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2ginevo8 [2010/08/31 13:28] twdorris |
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- | ====== Running a 2G DSM ECU in an EVO8 ====== | ||
- | This used to be a popular swap for a while back when the EVOs were new. The interest seemed to die down a bit as guys started playing around with ECUFlash and EVOScan. But for some reason, we're getting more and more requests for this information lately. | ||
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- | So I thought I'd put this page up to help guys get the ball rolling. | ||
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- | ===== Wiring swaps ===== | ||
- | Obviously, you need to swap a few wires around on the ECU harness. This is the list of the main things that need to be re-ordered. | ||
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- | **Evo harness** -> 95 ECU | ||
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- | **22** -> 8 Swaps Fuel pump relay and AC relay control \\ | ||
- | **8** -> 22 | ||
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- | **10** -> 23 Inverts coil control for proper firing order \\ | ||
- | **23** -> 10 | ||
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- | **32** -> 20 Moves condensor fan control to ECU \\ | ||
- | **34** -> 21 | ||
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- | **40** -> 13 Moves Cam and Crank sensor Ground supply | ||
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- | **43** -> 91 EVO clutch wire to feed NLTS | ||
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- | 58 JUMPER TO 89 Do not swap, splice 89 (crank signal) to 58 (tach input) for proper tachometer operation. | ||
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- | 56 Cut this wire, run a wire from 56 at the 95 ECU to pin 1 at the data link connector. Cut pin 1 wire at DLC, do not splice this in. | ||
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- | ==== Patch harness ==== | ||
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- | By all means, use a patch harness when doing the swaps mentioned above. It's SOOO much easier to do this while working at a table inside the house/garage than it is under the dash on your back. It's a little pricey, but well worth it. Some sample shops are below. I'm sure there are plenty of others. | ||
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- | [[http://www.machevo.com/cocoecupaha.html|Mach V patch harness]] \\ | ||
- | [[https://www.lancershop.com/customer/product.php?productid=260|Lancer Shop]] \\ | ||
- | [[http://www.maperformance.com/aem-ecu-patch-extension-harness-mitsubishi-evo-8-30-2983.html|Modern Automotive Performance]] | ||
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- | ===== Known issues and work arounds ===== | ||
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- | ==== Fan control ==== | ||
- | Main Radiator Fan is always on when the key is on. The EVO setup uses PWM logic to control the fans where as the 2G DSM just has a simple on/off switch. I'm 100% sure there is a way to swap a few wires at the EVO fan controller harness and get this working properly. If/when we dig this information up, I'll post it here. | ||
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- | There is one thread on our forums with a breakdown on one approach to this. | ||
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- | [[http://www.dsmlink.com/forums/showthread.php?p=68522|2G ECU in an EVO8 fan control]] | ||
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- | If you read through that, you'll see it wasn't a perfect solution, but certainly better than just running the fans all the time I suppose. | ||
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- | I'll attach a copy of the post below for reference. | ||
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- | I've attached the schematic that Justin sent me. I added the pt# for the style diode to use | ||
- | since that info had been left out. Thanks to Tom and Dave for suggesting what diodes to use. | ||
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- | edit: btw I found the polarity of the fan to be blue + and black - I've learned that the fan | ||
- | bypass isn't a perfect fix. I made a change to the schematic because having the relay's pin | ||
- | 86 wired directly to the battery allows the HVAC fan to be operational regardless if the key | ||
- | is in the ignition or not. I don't know why this is unfornutely and maybe someone else with | ||
- | better knowledge of the circuitry can chime in. What I did to fix this was take the wire from | ||
- | pin 86 and move it from the battery to a switched +12v connection. The fan controller mounted | ||
- | to the front of the rad fan has a switched power lead that is only active when the car is on. | ||
- | So thats where I spliced in for an ign. switched 12v source. Now with it wired like this, | ||
- | the rad fan and HVAC fan work as they should but for some reason the A/C fan will cycle on | ||
- | for aprox 3 secs and then shut off everytime the key is turned off. So its still not a perfect | ||
- | fix but at least now the rad fan works when it should and the HVAC fan as well. | ||
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- | The attachments referred to above are provided here: | ||
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- | {{http://www.ecmtuning.com/wiki/_media/fanmod.jpg?200x134}} | ||
- | {{http://www.ecmtuning.com/wiki/_media/a-29_-_fan_connector.jpg?200x211}} | ||
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- | ==== Idle control ==== | ||
- | The EVO ISC motor must provide more airflow per "step" because default operation with a 2G DSM ECU results in idle surges as the car starts to move. You can disable this using the patch listed at the bottom of this page. | ||
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- | [[http://www.ecmtuning.com/wiki/direct_access_changes|Custom Direct Access Files]] | ||
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- | ==== Injector scaling and default timing/fuel maps ==== | ||
- | The stock 2G DSM maps were only calibrated by Mitsubishi up to about 14-15psi. The stock EVO8 maps were calibrated a lot further out and with a nicer "shape" to them. We provide full details on how to configure ECMLink for EVO8 operation here, including new timing and fuel maps copied directly from the EVO8 ECU. | ||
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- | [[evo8v3settings|EVO8 V3 Config Settings]] | ||
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- | ==== Idle switch and TPS ==== | ||
- | You must simulate the idle switch via DSMlink since the Evo does not use an idle switch. This is trivial to do on the ECU Config->RPM/TPS tab. You will also want to [[v3tpsadj|calibrate the TPS]] too. | ||
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- | ===== References ===== | ||
- | The following files will be most useful to someone looking to confirm the information above or to find a new way to approach some of the issues. | ||
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- | [[http://www.dsmlink.com/images/forums/rreevo8pinout.pdf|EVO8 pin out]] \\ | ||
- | [[http://www.dsmlink.com/images/forums/2GECUPinout.pdf|2G DSM pin out]] \\ | ||
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- | [[http://www.dsmlink.com/images/forums/evo8mfi.pdf|EVO8 MFI schematic]] \\ | ||
- | [[http://www.dsmlink.com/images/forums/2GECUMFI.pdf|2G MFI schematic]] \\ | ||
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- | [[http://www.dsmlink.com/images/forums/evo8cooling.pdf|EVO8 cooling schematic]] \\ | ||
- | [[http://www.dsmlink.com/images/forums/2gcooling.pdf|2G DSM cooling schematic]] \\ | ||
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