor and should not be modified unless you are directed to by your Hydra EMS dealer.

The dropdown allows you to choose from a list of possible crank trigger types. Click the Enter button to the right of the dropdown when a new setting is selected.

Adjusting this setting can prevent the motor from starting. It may also allow the motor to start but change actual ignition timing so that it does not match the timing programmed into the timing advance maps. Do not adjust these settings without specific instructions to do so by a Hydra EMS dealer otherwise engine damage may result.


Sync Type
Sync type indicates which cam trigger style is installed on the motor. The Hydra Nemesis 2.7 unit has a dozen cam trigger setups that it is pre-configured work with. These settings are defined as part of a trigger setup for a specific motor and should not be modified unless you are directed to by your Hydra EMS dealer.

The dropdown allows you to choose from a list of possible cam trigger types.

Adjusting this setting can prevent the motor from starting. It may also allow the motor to start but change actual ignition timing so that it does not match the timing programmed into the timing advance maps. Do not adjust these settings without specific instructions to do so by a Hydra EMS dealer otherwise engine damage may result.


Cylinders
Cylinders indicates the number of cylinders to control. In most cases it is exactly the same as the number of physical cylinders on the motor although in rare cases it may be half or double the number of physical cylinders. These settings are defined as part of a trigger setup for a specific motor and should not be modified unless you are directed to by your Hydra EMS dealer.

The edit box allows you to type in the number of cylinders to control.

Adjusting this setting can prevent the motor from starting. It may also allow the motor to start but change actual ignition timing so that it does not match the timing programmed into the timing advance maps. It may also have other, undesired damaging effects such as hydro-locking the motor or producing back-torque. Do not adjust these settings without specific instructions to do so by a Hydra EMS dealer otherwise engine damage may result.


Sequencers
Sequencer indicates which tooth on the cam signal the trigger will key on. This setting is defined as part of a trigger setup for a specific motor and should not be modified unless you are directed to by your Hydra EMS dealer.

The edit box allows you to type in the sequencer value.

Adjusting this setting can prevent the motor from starting. It may also allow the motor to start but change actual ignition timing so that it does not match the timing programmed into the timing advance maps. It may also have other, undesired damaging effects such as hydro-locking the motor or producing back-torque. Do not adjust these settings without specific instructions to do so by a Hydra EMS dealer otherwise engine damage may result.


Timing Reference Angle
Timing reference angle indicates where TDC is assumed to be relative to the internal model of the trigger setup for the motor. This setting can be adjusted in most cases to allow the physical TDC mark to match with the internal Hydra Nemesis 2.7 unit’s TDC mark. On older motors with adjustable distributor bases, it is possible to match the physical ignition advance as measured with a timing light to the ignition advance value shown on the display window of the laptop software by adjusting the distributor position. On later model motors with no physical method to adjust the physical timing, you must adjust the timing reference angle so that the physical ignition advance measured with a timing light matches the ignition advance value shown on the display screen. To facilitate this process, it is recommended that the ignition advance map be modified around the idle region to a single timing advance value and that any ignition trim used to help maintain the idle target speed be zeroed. With the motor at normal operating temperature and a steady idle speed, attach an electronic timing light to the motor and validate using the timing marks on or near the crank pulley that the timing advance matches that shown in the display window. If the timing does not match, adjust the timing reference angle to bring the physical timing advance to the value shown on the display screen.

The edit box allows you to type in the timing reference angle. The value has a limited range that is acceptable depending on the trigger type selected. The range is adequate to bring the physical advance value to the displayed advance value if the motor is properly assembled.


VCTi Offset
VCTi offset indicates where the variable intake cam timing reference happens relative to the internal trigger position calculated by the Hydra Nemesis 2.7 unit based on the ignition trigger type selected. This setting is defined as part of a trigger setup for a specific motor and should not be modified unless you are directed to by your Hydra EMS dealer.

The edit box allows you to type in the offset value.

Adjusting this setting can prevent the motor from functioning properly. It may also have other, undesired damaging effects such as moving the cams to a position where the valves might catastrophically contact the top of the piston. Do not adjust these settings without specific instructions to do so by a Hydra EMS dealer otherwise engine damage may result.


VCTe Offset
VCTe offset indicates where the variable exhaust cam timing reference happens relative to the internal trigger position calculated by the Hydra Nemesis 2.7 unit based on the ignition trigger type selected. This setting is defined as part of a trigger setup for a specific motor and should not be modified unless you are directed to by your Hydra EMS dealer.

The edit box allows you to type in the offset value.

Adjusting this setting can prevent the motor from functioning properly. It may also have other, undesired damaging effects such as moving the cams to a position where the valves might catastrophically contact the top of the piston. Do not adjust these settings without specific instructions to do so by a Hydra EMS dealer otherwise engine damage may result.


VCTi P-Term
VCTi p-term indicates the proportional term of the PID controller that adjusts the variable intake signal so that the physical setting of the intake cam position closely tracks the desired target setting given in the Intake VCT Target 3D map.

The edit box allows you to type in the p-term value.


VCTi I-Term
VCTi i-term indicates the integral term of the PID controller that adjusts the variable intake signal so that the physical setting of the intake cam position closely tracks the desired target setting given in the Intake VCT Target 3D map.

The edit box allows you to type in the i-term value.


VCTi2 Phase Trim
VCTi2 phase trim indicates the amount of trim required to balance the two intake cams perfectly on a motor with two banks. This setting is defined as part of a trigger setup for a specific motor and should not be modified unless you are directed to by your Hydra EMS dealer.

The edit box allows you to type in the offset value.

Adjusting this setting can prevent the motor from functioning properly. It may also have other, undesired damaging effects such as moving the cams to a position where the valves might catastrophically contact the top of the piston. Do not adjust these settings without specific instructions to do so by a Hydra EMS dealer otherwise engine damage may result.


VCTe P-Term
VCTe p-term indicates the proportional term of the PID controller that adjusts the variable exhaust signal so that the physical setting of the exhaust cam position closely tracks the desired target setting given in the Exhaust VCT Target 3D map.

The edit box allows you to type in the p-term value.


VCTe I-Term
VCTe i-term indicates the integral term of the PID controller that adjusts the variable exhaust signal so that the physical setting of the exhaust cam position closely tracks the desired target setting given in the Exhaust VCT Target 3D map.

The edit box allows you to type in the i-term value.


VCTe2 Phase Trim
VCTe2 phase trim indicates the amount of trim required to balance the two exhaust cams perfectly on a motor with two banks. This setting is defined as part of a trigger setup for a specific motor and should not be modified unless you are directed to by your Hydra EMS dealer.

The edit box allows you to type in the offset value.

Adjusting this setting can prevent the motor from functioning properly. It may also have other, undesired damaging effects such as moving the cams to a position where the valves might catastrophically contact the top of the piston. Do not adjust these settings without specific instructions to do so by a Hydra EMS dealer otherwise engine damage may result.
Knock 1 Amplifier Enable
Knock 1 amplifier enable indicates if the raw knock sensor one signal requires additional amplification after it has been processed by the Hydra Nemesis 2.7 knock input circuit. This option should be enabled if the knock sensor voltage is very low even under high engine speed and load. To enable the amplifier, check the checkbox. To disable the amplifier, clear the checkbox.


Knock 2 Amplifier Enable
Knock 2 amplifier enable indicates if the raw knock sensor two signal requires additional amplification after it has been processed by the Hydra Nemesis 2.7 knock input circuit. This option should be enabled if the knock sensor voltage is very low even under high engine speed and load. To enable the amplifier, check the checkbox. To disable the amplifier, clear the checkbox.


Maximum Knock Retard
Maximum knock retard indicates the maximum degrees of retard that the knock response system will apply when the knock signal value exceed the 2D Knock threshold map settings. This value is needed to prevent too much ignition retard from potentially damaging the engine under a severe knock signal.


Knock Retard Per Event
Knock Retard Per Event indicates how many degrees of retard to apply to the current ignition advance value for every interval of time that the knock sensor voltage exceeds the Knock Threshold map values. Higher values will cause knock response to retard ignition advance more aggressively. Small values will result in a slower response to knock. A zero value will eliminate the immediate knock response feature of the Hydra Nemesis 2.7 unit.


Maximum Knock Retard
Excessive knock threshold indicates the raw knock sensor voltage above the knock threshold indicated in the Knock Threshold Map at which the knock signal is considered excessive. If the knock signal crosses above this threshold more than the number of times indicated by Excessive knock events, the Hydra Nemesis 2.7 unit will switch to the Backup Ignition Table.


Backup Spark Map Excessive Knock Events Threshold
Backup Spark Map Excessive Knock Events Threshold indicates the number of times that the knock voltage signal is allowed to go above the excessive knock threshold before the Hydra Nemesis 2.7 unit switches to the Backup Ignition Table. A small value will make the system more sensitive to excessive knock. A large value will make the system less sensitive to excessive knock.
Output Configuration
In development.
In development.