http://www.ecmtuning.com/wiki/ 2012-02-03T13:07:33-05:00 http://www.ecmtuning.com/wiki/ http://www.ecmtuning.com/wiki/lib/images/favicon.ico text/html 2012-02-01T12:39:43-05:00 twdorris http://www.ecmtuning.com/wiki/socketid?rev=1328117983&do=diff EPROM Check First, please check to make sure you have an EPROM model ECU. ECMLink is only compatible with EPROM model ECUs. The following two pictures illustrate the difference. Click to enlarge Click to enlarge If you have a '90-'97 non-EPROM ECU, we can offer an EPROM conversion service. But if you have a '98-'99 ECU, you will have to locate a suitable EPROM replacement ECU. Our EPROM ID page has more information related to this. If you do need to order a new ECU, check w… text/html 2012-01-31T11:26:08-05:00 dmertz http://www.ecmtuning.com/wiki/newenginewontstart?rev=1328027168&do=diff There have been a number of posts to our forums regarding a new engine that doesn't start. While this issue isn't really ECMLink related, the potential causes can be numerous, so I thought we'd start a page to document some common and not-so-common cures. text/html 2012-01-17T08:22:39-05:00 twdorris http://www.ecmtuning.com/wiki/ecmlinkordering?rev=1326806559&do=diff Ordering ECMLink is really very simple. But to a completely new user, it can be a little confusing if you don't understand the terminology and process already. Main Products First, there are two main ECMLink products: Full V3 or V3Lite V3Lite is just a subset of the full V3 package in terms of functionality, with pricing set accordingly. text/html 2012-01-17T07:14:02-05:00 twdorris http://www.ecmtuning.com/wiki/use_ecmlink_in_96_dsm?rev=1326802442&do=diff The core piece of ECMLink is a flash module plug-in that goes into place of a stock EPROM chip. To use ECMLink, your ECU needs to have an EPROM chip inside so that we can remove that chip, install a socket and then install our V3 flash module into this socket. text/html 2012-01-10T18:49:48-05:00 twdorris http://www.ecmtuning.com/wiki/v3sysrequirements?rev=1326239388&do=diff Windows Windows 2000/XP/Vista: Our recommended configuration would be Windows XP with 256 meg of RAM. You're certainly not going to have any problems with that setup or anything better. ECMLink works fine with Vista and Windows 2000 as well. And, of course, more memory is always better. But the basic XP w/ 256meg of RAM would work very well for you. text/html 2012-01-09T06:22:45-05:00 twdorris http://www.ecmtuning.com/wiki/sditems?rev=1326108165&do=diff This page is only intended to list out the basic items required to run speed density with ECMLink. If you need help with configuring ECMLink for SD operation or you want to understand more about SD, the following pages will be more appropriate for you. text/html 2012-01-04T13:21:08-05:00 twdorris http://www.ecmtuning.com/wiki/howfueltableajustmentsareapplied?rev=1325701268&do=diff When you change the RPM-based fuel sliders, the ECU doesn't always use the adjustments you entered. RPM-based adjustments are only made during certain modes of open loop operation in the ECU, primarily the WOT open loop mode. And even at WOT, the full entered value may not always be used. The RPM-based fuel sliders can be thought of as adjustments to the A/F mixture only when you're running beyond the highest airflow curve in the ECU. This curve corresponds to roughly 2.1 g/rev (AirflowPerRe… text/html 2011-12-23T12:11:21-05:00 twdorris http://www.ecmtuning.com/wiki/injdata-fueltype?rev=1324660281&do=diff Fuel flow rate through an injector is affected by a number of different things. This page focuses on the effects of fuel type, primarily fluid properties (viscosity, specific gravity, etc.). Overview Viscosity is a term you hear all the time, but probably haven't given it much thought in terms of injector flow rate. But imagine the difference in pouring water through a funnel compared to honey. The flow rate will obviously be different. And the flow rate will increase as the honey is heate… text/html 2011-12-23T12:07:23-05:00 twdorris http://www.ecmtuning.com/wiki/injdata-pressure?rev=1324660043&do=diff Fuel flow rate through an injector is affected by a number of different things. This page focuses on the effects of base fuel pressure and its influence on injector deadtime. Overview Flow rate through an injector is substantially influenced by the pressure differential across the injector. If we assume that a given injector has been rated at the industry standard of 3-bar (43.5 psi), then the well-known formula for calculating the basic fuel flow effect of changing fuel pressure is below. text/html 2011-12-23T12:06:03-05:00 twdorris http://www.ecmtuning.com/wiki/injdata-driver?rev=1324659963&do=diff Fuel flow rate through an injector is affected by a number of different things. This page focuses on the effects of the ECU's internal driver circuitry. Differences in design can influence how an injector responds. This adds yet another layer of difficulty to getting usable numbers from an injector testing service. If they're not using the same driver circuitry as you're using, then the numbers (primarily deadtime) aren't going to mean much to you. text/html 2011-12-23T12:03:43-05:00 twdorris http://www.ecmtuning.com/wiki/injdata-lowpwvariance?rev=1324659823&do=diff Fuel flow rate through an injector is affected by a number of different things. This page focuses on the fact that even with nicely matched sets down to 2ms (0.002 seconds) pulsewidths, there can still be significant differences in your typical operating range. text/html 2011-12-23T10:01:03-05:00 twdorris http://www.ecmtuning.com/wiki/injdata-overview?rev=1324652463&do=diff Injectors are thought of as simple devices. You grab a set of XYZ injectors off someone's website, adjust your global fuel scale and deadtime tables based on what they told you the injectors flowed and drive off. But if you've actually tried this, you probably already know it doesn't always work out that way.