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'''This page documents ECU features to be utilised in the EJ25 N/A DOHC installation''' ---- || ''Feature'' || ''Spec'' || ''Hardware utilised'' || ''Software support'' ||''Priority''|| || Sequential injection || 4 x 11.5 Ohm / 270 cc/min injectors || 4 x injector drivers|| Yes || - || || Wasted spark ignition || Diamond F-569 coilpack. 0.62 - 0.76 Ohms primary, 17.9 - 24.5 K-Ohms secondary. || 4 x ignition drivers|| Yes || - || || Stepper idle control || || Stepper outputs || Yes || - || || Fuel pump || || Fuel pump relay output || Yes || - || || MAP || 0-5V range || OEM external pressure sensor (Auto and Turbo models only?) || Yes || - || || LCD || Optrex daylight readable STEP display || 4x20 LCD output || Yes || - || || Front wideband lambda || Bosch LSU || WBO2 channel 1 || Yes || - || || Rear wideband lambda || Bosch LSU || WBO2 channel 2 || Partial (comparison and range testing should be done) || Low || || EGT || || EGT sensor || Partial (is this used for more than display?) || Low || || Knock sensor || "AC voltage output" || Knock channel || Partial (is this used for more than display?) || Low || || Cooling fans || || 2 relay outputs || Partial (only 1 fan switch is supported) || Medium || || Subaru crank trigger || 87/32 degree signal, TDC 10 before. Magnetic VR || VR 1 || No || High || || Subaru cam sync || 1,2 or 3 pulses to determine cylinder, so order is important (eg, to know cyl. 1 vs cyl. 4). Magnetic VR || VR 2 || No || High || || EGR Valve || Solenoid || Misc driver 1 || No || Medium || || PCV Valve || Solenoid || Misc driver 2 || No || Medium || || Pressure Select Valve || Solenoid (manifold/barometric select) || Misc driver 3 || No || Medium || || EVAP Valve || Solenoid || Misc driver 4 || No || Medium || || Warning Lamp (CEL) || Dashboard lamp || Misc driver 5 || No (implies bounds checking, etc) || Med || In [http://en.wikipedia.org/wiki/MoSCoW_Method MoSCoW] parlance: High = Must Have, Medium = Should Have, Low = Could Have. [dnb]Very interested to see how this goes... The MAP sensor is indeed only present on turbo cars. * And 95-on autos, although I'm not really sure why... The injectors are low impedance IIRC - however resistor packs can get around this. * Turbos are likely to be low impedance, but I've measured the resistance on my 2.5 NA as 11.5 Ohms. **Any idea what size these are? Low impedance injectors aren't ideal for VEMS... Why did Subaru use side feed injectors??? *** My local shop couldn't flow test the side feed injectors! Internet lore says 270 cc/min for Subaru red-top side feed injectors. Supporting the VR trigger itself is no problem, but the crank trigger pattern does not seem straight forward to me... I do have a source for direct replacement 36-1 wheel though! * Very cool. That's Plan-B, as I'd prefer to go P'n'P. **With you on the P&P, but I'm just covering all eventualities (and taking the 'easy' option for me.) What will you use the pressure exchange solenoid for? Baro correction? * Possibly. I was mostly hoping to have control to ensure I've reading the correct pressure source (eg, the manifold). **I was going to remove this solenoid from mine and do the plumbing directly! *** Fair enough... :-) * Where were you going to put the MAT sensor? This is only present as standard on some WRX STIs if I remember correctly, and the sensor placement is far from ideal for VEMS. ** Tough question. Is it possible to use two - one in the inlet tube to avoid heat soak, and one in the plenum or manifold to avoid inconsistent temp readings - and switch over at a preset point, or when the two values are equal? Failing that, I guess the airbox before the throttle body might be best compromise? *Evap/carbon can thingy would be very useful for a number of my projects - the sooner this is available the better. I have proposed an algorithm but not had time to test things yet. It can be different to the standard system since we have good wideband control over the fuelling. *Not sure why you need 2 wideband channels on the Subaru, however this would be a VERY useful feature to have for the v8 users here... ** It's not really necessary for VEMS fueling, but the factory system uses 2, one before the cat and one after - presumably to check that the cat is working? I was thinking side-to-side to give an indication if anything is amiss with a cylinder ban, or factory style to show if the cat had problems. ** FWIW, I was thinking the other day that a 52 mm gauge with 4 x EGT, 4 x WBO2, and 4 x CHT would be very useful in some circles... (eg experimental aircraft). *On my turbo, the PCV is passive and requires no ECU involvement. (It's replaced with an oil catch system now too). ** OK, I'll double check. It's only active when the engine is running so ECU action isn't really necessary.
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