ECMTuning - wiki

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<h1>Product Announcements - May 18, 2010</h1> <div class="level1"> <p> We're constantly working to improve our products and roll in various requests from our users. This page will contain some updates on what we're spending our time on. </p> </div> <h2>Release date</h2> <div class="level2"> <p> I know the first question coming is "when". As soon as we know, we'll post it. I promise. I'd rather wait until we are sure about a release date than to keep posting made-up dates and missing them. The very minute we feel comfortable enough with a release candidate to schedule a date, we'll post it up. </p> </div> <h2>V3Lite</h2> <div class="level2"> <p> As promised, we have provided <a href="/wiki/doku.php?id=v3litefirmwarechangelog" class="wikilink1" title="v3litefirmwarechangelog">RPM-based fuel and timing adjustments</a> in V3Lite to match the functionality people loved so much from the full version. We have also added full MAF compensation so you can make use of the <a href="/wiki/doku.php?id=v3mafadjcombft" class="wikilink1" title="v3mafadjcombft">Auto MAF Adjust</a> function. Both of these functions were immediately requested by all the V3Lite users. We never knew how much people liked those controls until we released a version of our product without them. We've corrected that mistake. :) </p> </div> <h2>Full V3</h2> <div class="level2"> <p> We have nearly completed the release of individual deadtime control. If you're not familiar with this, we have a video up of some <a href="http://www.youtube.com/user/ecmtuning#p/a/u/1/cO7fPmAxG50" class="urlextern" title="http://www.youtube.com/user/ecmtuning#p/a/u/1/cO7fPmAxG50" rel="nofollow">sample results</a>. Basically, you can dial in different deadtime values for each injector. This lets you fine tune the behavior of injector sets that aren't match perfectly at idle pulsewidths. Most places are not able to properly test injectors with our ECU drivers and at our typical idle pulsewidths. So while the injectors they ship may be well matched at 100%, 80% or even 20% duty cycle, they can still be VERY different at idle due to variations in deadtime from one to the next. </p> <p> In addition to controlling individual deadtime, we have increased deadtime resolution as well. The factory 1G ECU runs with a resolution of 24usecs and the 2G runs with 15usecs. ECMLink normalizes these so that both are 15usecs, but even this can be too coarse for large injectors. Running 1750s with 15usecs "jumps" in injector pulsewidth at idle is just too much. </p> <p> We have increased this resolution to 1 usec (!!) to match the code inside the ECU (hardware limitations still limit this to 4 usecs, but the code tracks pulsewidths down to 1 usec for increased precision). Doing so makes for much nicer idle quality with large injectors. </p> <p> In addition, we are toying with the idea of working on boost control logic inside the ECU next. We hear the stock EVO8 has some nice functions and features in it that we may just have to port over to the DSMs… </p> </div> <h2>2G DSM non-EPROM conversion</h2> <div class="level2"> <p> <a href="/wiki/lib/exe/fetch.php?tok=686045&media=http%3A%2F%2Fwww.ecmtuning.com%2Fimages%2Fphotos%2Fnoneprom2g.jpg" class="media" title="http://www.ecmtuning.com/images/photos/noneprom2g.jpg"><img src="/wiki/lib/exe/fetch.php?w=95&h=100&tok=4f4ea4&media=http%3A%2F%2Fwww.ecmtuning.com%2Fimages%2Fphotos%2Fnoneprom2g.jpg" class="medialeft" title="www.ecmtuning.com_images_photos_noneprom2g.jpg" alt="www.ecmtuning.com_images_photos_noneprom2g.jpg" width="95" height="100" /></a>Yes, we're finally nearing completion of this project. We've had the 1G DSM non-EPROM conversion out for a while, but the 2G version was really MUCH more difficult in terms of both design and fabrication. Unfortunately, I don't expect we'll be able to offer this conversion at the same price as the 1G. The component costs are just astronomical. But, we're at a point where it doesn't make sense to halt the project, so we'll push it through and when someone really needs it, we'll be able to help them out. </p> <p> Click image to enlarge. </p> </div> <h2>Native 2G MAF connector</h2> <div class="level2"> <p> <a href="/wiki/lib/exe/fetch.php?tok=2ead84&media=http%3A%2F%2Fwww.ecmtuning.com%2Fimages%2Fphotos%2F2gmafconnectors.jpg" class="media" title="http://www.ecmtuning.com/images/photos/2gmafconnectors.jpg"><img src="/wiki/lib/exe/fetch.php?w=200&h=130&tok=08be1a&media=http%3A%2F%2Fwww.ecmtuning.com%2Fimages%2Fphotos%2F2gmafconnectors.jpg" class="medialeft" title="www.ecmtuning.com_images_photos_2gmafconnectors.jpg" alt="www.ecmtuning.com_images_photos_2gmafconnectors.jpg" width="200" height="130" /></a>IMO, this is one of the coolest things we've done in a long time. It seems so simple at first, but nobody else in the world has this wire-side connector. We had to custom design, prototype and mold this piece ourselves. It's basically the mating piece to the 2G MAF connector on the car's wiring harness. It's a properly sealed solution that doesn't exist anywhere else. </p> <p> We will be using this connector on our GM MAF adapters to finally provide a true plug-n-play solution for 2G DSMs. The 1G guys already have this because their mating connector already exists. We're finally catching the 2G guys up. <img src="/wiki/lib/images/smileys/icon_razz.gif" class="icon" alt=":-P" /> </p> <p> Prior to this connector we (and everyone else) had been using a Delphi equivalent that just happened to sorta shove into place but was seriously lacking in a number of ways including the lack of a locking tab, improper fit and no sealing mechanism at all. </p> <p> We may even start providing plug-n-play SD harness conversions too. Not sure on that one, though, because the cost gets a little crazy when you consider that we have to incorporate a buffer board of some sort at the same time due to <a href="/wiki/doku.php?id=2gbaroinputworkaround" class="wikilink1" title="2gbaroinputworkaround">compatibility issues</a> with the 2G ECU's baro circuitry. </p> <p> Click image to enlarge. </p> </div> <h2>Quick-connect</h2> <div class="level2"> <p> One of the next items on our to-do list is a quick-connect feature to provide for near instant connect speeds with the ECU by caching configuration data on the laptop. The application will always know whether its cache of data matches the ECUs by a complex checksum algorithm. But details aside, the idea is to reduce that lengthy configuration read step to near zero. </p> </div> <h2>Live edit</h2> <div class="level2"> <p> You can already do live changes (while the engine's running) to most configuration settings in V3. Everything in the ECU Config tab can be changed at any time. That includes the RPM-based fuel and timing adjustments, airflow compensation, speed density VE table, etc., etc. </p> <p> You can even have the application auto-save the changes as you're making them! It's like having a dial control for any configuration value in the ECU Config tab. Check the "auto-save" box, select a cell or range of cells and then use the Ctrl+up/down arrow keys to changes values in the ECU instantly. </p> <p> Direct Access changes require the engine be stopped, however, because the ECU has to go into a reflash mode to save those changes to code space. This isn't a major problem because most changes to direct access tables require time to review and tweak anyway. The things that respond well to instant edits can already be edited at any time on the ECU Config tab. </p> <p> But we're always looking to improve things, so we're going to try out a system to allow for instant edits of direct access tables as well. We'll keep this page posted with results and progress. </p> </div>