ECMTuning - wiki

1gmemorymodulereset

2008-05-29T07:28:08-04:00

It's very rare, but every once in a while a user will report that their 1G car either reports crazy values for various settings in DSMLink or might not even start the car at all. When this happens, it's almost always because the memory board worked itself loose in the socket momentarily at some point and the end result was some scrambled settings. Please check your socket by comparing against the ones shown on the socketpartnumber page. Also check that the memory board has been properly (secu…

2gbaroinputworkaround

2009-09-06T08:03:31-04:00

The baro input of the 2G ECU may not be compatible with aftermarket sensors. The 2G ECU has a 3.3K ohm pull-down resistor (R39), which may (probably will) put more load on the sensor than it can drive properly. For example, a GM 3-bar sensor can only drive this input to 1.76 volts at maximum pressure. The GM 3.3-bar sensor seems to have a bit lower output impedance and will drive the 2G baro input a little higher, but it's still unsuitable.

2gcable

2011-12-09T09:57:20-04:00

Believe it or not, your V1 or V2 2G DSMLink cable/adapter is the key to your DSMLink package. Do yourself a huge favor by treating it as such. Don't lose it and don't leave it lying around in your car while you're away. If you damage your adapter, we'll gladly repair, often free of charge; but the damaged adapter (at least the internals) must be returned to us first.

2ghackedmassettings

2011-06-07T06:56:37-04:00

If you remove both side honeycombs and the one lower honeycomb (leaving the center in place) on a 2G MAF, you need to adjust for this in the MAF compensation dialog in DSMLink. The table below lists the values you would use for a typical setup. Note for 1G guys that you will need to select “2G MAF” as your base MAF type first. The following compensation values are based on the assumption that the ECU is configured for a 2G MAF.

2ginevo8

2011-01-04T13:16:19-04:00

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.

2gtimingin1gecu

2011-11-10T09:08:12-04:00

The 1G ECU timing tables provides for a LOT of ignition advance. Many people think it's too much even for a standard 1G engine. So when increasing compression or stroke, you may find that it's WAY too much. A number of people running 8.5:1 pistons from a 2G in their 1G have asked for settings in DSMLink to basically convert their 1G timing map to a 2G.

2gv2purchase

2011-01-03T06:52:46-04:00

2G V2 OBD2 adapter We're getting more and more of these lately, so I've decided to clarify the issue here. When you buy a used 2G V2 DSMLink package, the seller MUST include the OBD2 adapter and it MUST be one of our original OBD2 adapters. Check below for a sample picture of this adapter. You can see some counterfeit copies on our counterfeit page.

70to90mphvset

2008-01-24T07:23:46-04:00

Data compilation courtesy of mtxeclipse. The basic idea here is to compare the time it takes you to accelerate from 70-90mph to others and their 1/4 mile ET and MPH to get some rough idea what you might expect to be running. ET MPH 70-90 time Notes 12.9 107 2.89 12.6 2.75 12.7 108 2.76shifing at 7k in 2nd 12.4 111 2.4 12.8 119 2.1 12.2 115 2.4 12.0 118 2.0 11.9 116 2.57shifted 2nd over 8k 11.7 125 1.64 …

90clutchcut

2009-09-14T16:52:11-04:00

As many of you know, the '90 models have quite a number of little differences between the '91+ model years. One of these is cruise control switch functionality -- on '91+ cars the cruise control switch is a switch to ground, however on the '90 cars it is a switched 12v line. This means that the clutch-cut wire which was included with your ECMLink package will not work on the cruise-control switch (it DOES work correctly if installed on the starter switch), and you will need to do a little more …

aemwb

2011-03-08T05:00:02-04:00

I want to state up front that we here at ECMTuning do not particularly care for the AEM WB kits. Of all the kits we support for datalogging purposes, customers seem to have FAR more problems getting the AEM WB kit to log correctly than any other kit out there. The problem is that there are several different “versions” of the AEM WB kit and very few seem to produce output voltages that actually match the documented figures.

afratioitem

2009-09-10T05:16:13-04:00

NOTE: This page is a little dated since the release of ECMLink (V3). Much of this information is still accurate, of course, but the specifics of what you enter into the screens is different because this page assumes a V2 application. A better reference for the V3 application can be found in the AFRatioEst section of this page.

airflowoptions

2011-04-27T08:52:29-04:00

With the release of ECMLink, users have the option to run any number of different mass airflow solutions. They can run a Mitsubishi MAF sensor (1G, 2G, EVO8), any one of a number of GM MAF sensors, or they can run speed density. This page outlines some of the considerations of each.

announce

2010-10-19T06:07:21-04:00

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. Release date 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.

badsocket2g01

2011-01-04T08:00:52-04:00

This one isn't the absolute worst we've seen. The person who attempted this one at least could tell that it was all wrong and didn't even bother installing the socket. That does make our job a bit easier. Still, this one required over an hour's worth of work ($90) to repair and clean up properly.

badsocket2g02

2009-11-06T07:49:59-04:00

This poor guy bought an EPROM ECU from someone, tested it in his car and it worked fine. Then he took the ECU to a local “shop” to have it “socketed” for his DSMLink chip. The shop apparently decided they didn't need no stinking socket and didn't even need to properly remove the stock chip! Did they use a crow bar on that thing!? Unfortunately, we could not offer to repair this ECU. It would have taken more to repair it than it was worth. We did, however, off a free replacement of …

badsocket2g03

2011-01-04T08:01:11-04:00

Wow. Very nasty. Here are the shots *after* we spent 20 minutes cleaning it up! We had to do that much work just to get an estimate to the guy. You really can't make a business doing ECU repairs... This socket job was done by a friend who was supposed to be “good with electronics”.

badwork1g01

2008-05-08T07:42:58-04:00

RTV? And a big long wire wrapped around the board? Ugh. This ECU came to us with problems. It left here working great, but unfortunately much of the RTV was left in place. It was just too hard to remove it all.

badwork1g02

2008-05-08T08:11:35-04:00

I don't even remember now if this ECU actually worked or not. Maybe it did. But I wouldn't want it in MY car. I have to at least give credit to the guys that did this work for even considering it.

baseecutablesandmaps

2008-05-01T10:30:16-04:00

Note: Maps and table images will be added eventually. Until then, this page is more or less a placeholder. 1g Tables “Undefined” Note: The “undefined” row of the timing and fuel maps just means [they're] undefined. I don't see how you'd ever land directly on that row given standard operating conditions (intake temps above 80F). That's all the undefined means.

baseinjectordata

2010-06-14T11:57:17-04:00

These values were gathered from various sources. These may not match exactly with the values you've seen elsewhere, but they should be fairly close. The problem is that each injector can behave a little differently from another of the same size and manufacturer. So there's some variation that simply can't be accounted for in all cases. Start with the values listed below and fine tune from there.

basicfueladj

2010-12-18T06:54:02-04:00

First, the basic process of adjusting DSMLink for different injectors is simple. You simply use the ECU->Fuel dialog to adjust the global fuel slider and deadtime value. The Injector Data Compilation page contains a handy list of starting points to use. If you haven't already read that, please do so now. It contains a lot of information I just don't want to repeat here, like how to adjust those basic global fuel slider values for non-stock base fuel pressure.

bcschoice

2010-11-08T08:11:26-04:00

It may seem simple to grab a solenoid and wire it up. But there are a LOT of considerations you have to keep in mind. Not only does the solenoid have to be electrically compatible with the ECU's drivers, but the solenoid has to operate properly under high pressure conditions.

bcsinstall

2010-09-28T12:49:05-04:00

On this page, we cover the typical installation configurations for an electronic boost control solenoid. There are other ways and other solenoids, but we're going to focus specifically on what we've actually tested to work. This includes the Ingersoll-Rand 3-port solenoid and the factory boost control solenoid.

bcsoverview

2011-08-12T09:14:21-04:00

ECMLink's boost control mechanism is modeled after the factory implementation provided on 1995+ DSMs and Lancer EVOs. The most notable difference being that ECMLink's implementation provides gear-based control rather than a single curve that applies all the time.

bcssetup

2010-08-02T09:26:25-04:00

The high-level summary of what we're going to do here is provided below. * Set base duty cycle to 0% and then increase from there to prove that you have proper control over your boost pressure. * Configure the base duty cycle table to build “about” the boost that you want. * If you don't want to do error correction, you can stop here and just fine tune. * If you want to enable error correction, then you can enable that now and start making some pulls to collect data. * Use the le…

blownsensorground

2009-10-27T13:40:26-04:00

There are two separate grounds as far as the ECU is concerned. There's a low-current ground shared by many of the analog sensors in the car (throttle position sensor, MAF sensor, coolant temperature, etc.) and a high-current chassis ground. If you install a high-current device, like a WBO2 kit for example, powered off sensor ground or you short an O2 sensor somehow, you can blow this ground track inside the ECU. If the track is burned, you need to fix whatever caused it to burn or else after …

boostcontrol

2010-08-02T08:10:45-04:00

ECMLink's boost control functions are modeled after the factory implementation provided by Mitsubishi on 1995+ DSMs and Lancer EVOs. The idea is to start with a base duty cycle curve that fairly closely produces the desired boost and then let the ECU do some minor error correction to keep things in line.

buyingused

2011-04-26T13:35:00-04:00

If you're looking to buy a used DSMLink (V1/V2) or ECMLink (V3) package, please make sure you're actually getting a complete package. If you are not, you may not be eligible for support or upgrades. Use the sections below to determine what you should be looking for.

buzzingout2gsocket

2009-11-13T15:21:33-04:00

With a 2G ECU, when removing the EPROM it's entirely possible to damage a track on the top of the board and still allow the engine to run, but cause a number of malfunctions. If the engine runs, it indicates that the connections between the processor (IC1) and the EPROM are okay.

buzzingoutevo3socket

2009-11-13T15:20:34-04:00

With a EVO 1-3 ECU, when removing the EPROM it's entirely possible to damage a track on the top of the board and still allow the engine to run, but cause a number of malfunctions. If the engine runs, it indicates that the connections between the processor (IC1) and the EPROM are okay.

calendar2010

2010-02-09T10:07:27-04:00

COVER SHOT JANUARY 2010 FEBRUARY 2010 MARCH 2010 APRIL 2010 MAY 2010 JUNE 2010 JULY 2010 AUGUST 2010 SEPTEMBER 2010 OCTOBER 2010 NOVEMBER 2010 DECEMBER 2010 JANUARY 2011

calendar2011

2010-12-10T07:57:07-04:00

COVER SHOT JANUARY 2011 FEBRUARY 2011 MARCH 2011 APRIL 2011 MAY 2011 JUNE 2011 JULY 2011 AUGUST 2011 SEPTEMBER 2011 OCTOBER 2011 NOVEMBER 2011 DECEMBER 2011 JANUARY 2012

calendar2012

2011-12-07T08:29:44-04:00

COVER SHOT JANUARY 2012 FEBRUARY 2012 MARCH 2012 APRIL 2012 MAY 2012 JUNE 2012 JULY 2012 AUGUST 2012 SEPTEMBER 2012 OCTOBER 2012 NOVEMBER 2012 DECEMBER 2012 JANUARY 2013

cltchsw

2009-08-31T09:44:17-04:00

This value of the CltchSw log item is not intuitive. This page is intended to clear that up. Operation CltchSw is not a native ECU value. That is, without ECMLink installed inside the ECU, this value just doesn't exist. ECMLink creates this value when you have the “Enable clutch cut” checkbox checked on the RPM/TPS tab. If you do not have this checkbox checked, then CltchSw will never change values.

clutchcutwire

2011-03-23T08:21:07-04:00

Users that have manual transmission cars AND plan to use the no lift to shift function will need to install the clutch cut wire. The no lift to shift function is intended to allow the user to keep the throttle wide open as they are shifting the transmission. If you do not plan to use the no lift to shift function, then you do not need to install the clutch cut wire. Furthermore, users with automatic transmission cars have absolutely no use for this wire and should not attempt to install it.

coastingfuelcut

2008-01-24T07:25:56-04:00

Coasting fuel cut is the RPM at which the ECU begins injecting fuel again after closing the throttle (taking your foot off the gas). See the rev limiters page for information on how to adjust this point.

connectionproblem

2012-03-20T11:18:23-04:00

First, verify that you have the correct COM port selected in the Edit->Options menu as described below in the “Which COM port” section. The “port currently owned” message means that some other application has that COM port opened. Often this is a Palm HotSync manager or something like that running in the background. Most of those applications have a way to disconnect themselves from or disable their use of the COM port.

corrosion01

2008-05-08T07:51:40-04:00

This ECU arrived for a regular socket job. It was barely running when we put it on the bench. If you look, you'll see that the caps had actually been replaced before, but the person that replaced them did not clean up the leakage residue, so the stuff just kept eating away at everything. :-\

corrosion02

2008-05-08T08:55:33-04:00

This ECU arrived for regular socket work. The customer had examined the ECU board himself before shipping and stated that he didn't see any leakage. When we received it, we had a different opinion. Unfortunately, without examples to clearly illustrate what to look for, the untrained eye can easily overlook what we might consider a very obvious case of caps leakage and corrosion.

corrosion03

2008-05-08T08:06:48-04:00

This ECU had leakage all over the place. You can see here that the large heatsink bar has been removed. You can see just how far under the heatsink leakage had gone. Notice the dark green area near the middle of the picture. That's a good example of what to look for to clearly see if your ECU shows signs of damage.

corrosion04

2008-05-08T08:40:42-04:00

This is just a collection of pictures to illustrate what to look for inside your own ECU. If you see stuff that looks like any of this, it's not a good sign.

corrosion05

2009-03-10T14:55:43-04:00

Here's a clear example of what corrosion looks like before we work on an ECU and then after we're done. This particular ECU took a little over an hour to rework.

corrosion2g01

2010-11-15T14:26:14-04:00

The 2G (1995-1997) ECUs have started suffering more and more from caps leakage as well. We started noticing this increasing trend in 2008. Even though it was still pretty rare, we decided at that time to start replacing caps in 2G ECUs as well. They're getting close to 15 years old now, so it's definitely time. 2G ECU leakage can be more subtle to detect, so we're providing a picture below with tips on what to look for.

counterfeitcopies

2009-11-02T06:39:16-04:00

When purchasing a used DSMLink package from a third party, you must be extra careful. Besides the typical concerns that the seller might send something entirely different from what was advertised or pictured (or never send anything at all), you have to also be concerned with counterfeit packages.

createvolumetricefficiencymap

2008-01-24T07:26:57-04:00

The VE table is only used while the ECU is operating in Fake MAF mode. When Fake MAF is selected, the signal coming from the real MAF is ignored above the entered switch over point. For that point on, a MAF signal is simulated by extrapolating from the conditions observed at the switch over point.

creditcard

2009-10-19T20:50:37-04:00

It's not often, but every once in a while a customer will have problems processing an order on our website. After trying a few times, they'll e-mail us and tell us that their card has been charged multiple times and they want their money back. The problem is that they haven't actually been charged anything yet and we have no money of theirs to return.

debugfile

2010-10-29T05:19:34-04:00

In some debugging situations, it's necessary to collect more information from a customer's runtime environment. You do that by increasing the debug level in our logging system. Doing so dramatically increases log volume, though. So you do not want to leave the configuration in this state permanently.

diagport-12pin

2009-11-16T08:44:47-04:00

This page presents the wiring you would expect to find on a 12-pin diagnostic port connector like those found on 1G DSMs and EVO1-3 cars. The following 3 wires are the wires used by the ECMLink datalogging cable. The “front side” view is looking at the diagnostic connector in the car with the male pins pointing out at you. The “reverse side” view is looking at the connector end of our cable (looking “into” the female sockets).

direct_access_changes

2011-05-31T15:35:48-04:00

The following files define some “custom” direct access tables we provide to our users that need them. They represent functionality that a few people need but that we don't feel warrants a new release and change to the core ECMLink application and code base. So instead, we provide direct access tables to make the changes for those that really want them.

driver01

2011-06-07T06:41:43-04:00

Sometimes a bad ISC (idle stepper control) motor can damage the driver chip inside the ECU. Here's what to look for to identify this situation. There are two things I'd like to note here. First, when these blow, they often take out tracks underneath the driver. In these cases, simply replacing the driver is ineffective. So if you remove this yourself, look carefully around the board to make sure no tracks were damaged when the driver blew.

dsmlinkdashgaugeranges

2012-05-16T16:28:52-04:00

The following table lists the range of values displayed on the in-dash boost gauge for the various functions that DSMLink allows: Gauge function Bottom Center Top Stock Stock Stock Stock Coolant (degrees F) 172 200 227HiCoolant (degrees F) 206 223 240Battery (volts) 11.7 14.0 16.3Front O2 (volts) 0.0 0.5 1.0Rear O2 (volts) 0.0 0.5 1.0LTFT (%) -12.5 0.0 +12…

dsmlinkloggableparams

2012-05-08T18:03:18-04:00

This page contains basic information for DSMLink's loggable data items including minimum, maximum and “ideal” values and explanations of these data items. Listed Name Common name Measurement unit Min Display Max Display Min Actual Max Actual Ideal value Description A/C rqst (A/C comp) - on/off -1 2 0 1 - A/C compressor requested on by A/C computer. The ECU can ignore this request as it deems necessary. ECMLink disables the A/C compressor when running wide open throttle, …

dsmlinkoverview

2008-01-22T08:05:00-04:00

DSMLink is a management system for the factory engine computer (ECU or ECM) installed in 1990-1999 Mitsubishi Eclipses, Eagle Talons and Plymouth Lasers. wp>Mitsubishi_Eclipse These cars are turbo-charged 4-cylinders running either AWD or FWD and either manual or automatic transmissions.

dsmlinktpsadjustment

2009-06-02T13:53:26-04:00

NOTE: This entire procedure is simply a manual way of doing what the TPS Adjust wizard does for you automatically. The ECU wants to see 0.63v from the TPS sensor when your foot is off the throttle and greater than, say, 4.6v when you're fully on it. You can datalog TPSvolts to see what the ECU is really getting. The value at idle (foot off the throttle) is probably more important than the value at wide open throttle. A value that's too high at idle can prevent the idle switch from activating…

dualbankinjectors

2010-12-01T05:47:51-04:00

Basics The following diagram provides a high-level view of how to wire in a second bank of injectors for use with ECMLink's secondary fuel control feature. This diagram illustrates 4 primary injectors and 4 secondary injectors. But, really, there's no reason you couldn't run 4 and 6 or whatever else. You just have to calculate the primary and secondary global fuel adjustments accordingly.

e3baroinputworkaround

2009-09-22T14:53:22-04:00

The baro input of the EVO1-3 ECUs may not be compatible with aftermarket sensors. These ECUs have a 3.3K ohm pull-down resistor (R27), which may (probably will) put more load on the sensor than it can drive properly. For example, a GM 3-bar sensor can only drive this input to 1.76 volts at maximum pressure. The GM 3.3-bar sensor seems to have a bit lower output impedance and will drive the baro input a little higher, but it's still unsuitable.

e3ecmlinkmod

2009-08-09T08:01:56-04:00

The EVO1-3 ECU is designed to pass only 32KB of EPROM space to the processor. ECMLink includes enough code modifications that more space is needed than that. Luckily, the Mitsubishi ECU engineers were kind enough to provide a simple jumper modification to allow for this.

e85fuel

2012-03-12T10:18:44-04:00

When running a mix of ethanol and gasoline, you have to account for the difference in fuel makeup when calculating your global fuel adjustment. Some common numbers you'll need for this are provided below. Fuel Stoich AFR Gas ratio Gas 14.7 1.00E10 14.08 0.96E70 10.6975 0.7287E85 9.8526 0.670E100 9.0078 0.613 To calculate these values, use the following formula:

ecmlink101

2010-10-19T09:31:12-04:00

This page is intended to orient the new user to the ECMLink system and, to some extent, ECU tuning concepts in general. If you just received your package and really have no idea where to even start, this is probably the page for you. If you already know how to tune an ECU and already understand basic engine operation and how to use the ECMLink application, then this page may still have some useful tips and links to other pages that you may find of interest. So still give it a good reading jus…

ecmlink101datalogging

2009-05-28T07:47:01-04:00

ecmlink101dataloggingtips

2009-09-08T04:45:20-04:00

ecmlink101initialchecks

2010-01-28T04:37:49-04:00

On this page, we're going to assume you've already run through the install procedure and have gotten a good connection established with the ECU. If you have not, please review the Installation page first. Verify Base MAF type In the ECU Config -> MAF Comp tab, check your Base MAF type. This should say something like “Stock”, “3G/EVO8”, “GM 3in”, etc. You want to make sure this matches what you actually have installed on the car. If you have a GM MAF Translator device made b…

ecmlink101install

2009-04-17T10:34:50-04:00

Laptop application and driver Application: Installing ECMLink on your laptop is pretty simple. You just download the latest installer off our website or you install it off the CD included in your package. To download the latest installer off our website, hit our Downloads page. To install off the CD, just following the instructions included on the Quick Reference guide in your package.

ecmlinkoptions

2010-11-24T08:30:42-04:00

We're getting questions like “What do I need to run ECMLink” a lot lately, so I wanted to throw up a quick page trying to help direct people a bit. First, let's be clear...that question is a loaded question. You can do a LOT of different things with ECMLink and there are a LOT of different ways to go about it. We also support several different ECUs. So this is not an easy question to answer. The general response is “It depends on what you have and what you want to do”.

ecmlinkordering

2012-01-17T08:22:39-04:00

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.

ecmlinkoverview

2009-02-15T09:52:01-04:00

ECMLink is a management system for the factory engine computer (ECU or ECM) installed in 1990-1999 Mitsubishi Eclipses, Eagle Talons and Plymouth Lasers. wp>Mitsubishi_Eclipse These cars are turbo-charged 4-cylinders running either AWD or FWD and either manual or automatic transmissions.

ecu1gid

2008-11-27T09:54:46-04:00

Refer to the following image. The MD166262 number is a “typical” 1G DSM ECU part number. However, it's a printed paper label put on there by a remanufacturer of some sort. It's not an official Mitsubishi part number label. And, as was the case with this ECU, it's not an accurate label. :(

ecualternatorcontrol

2009-10-05T08:11:54-04:00

This page provides a basic description of how the two wires running from the 2G DSM ECU to the alternator (G and FR) are used. There are four wires running to the alternator. Two wires are G and FR from the ECU. The other two are a voltage sense line (from the headlight circuit) and an “S” terminal tied into the gauges somehow.

ecuinputdata

2009-02-22T09:49:58-04:00

There are a number of analog inputs available on the 1G and 2G ECU. Many are used for critical engine operation, but some are available for datalogging aftermarket sensors. The problem is that some of these inputs are incompatible with some aftermarket sensors. In particular, the 1G EGR temperature input and the 2G baro input have pull up/pull down resistor configurations that some sensors are not capable of driving properly. The solution to this is to “buffer” the input so that the sens…

ecuquicklist

2011-03-29T08:31:37-04:00

If you have You will need (best) You can use (alternate) 1G DSM (1990) 1990 DSM ECU 1G DSM (1991-1994) 1991-1994 DSM ECU 1990 DSM ECU (with ECU pin swap) 2G DSM (1995-1996) 1995-1996 DSM ECU 1997 DSM ECU (with possible plug wire swap) 2G DSM (1997) 1997 DSM ECU 1995-1996 DSM ECU (with plug wire swap) 2G DSM (1998-1999) 1997 DSM ECU 1995-1996 DSM ECU (with plug wire swap) EVO1-3 (1…

ecurepairhome

2012-03-21T10:08:20-04:00

This page is a collection of pages to document ECU damage and repair concerns. We often receive ECUs that have significant corrosion from caps leakage or have severely botched socket jobs. We want people to see these pictures so they can evaluate their own ECU before it's even sent to us. We're hoping this will reduce the shock factor later when the ECU arrives here and we have to break the bad news.

ecuwiringinformation

2010-08-31T12:59:54-04:00

This page contains basic wiring information for the ECU connector in a 1G and 2G DSM. Please note that the diagrams are all shown as you are looking into the ECU connectors on the ECU itself, with the male pins pointing out at you. The diagrams do not illustrate the wiring connectors in the car. Many people will assume the diagrams show you looking “into” the wiring connectors in the car. But this is not correct.

engineandecu101

2010-02-26T13:12:07-04:00

It's simply impossible to give a full account of engine operation and ECU tuning concepts in a couple paragraphs. So please don't take the following as a complete summary of everything involved. It's not. This section is simply intended to orient the reader's mindset in the right direction with some high level concepts.

epromid

2011-04-08T08:26:26-04:00

EPROM ECU: To run ECMLink, you must have an EPROM ECU and that ECU needs to be socketed so you can plug the ECMLink flash module into it in place of the factory EPROM chip. Check your ECU to see what you have. If you have an EPROM ECU, great! Then you just need to have it socketed and you'll be set. You can order socketing service directly off the Full V3 or V3Lite product pages (options are listed at the bottom).

evo8mafsettings

2010-01-26T08:28:36-04:00

NOTE: This page is specific to the V2 version of DSMLink ONLY. ECMLink (V3) includes a default base MAF type that you can use for a more native, precise implementation of the EVO8/3G MAF compensation. V3Lite can be configured for an EVO8/3G MAF by loading up the appropriate file off the V3Lite configs page.

evo8v3settings

2010-12-14T05:57:42-04:00

If you're looking to run a set of stock EVO8 injectors or an EVO8 MAF with your V3 ECMLink or V3Lite setup, this page contains the information you'll need to adjust the ECMLink configuration to match. All of this data was pulled directly from the EVO8 ECU, so it's dead on accurate. I run these files in my own EVO8 (using various DSM and EVO1-3 ECUs) and the settings are 100% accurate with fuel trims hoovering around 0%.

evocpuissue

2010-01-04T17:01:30-04:00

With the help of some friends in Australia, we've identify a unique problem with the early EVO ECUs and our V3Lite flash modules produced in 2009. The symptoms include the random changing of various ECU configuration settings (the large speed density table is most likely) and the inability to perform any direct access updates.

externalsensorinput

2010-03-02T05:47:03-04:00

Note that the following lists out all the available inputs on the 1G and 2G DSM ECUs. Most of these have special cases associated with them to be useful as a general purpose analog input. The most freely available inputs are the EGRTemp input on a 1G ECU and the RearO2 and MDP inputs on the 2G ECU. The rest have special cases to consider with them. Some may even require a buffer circuit to be driven properly, depending on which sensors is connected to which input.

externalsensorinstall

2008-09-30T07:29:50-04:00

The basic process for installing an external (aftermarket) sensor for datalogging use with DSMLink is pretty simple. The details can get a little time consuming and tedious. But the general idea is to do the following. * Install new device/sensor into vehicle per manufacturer's instructions. * Locate/determine device/sensors analog output wire. * Choose an available ECU input to which you will connect the sensor's output. See the ECU wiring page for information on ECU connector pin nu…

externalsensorlist

2010-11-09T05:24:05-04:00

The lists below detail which sensors the ECMLink application supports for datalogging. Others can be added fairly easily, but honestly doesn't happen all that often. The V3 application allows for user-defined sensors. The full process for defining 100% custom sensor display modules is not documented yet. But the process for logging custom linear sensors is documented on the linear items page. This lets you log or tweak the logging of any linear wideband kit, boost or fuel pressure sensor.

failedtransaction

2010-04-23T07:46:59-04:00

By FAR, the most common problem people have with submitting orders on our site is the generic ”Order can't be processed” or ”Transaction failed” message. This is almost always the result of a mismatch in the credit card billing address and the address entered by the user. The following illustrates how to check this.

faqshome

2009-01-19T09:07:26-04:00

This just started (5/12/2008). It'll grow quickly, I'm sure. Electrical * Where can I find the pinout for my ECU? * How can I tell if my ECU is an EPROM model or not? * How can I tell if my ECU has been socketed already or not? * Where can I find the electrical schematic for my DSM? * Which socket do you guys use? I want my buddy to socket my ECU for me (see next). * My buddy screwed up the socket job on my 2G. How can I test this (see next)? * How do I evaluate damage to my E…

fuelsettingshelp

2011-05-01T06:33:13-04:00

This page describes the basic usage of the Fuel tab in the ECU Config section of the ECMLink application. This page is just a dump and reformat of the same information provided in the help file with the ECMLink application. Fuel Adjustments Table The Fuel Adjustments Table allows rpm-based adjustment of the air fuel ratio relative to the ECU's stock operation. Moving a point up (or increasing the adjustment value by typing in the numeric table) makes the mixture richer; lowering it makes…

fueltrimupdatepoints

2009-12-23T14:05:59-04:00

Like any control system, there are two basic fuel modes in the DSM ECU: open loop and closed loop In a nut shell, while running open loop the ECU just assumes it knows how much fuel is really going in and it assumes that accurate airflow data is being presented to it. It does not check these assumptions against anything. It just calculates how much fuel is needed to achieve a certain A/F ratio based on airflow data. It looks this target A/F ratio up in an open loop fuel table indexed by RPM …

gm3barinstall

2010-03-13T00:36:12-04:00

This installation example covers both the GM 3 and 3.3-bar sensors. The detailed instructions below are specific to the installation of this sensor on a 2G DSM using the MDP sensor input. Most of the general instructions still applies to other platforms (e.g., 1G DSM) or other inputs (e.g., intake temp). You'll just need to tailor the specific parts to your specific situation.

gmiateffect

2009-09-11T06:17:45-04:00

We get asked fairly often why we do not provide (or could we provide) IAT compensation for GM MAF sensors. The bottom line is that it's simply inappropriate to do so. The GM MAF sensor does not require IAT compensation because it works in a way that takes air temperature and pressure into account automatically. This is the reason we provide an option to lock the IAT/Baro inputs when running with a GM MAS, thus freeing up both those inputs for other logging purposes.

gmmafcablemod

2009-06-09T08:50:48-04:00

This page documents a modification to some of our earliest GM MAF cables that powered the GM MAF off sensor ground provided on the factory MAF connector. Powering the GM MAF directly off the sensor ground produces a voltage offset on all the other sensors connected to sensor ground!

gmmafcompat

2010-03-25T13:00:19-04:00

NOTE: As of 3/15/2010, our cables have been modified to work with these GM MAF “copies”. But we still don't like them given their different behavior and lack of proper honeycombs. This page is intended to illustrate which GM MAF sensors work with our GM MAF cable and which do not. Please refer to the image to the right (click image to enlarge).

gmmafiatbaro

2010-04-04T17:29:18-04:00

Our GM MAF cable provides breakout points for the Baro and IAT inputs to the ECU. The image below illustrates the layout. BARO NOTES: The signal wire for the Baro input (white wire) is a buffered input. For more information on what a buffered input means, refer to this page. To summarize, a buffered input reduces the electrical load of the connected sensor while providing a high current drive to the ECU input. This allows you to connect a variety of aftermarket sensors to an ECU input tha…

gmmafparts

2009-06-01T07:40:20-04:00

Here you will find the part numbers for the GM MAF sensors we've used in our testing and calibrating of ECMLink's integrated GM MAF functionality. GM MAF GM PART # ACDELCO # GM 3.0” 25180303 213-352GM 3.5” 25179711 213-353GM 3.75” 25318411 213-4160 Those part numbers can be referenced to other part numbers or ordered directly off the rockauto.com site (just one of many sites you can find these airflow sensors on).

goodcorrosion01

2008-05-19T10:13:50-04:00

Some pictures of nice boards. Notice there's no green tint to any of the copper pads!

goodsocket01

2008-06-27T08:22:51-04:00

All this talk about poor quality work is depressing. So here are some pictures of good work to compare against. We're not doing anything special here. I just decided to take a picture of an ECU I happened to be working on today. If the shop or friend you're asking to do work on your ECU can't say every one he does looks just like this, be worried. If they actually say they sometimes destroy a chip getting it out, be VERY worried!! If they ask what's a socket, run!!!

howfueltableajustmentsareapplied

2012-01-04T13:21:08-04:00

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…

howto

2010-08-02T09:37:14-04:00

This page is a collection of how-to's from those that have-done. Hardware * 2G plug wire swap - Installing DSMLink in a car without a '95/'96 style cam angle sensor * Clutch cut wire on a '90 DSM - Installing a clutch cut (NLTS) wire in a 1990 DSM * Basic "nitrous" controls - The basics of wiring up a solenoid to be control by DSMLink's “nitrous” controls * "Nitrous" control specifics - More specific information about DSMLink's control of the FPR solenoid output * "Nitrous" con…

idleair

2011-07-28T16:01:40-04:00

Overview The purpose of this page is to supplement the information in our application help file regarding the Idle Air Clamp tab with a concrete example of how to use this function. The purpose of this function is to work around various airflow setup issues that tend to cause stalling or bogging of the engine when pushing the clutch in or simply free rev'ing. This problem is usually the result of an inflated airflow signal reported to the ECU on throttle lift conditions. This might be caused…

idlesurge

2011-10-10T13:04:56-04:00

Engine speed is primarily determined by the amount of air that is allowed to enter the cylinders. Normally air enters the cylinders only through the four paths through the throttle body (ISC, FIAV, BISS and throttle plate), but there are also various ways that air can leak in. Resolving idle surge means identifying and correcting the cause of too much air being admitted into the intake manifold.

ignoreiatbaro

2008-01-29T12:53:07-04:00

This option in DSMLink is provided for users running a non-factory airflow metering device that does not need varying intake or barometric pressure signals. Typically this would be a GM MAF used with a GM MAF translator. A factory Mitsubishi airflow meter works by measuring temperature, pressure, and volumetric airflow data and sending all three pieces of information to the ECU which then calculates the mass airflow value. Note that the metering device only measures temperature, pressure and …

important2gcoolantpoints

2010-06-17T13:38:13-04:00

This page just contains a few “common” 2G coolant temperature points at which the ECU will trigger certain actions. Enter ECU Learn Mode :: 180F (82C) Coolant Fan ON LOW :: 210F (99C) Pull 1 degree timing :: 206F (97C) Pull 2 degree timing :: 224F (107C) Coolant Fan ON HIGH :: 224F (107C) Enter Open Loop Mode :: 228F (109C) Default Coolant CEL :: 235F (113C) A/C Override :: 240F (115C)

initialsetup

2010-07-14T07:58:50-04:00

We get asked by prospective buyers fairly often whether ECMLink will simply drop into their car and run like stock. It sounds like an easy question, but it's absolutely not. There are SOOOO many variables involved that we have no way to guarantee anything related specifically to your car.

injbatadj

2009-09-18T02:14:42-04:00

In the direct access area of ECMLink, there is a table called InjBatteryAdj. This table is indexed by battery voltage and provides an appropriate deadtime adjustment at the corresponding voltage. As voltage drops, injector response changes. Less voltage results in a “slower” injector and the need for more deadtime.

injdata-driver

2012-03-27T14:02:34-04:00

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.

injdata-fueltype

2012-03-15T10:39:57-04:00

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 even through the same opening. And the flow rate will …

injdata-lowpwvariance

2012-03-13T12:40:14-04:00

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.

injdata-overview

2012-03-27T13:51:31-04:00

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.

injdata-pressure

2012-02-08T06:45:06-04:00

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.

injdata-voltage

2011-12-15T06:01:59-04:00

Fuel flow rate through an injector is affected by a number of different things. This page focuses on the effects of voltage across the injector. Of all the things that might affect injector flow rate, particularly at idle and cruise pulse widths, voltage is one of the most influential.

injupgrade

2009-03-26T08:57:06-04:00

We get asked this question all the time, so I decided to put a short page up about it. The basic question is this. If I buy DSMLink now and upgrade to larger injectors later, do I need a new chip? The answer depends on how large a change you're making and which version of DSMLink you're running.

innovatelc1orlm1install

2011-03-06T12:07:34-04:00

The Innovate LC-1 and LM-1 wideband kits are programmable units. That means the mapping of voltage output to A/F ratio can be changed by the user. Which means there's no default LC-1 or LM-1 item in DSMLink to datalog. So what we suggest you do is to program the output to mimic another device that we do support. Typically this would be the linear TechEdge output that has 9:1 mapped to 0v and 19:1 mapped to 5v. Then you would datalog this as the linear TechEdge (TEWBLin).

installnewsensor

2009-06-15T06:49:49-04:00

You can datalog a number of aftermarket sensors with ECMLink. These primarily include pressure sensors, temperature sensors, and wideband kits. For a complete list of supported sensors, visit the supported sensors page. The following is a high-level overview of the process of connecting an aftermarket sensor to the ECU for logging. Regardless of which sensor is being used, the basic process for installation is almost always the same.

keybindings

2012-02-07T12:07:54-04:00

It's possible to change the key bindings (accelerator keys, hot keys, whatever you want to call them) used by ECMLink. For example, if F12 is not a good hot key for you to use to start a new log, you can change that to be Ctrl-L or maybe even just the S key by itself!

lc1install

2012-03-13T18:06:27-04:00

Installation of the Innovate LC-1 wideband kit is pretty straight forward. The LC-1 Installation manual covers most of the basics for a general install. We do, however, have a few specific suggestions below, including a change to their grounding instructions.

linearitems

2012-03-16T12:35:58-04:00

Using pre-defined sensors In order to datalog an aftermarket sensor in the ECMLink application, you must first tell the application where to find the sensor (which ECU input pin it's connected to). You do that in the “Pin Assignments for Datalogging (PC-side)” section of the ECU Inputs tab shown to the right (click to enlarge).

linuxinstall

2009-07-09T11:31:05-04:00

NOTE: This only applies to our old V2 application. The latest V3 application (which also talks to V1 and V2 ECUs) installs and runs natively under Linux already. DSMLink is written in Java. Java is cross platform. So DSMLink should be as well. And it is, mostly. Here are the steps one user used to get DSMLink up and running under Linux. Please keep in mind that this is not something we at ECMTuning support. We're not going to be able to help much getting this up and going if you have pro…

lockecmlinkmode

2011-03-22T09:09:30-04:00

When this check box is checked, the ECU will only respond to the ECMLink application. It will not talk with OBD2 emissions stations or OBD2 scanners or factory scan tools or any other factory mode communication mechanism. If you plan to take your car into have it emissions tested and they need to connect to your ECU with an OBD2 scanner or if you're trying to connect to the ECU using something other than ECMLink, you will need to clear this check box.

logo

2011-02-07T07:30:36-04:00

Every once in a while someone will ask us for copies of our logo in soft copy form. This page is a collection of those files in various formats. When printed, the colors should match Pantone swatches 143, 144 and 1795 as closely as possible. File Description ecmstickerfinal.png Portable Network Graphics (.png - loss-less image format) ecmstickerfinal.pdf Portable Document Format (.pdf - Adobe/vector format) ecmstickerfinal.eps Encapsulated PostScript (.eps - vector format) …

longtermoctane

2008-01-24T07:33:43-04:00

Effectively, the DSM ECU uses two tables to calculate a “basic” ignition advance value. One table is used when the ECU believes fuel octane is at its highest value. The other table is used when the ECU believes fuel octane is at its lowest value. The ECU interpolates between these two extremes by adjusting its idea of fuel octane. This adjustment is done by monitoring knock retard (the amount of ignition delay added in by the ECU in response to knock sensor activity). More detonation me…

macosinstall

2009-07-09T11:31:36-04:00

NOTE: This only applies to our old V2 application. The latest V3 application (which also talks to V1 and V2 ECUs) installs and runs natively under MacOS already. DSMLink is written in Java. Java is cross platform. So DSMLink should be as well. And it is, mostly. Here are the steps one user used to get DSMLink up and running under MacOS. Please keep in mind that this is not something we at ECMTuning support. We're not going to be able to help much getting this up and going if you have pro…

maffrequencylimits

2009-07-20T08:00:52-04:00

Here is some basic information for the MAF sensors used in the DSM world. Mitsubishi MAF senors Mitsubishi MAF sensors operate by measuring pressure, temperature and volume. The ECU takes that data and multiplies it out to calculate air mass. Air mass is then used to calculate fuel mass required to achieve a 14.7:1 A/F ratio. That fuel mass is then used (along with the ECU's idea of which injectors are installed on the car) to calculate injector pulsewidth. And then THAT is finally used …

maftcalibrationbyloggedboost

2008-01-24T07:34:36-04:00

The following has been copied from the DSMLink forums. The original (courtesy of Ron Francis) may be found at in this user support forum thread (registered DSMLink users only). The text below has been updated to include 1g-specific info, as well as other minor edits.

maftcalibrationbywbo2

2010-05-13T10:45:37-04:00

mfiio

2009-03-06T07:41:12-04:00

This page is a collection of notes on how to read certain information off the MFI schematic in the DSM shop manual. First, reference the 2G MFI schematic (or the 1G MFI schematic) for an example of what this schematic looks like. ECU Pins Input - analog

mtxinstall

2012-03-14T07:38:08-04:00

Installation of the Innovate MTX-L wideband gauge kit is pretty straight forward. The MTX-L Installation manual covers most of the basics for a general install. We do, however, have a few specific suggestions below. ECU wires The following is provided for reference in the sections that follow. You can also get detailed pin out information, including ECU wire colors, off our ECU wiring page.

newenginewontstart

2012-01-31T11:26:08-04:00

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.

nitrouscontroldetails

2009-08-11T05:57:37-04:00

NOTE: This page has information related to our original V1/V2 implementation of “nitrous” controls. Our latest V3 software extends this functionality substantially. You can get a sample screenshot here:

nitrouscontrolwiring

2010-07-29T06:55:50-04:00

ECMLink's output controls provide a means of defining parameters that activate any one of a few solenoid outputs on the ECU. These outputs are all switches to ground. That is to say when active, that ECU pin will be connected to ground. When not active, it floats.

nonepromprocess

2011-06-09T06:49:07-04:00

Someone asked us to explain what was involved in the non-EPROM conversion process and I thought it was a good question we hadn't covered before. This page outlines the basic process. This page shows the process on a 1G ECU, but the 2G ECU conversion process is very similar. The pin spacing is MUCH tighter and harder to work with on the 2G ECU, but the basic idea is the same.

palminstall

2008-05-24T05:53:31-04:00

Hal Landry has done an incredible amount of work creating a native Palm application to talk to a DSMLink ECU. We thank him greatly for this! He has provided install notes and instructions on the DSMLink user's support forum. I'm pretty sure this was done (at least originally) to limit distribution only to those with a registered copy of DSMLink. We'll honor this until he tells us otherwise. If you're a registered user, you can access his Latest Palm App thread on the support forum.

pinchecknocase

2009-03-18T13:22:32-04:00

Every once in a while, it's useful to be able to check whether an ECU really has an EPROM or not without opening the case. The following picture shows how to check this. If you look through those holes on the bottom side of the case, you will either see bare, green PCB material (which indicates non-EPROM) or you'll see the EPROM pins. If you see the EPROM pins as illustrated, then the ECU is an EPROM model ECU and would most likely be compatible with ECMLink (assuming everything else checks o…

pocketpcinstall

2011-07-20T14:11:59-04:00

NOTE: This is ONLY for the older V1 and V2 packages. There's no way (currently) to physically talk from a PocketPC to a new V3 ECU since our V3 cables are all USB. The older packages used serial DB9 cables and could be adapted to mobile platforms fairly well. The new cables are not so easily adapted. Plus there are SEVERAL more mobile platforms to support these days anyway.

problemresolution

2009-10-12T12:20:46-04:00

This page is focused on hard failures, those problems that stop you in your tracks. Examples include being unable to connect to the ECU or unable to start your engine at all. * Connection problems - Can't connect to the ECU (command timed out, etc.) * Vista compatibility (V2 ONLY) - A collection of things related to usage of the older V2 DSMLink application under Vista * Datalogging new values (V2 ONLY) - How to log items like LTFT, TPS, and other missing things * Scrambled graphics -…

prodcompare

2010-12-01T16:26:02-04:00

By popular demand, we have released V3Lite for the 1G and 2G DSM platforms in addition to our regular V3 package. This page summarizes the differences between these two products. UPGRADE NOTE: Keep in mind that the V3Lite package is upgradeable to a regular V3 package at any time. You simply purchase a V3Lite conversion off our website and download a new firmware file for your ECU.

quickieafsetup

2011-07-06T08:31:09-04:00

I was asked to store this post away somewhere for future reference. For now, I'll just dump it in here as is and maybe come back later and edit/expand upon it. It's really just documentation of my personal process for running through a “quickie” setup with a new car using DSMLink. It's intended to help the user get a handle on whether fuel delivery and airflow metering all make sense.

quicktips

2008-12-30T08:54:46-04:00

Here you'll find a set of quickie tips. These are just short tips for simple problems that users usually encounter as they're first starting out with the DSMLink application. Some, however, can be useful even for the more experienced users. * Searching the forums - Sounds easy, but doing it efficiently isn't always so simple * Quickie A/F setup - Tips for doing that quick dial in * Datalogging new values (V2 ONLY) - How to log items like LTFT, TPS, and other missing things * V2 appli…

recipes_bakedziti

2012-02-09T10:02:31-04:00

ScottH - Baked Ziti Ingredients: * 1 box ziti shells * 4 cups Sargento Chefstyle Shredded Mozzarella Cheese * 1 3/4 cups Sargento Whole Milk Ricotta Cheese * 3 cups Prego Italian Sausage & Garlic Sauce * 1 Egg * 1/4 cup grated Parmesan cheese * 4 tablespoons diced oregano

recipes_fish

2012-02-22T15:27:46-04:00

twdorris - Beer Battered Halibut Ingredients: * 1 lb. halibut (or any white fish really) * 3/4 c. Bisquick * 1/3 c. beer * 1 tbsp. oil * 2 tbsp. grated onion * 2 egg whites, beaten stiff * Salt and pepper to taste * Garlic powder to taste

recipes_home

2012-02-27T12:10:03-04:00

We apparently like food as much as we do cars. This page collects together some of our favorite dishes posted on the ECMLink forums so you can play mechanic in the kitchen. Enjoy! [Array]Steaks[Array]Pasta - Baked Ziti, Lasagna, etc.[Array]Pizza[Array]Ribs - Oven, BBQ, Grill, etc.[Array]Pork[Array]Fish - Fried, grilled, oven baked, etc. Sauces ScottH - knives * Tojiro ITK 120mm Petty * Tojiro DP 210mm Chef Knife * Tojiro 270mm ITK Bread Knife

recipes_pizza

2012-02-14T06:26:44-04:00

ToddRhodes - Chicago deep dish Here's my Chicago style deep dish process. Related items: [Pizza Dough] [Pizza Sauce] Click to enlarge First, the raw ingredients (I add red pepper flakes and fennel seed to any store bought Italian sausage.Took half of my dough and stretched it by hand to fit in the cake pan. You don't want it very thick - 1/8” if possible at this point.Cook the sausage. Layer 1, mozzarella/provolone mix. This is not the cheese I would normally use but hopefully it will wo…

recipes_pork

2012-03-02T12:29:50-04:00

Blurred Talon - Char Siu (BBQ Pork) Pork Shoulder (5 pounds or less) Marinade: * 1 cup sugar * 2-1/2 tablespoons salt * 1 tablespoon five-spice powder * 1/4 cup ketchup * 1/4 cup hoisin sauce * 1 ounce (about 1 cube) wet bean curd (Asian or Chinese grocery store will have this) * 2 tablespoons sesame oil * 2 tablespoons brandy * 1/4 teaspoon red food coloring

recipes_ribs

2012-02-09T09:47:12-04:00

Greddy_1700 Ingredients (dry rub): * 1/2-3/4 cup brown sugar * 1 tablespoon paprika * 1 tablespoon onion powder * 2 tablespoons garlic * 1 tablespoon salt * 1-2 tablespoon coarse black pepper * 1 tablespoon oregano * 1 teaspoon mustard powder * 1-2 teaspoon cumin * 1 teaspoon cayanne pepper

recipes_sauces

2012-02-09T10:08:48-04:00

ScottH - rosemary * 1 teaspoon - Butter * 1/2 teaspoon - Fine diced shallots * 1 teaspoon black peppercorns, cracked * 1-2 teaspoon freshly ground dried rosemary * 1/2 cup white wine * 1/4 cup hot water You can tweek your rosemary sauce off those basics. Some don't like as much white wine etc..

recipes_steaks

2012-02-14T06:27:02-04:00

ScottH How I prepare my steak is a little different but comes out great. Upon getting home from the butcher I let it sit on the counter top at room temp for about 20-25 minutes. Then I take some virgin olive oil on each side of the steak and put some crushed black pepper and a little salt (not a big salt person).

referencepage

2010-04-09T11:44:54-04:00

Here you'll find a collection of pages you may find yourself referring to often for information. DSMLink related * USB adapter info - Information about which USB/DB9 serial adapters work and which don't * Basic injector starting points * 1G memory module reset - How to reset the 1G memory module to chip defaults * Enabling debug in V2 - How to enable additional debug messages in V2 * User-selectable in-dash boost gauge ranges * Explanation of logged values - A bit of detail about e…

reversepowered2g

2012-05-17T12:53:23-04:00

Reverse powering a 2G DSM ECU is bad a thing. This can happen when you try to jump start the car while having the positive and negative cables reversed, for example. This will almost always leave the ECU in a non-functional state. And, unfortunately, this often means the ECU is not reasonably repairable.

revlimiters

2010-05-04T11:21:58-04:00

Someone, somewhere put this together at some point in time. I'm copying it here for archival purposes. * Idle: Targetted idle RPM. * Launch: Rev. limit imposed when speed is UNDER “Launch Spd” (in RPM dialog) * Rev Limit: Rev. limit imposed when speed is OVER “Launch Spd” (in RPM dialog) * Enable Clutch Cut: Select Enabled clutch cut if you have connected the clutch switch to the ECU as outlined in the DSMLink instruction sheet that came with the wire (if you have a 1990 DSM y…

rvrobdport

2011-12-15T05:38:07-04:00

“Typical” EVO1-3 ECUs use the older 12-pin style diagnostic port like that found on our USDM 1G DSMs. Most people with these cars have no problem locating that port. But RVR minivans are a strange mix of EVO1-3 ECUs with OBD2 16-pin ports. That means they use a different diagnostic cable from other EVO1-3 owners. They also have to find a different port and from what I've heard, this can be a nightmare. So I wanted to post up a page with a picture of this port provided by one of our cust…

scrambledgraphics

2009-01-05T11:05:39-04:00

There is apparently a bug in Java's attempt at 2D hardware acceleration on certain platforms. It's *very* rare. We've had, probably, 3 or 4 users report it in 6 years of business. But if you're getting a screen that looks something like the one below, then try the solution here.

sd101

2010-11-12T06:21:06-04:00

The term “Speed Density” typically refers to the operation of an engine using an estimation of airflow based on pressure, temperature and some idea of the engine's volumetric efficiency (more on this below). This page outlines the basic concepts behind speed density operation to serve as a foundation for a deeper understanding of ECMTuning's implementation later.

sdcabledecision

2011-05-09T09:32:55-04:00

ECMTuning offers a “plug and play” SD cable for sale on our website. SD Cable product page This cable provides connectors for our Omni 4-bar (or GM 3-bar) MAP sensor and GM/AEM IAT sensor on one end and then a connector that plugs directly into your car's MAF connector on the other. It's meant so that you can completely replace the factory MAF sensor with the SD sensors.

sdhose

2010-05-21T13:37:35-04:00

In testing various speed density installations, we've noticed that the vacuum hose configuration leading from the manifold to the pressure sensor can be an important consideration in getting throttle response right. The worst case scenario is to have a vacuum hose coming off the manifold into a small tee and then off through a long length of additional vacuum hose leading to the pressure sensor. The tee can act as a restriction leading to additional delay in equalizing the pressure between the…

sditems

2012-01-09T06:22:45-04:00

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.

sdsetup

2011-06-13T11:46:27-04:00

This page describes the basic process for getting your car setup for speed density operation with ECMLink. If you need a more general speed density tutorial, then the Speed Density 101 page may be what you're looking for. In fact, we're going to assume you already know everything off that page as we discuss items below. So it might be a good idea to read over it even if you're already pretty familiar with SD in general.

sdveadjcomft

2009-12-28T12:42:43-04:00

This page describes an adjustment tool in the ECMLink application that helps to dial in your speed density (SD) VE table based on combined fueltrim data. If you do not plan to run speed density mode with your car, then this page is completely useless to you and you should ignore it.

sdveadjsdratio

2010-10-04T04:43:34-04:00

This page describes an adjustment tool in the ECMLink application that helps to dial in your speed density (SD) VE table based on data collected from a mass airflow sensor. If you do not plan to run speed density mode with your car or you do plan to run SD but do not have a mass airflow sensor installed for dial-in, then this page is completely useless to you and you should ignore it.

searchforums

2008-01-24T07:38:29-04:00

The forums are intended for registered users of DSMLink. They can be found at the URL below. * Use the advanced search page. You can do a much better job of whittling down a result list using this page. * Put in dmertz or twdorris as the userid (try each). Together we've posted well over 10,000 replies, the vast majority of which are specifically user support topics. That's not to say others don't post tons of useful information too . But with that many po…

shellfolderserror

2010-10-20T12:01:45-04:00

If you're getting this message, you probably have recently replaced a hard drive or removed a flash drive that you had previously configured for some personal settings or any number of other things than can confuse Windows and/or the Java VM that ECMLink works under.

socketid

2012-02-01T12:39:43-04:00

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…

socketpartnumber

2008-08-13T07:31:29-04:00

We get asked fairly often about the actual socket we use when doing a socket job on an ECU. This page is just a collection of that information. We use a low-profile, machined-pin socket made by Mill-Max. It's a 28-pin socket, of course, to match the 28-pin EPROM used in the DSM ”“ECUs””.

spaghettiwires

2009-08-31T12:23:04-04:00

This ECU didn't look all that bad on the top side. There was, however, some evidence of prior rework on the top side that had been (sloppily) removed, causing shorts. And, of course, the ECU didn't work at all. So we decided we'd better check the bottom side before giving the customer a complete estimate. This is what we found.

start

2009-05-15T08:49:46-04:00

Here you'll find an archive of information and how-to's related to the installation, configuration, and usage of ECMLink. Don't know what ECMLink is? 8-O Shame on you. Luckily you can catch up on the overview page. Use the following list of general categories to find what you need. Or, try the search button.

swapplugwires

2011-02-21T04:08:24-04:00

When installing a '95 EPROM ECU (or '96) on car with a non-'95/'96 style cam angle sensor, you have to rearrange the plug wires. You will also want to check the “Use non-95/96 style cam angle sensor” checkbox in the Misc tab of the ECU Config tab (called “Invert CAS” option in the ECU->Miscellaneous dialog in the older V2 application).

teflontape

2010-08-23T16:59:32-04:00

Thanks to the guys over at airridetalk.com for this handy little “how to” describing the proper use of teflon tape on pipe threads. There seem to be many people who have problems with Teflon tape not working right on their systems and they end up with leaks all over the place. I've found that the biggest reason for this was improper wrapping of the Teflon tape on the NPT threads, which in turn caused the Teflon tape not to stay on the fitting, and caused leaking. Here is a simple how-to…

toplevelfaq

2010-10-19T06:36:11-04:00

THE starting point for frequently asked questions. How does [IT] work? * How does ECMLink basically work? * How do I send you guys an ECU for repair or socket work? * How do I send you guys a datalogging cable or anything else to test and possibly repair/replace?

transfer

2012-04-10T08:04:13-04:00

This is mainly a concern for someone buying a used 2G V1 or 2G V2 package. But everyone should first check to make SURE they are getting a complete DSMLink/ECMLink package before making a third party purchase. Click here for details. When someone buys a new ECMLink package from us off our website, there's a space they can provide a user ID to be created on our forums automatically for them.

tutorials

2008-12-30T08:55:21-04:00

Below you'll find a few short tutorials on things. * Searching the forums - Sounds easy, but doing it efficiently isn't always so simple * (V2) Datalogging new values - How to log items like LTFT, TPS, and other missing things * Quickie A/F setup - Tips for doing that quick dial in * How to dial in TPS/idle switch * Customize the VE table for your setup - Create a VE table more suited to your specific setup * Install a sensor for datalogging - Describes how to use a non-factory sen…

usb2comport

2009-09-02T06:57:32-04:00

The Problem When connecting our ECMLink cable to the laptop, the FTDI driver used by our cable wants to assign different COM ports to each cable. This is not practical for a laptop used by a shop or general tuner when connecting cables from multiple customer cars.

usbtoserialadapterinfo

2010-06-03T05:47:19-04:00

If your laptop has a native DB9 connector like the one shown below, great! If it doesn't, then you have a USB port on your laptop instead and you need a USB to DB9 adapter to use the current DSMLink cables. The problem (mainly for 1G guys) is that the UART in the 1G DSM ECU does not support a “standard” baud rate. So *many* USB/DB9 adapters do not work properly with the 1G DSM ECU. Almost all work fine with the 2G ECU, but even with this ECU there are some that do not work properly for…

use_ecmlink_in_96_dsm

2012-01-17T07:14:02-04:00

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.

use_ecmlink_in_97_dsm

2011-08-15T09:20:26-04:00

use_ecmlink_in_98_99_dsm

2011-05-19T09:29:55-04:00

To run ECMLink in a 98/99 DSM, you will need to first locate a suitable ECU replacement. The 98/99 DSM ECUs do not support our flash module modification. We do not have plans to support the 98/99 DSM ECU yet because of copy protection concerns. So for the time being, you must run a 95, 96 or 97 ECU in your 98/99 DSM in order to use ECMLink. These are direct, plug-in replacements for the 98/99 ECUs with the minor exceptions noted below.

usenitrouscontrolsfordejontoolbovmod

2008-01-24T07:46:42-04:00

Basically, you intercept the pressure going to the bottom of the BOV so that at high boost, the BOV only sees pressure on the top, forcing it to stay closed. But when you lift off the throttle, pressure is again applied to the bottom to help open the BOV more quickly.

using1gntecu

2012-02-27T07:19:27-04:00

Overview Turbo model 1G EPROM ECUs are getting harder and harder to find. So people have started asking about running a non-turbo ECU in their turbo cars. Although it's technically possible to start and basically run a 1G turbo DSM using an unmodified 2.0L non-turbo 1G ECU, there are a number of reasons why this is undesirable.

usingcoltecu

2009-09-21T08:37:22-04:00

These ECUs are very closely related to the 1990 1G DSM ECU. In fact, they're so close you can almost use them interchangeably. The one item a Colt ECU does not have that a 1990 1G DSM ECU would is boost gauge control simply because the original Colt did not have have an ECU-control boost gauge in the dash anywhere. We can, however, modify this ECU easily enough while it's here to include this functionality if you want.

v2debug

2008-09-25T09:04:28-04:00

Initial Start by locating the dsmlink.prefs file. This file can be found in the DSMLink main program directory. Unless you specified something different at install time, this would normally be: C:\Program Files\DSMLink Edit the file with Notepad or some other basic text editor. Be sure that DSMLink is not running while you edit this file. Once you save the file, run DSMLink again to see the effects.

v2tov3settings

2012-02-27T16:07:33-04:00

We've gotten this question several times already and it's a good question, so here's a page to describe some options. The basic problem is that users looking to upgrade from V2 to V3 want to be able to transfer their old chip settings over to the new setup. There are two issues with this.

v2transfer

2009-03-04T07:59:39-04:00

The following is provided as a resource to use while collecting information to register a copy of DSMLink. We will need to know the following: * DSMLink chip ID * New owner's full name * New owner's e-mail address * Requested user ID for the forums

v2tweaks

2008-12-23T06:44:14-04:00

There are a few items in DSMLink's configuration that require you to manually editing the dsmlink.prefs and/or calcroutines.prefs files to adjust. This page is intended to document these, before now, “undocumented” tweaks. The dsmlink.prefs and calcroutines.prefs files can be found in the DSMLink main program directory. Unless you specified something different at install time, this would normally be:

v2viewingvalues

2008-12-30T08:52:09-04:00

Do the following to add a new item for display. Step 1 should not technically be necessary. But there does appear to be a minor bug in the DSMLink application that can sometimes throw an “index out of bounds” error if this step is skipped. * Close any current datalog (File->Close) * Open the ECU->Captured values dialog box * Add the new item to the ECU (move from left list to right) * Hit Ok * Open the Display->Values dialog * The new items will be listed as available for dis…

v3cablecrazymouse

2010-11-22T07:00:32-04:00

If you get all kinds of crazy mouse behavior when you insert or remove the V3 cable from your computer, please follow these instructions to disable the “auto detect mouse” feature of the driver. * Open Device Manager (right click on My Computer, select Properties, click on Hardware tab and then click Device Manager) * Under Ports (COM & LPT), find the USB Serial Port that corresponds to the ECMLink comm cable and double click it to open its properties dialog. You will need to have the…

v3changelog

2012-04-25T12:47:14-04:00

Downloads page 3.24.153 (04/25/2012) * No functional changes made. This release only bumps the version number up to match the latest firmware versions. 3.24.144 (04/24/2012) * Added support for new quick-connect mode that's available with the latest firmware release (firmware versions equal to or greater than 3.24.143). * Added support for detecting when a battery reset event has occurred that may have caused the loss of recent configuration changes. You must upgrade your firmware as…

v3combinedft

2009-08-26T09:49:47-04:00

To understand CombinedFT, you absolutely must understand fuel trims in general first. Please read through that tutorial first if you have any questions at all on what fuel trims are or how the ECU works with them. CombinedFT simply adds the current short term fuel trim (STFT) to the currently selected long term fuel trim (SelectedLTFT). The ECU selects different long term fuel trim values as driving conditions (primarily airflow) change. Low airflow typically seen at idle selects the LTFTLo …

v3configs

2010-01-26T07:58:36-04:00

This page is a collection of tips and files for setting V3 up for a few common alternative configurations. V3Lite: If you have the V3Lite package, you will want to use our V3Lite configs page instead. EVO8 settings: The section that used to be here for EVO8 injectors has been moved to the more specific EVO8 V3 settings page.

v3datalogext

2009-06-02T09:25:08-04:00

ECMLink (V3) Datalog Extensions There are a few “extensions” defined to the datalog view for an ECMLink device. These extensions are intended to provide help for many common tuning adjustments. * MAFComp Adjust (CombinedFT) - provides a starting point for MAF compensation based on logged combined fuel trim * TPS Adjust - provides a TPS adjustment calculator based on full-range throttle position data in a datalog

v3firmwarechangelog

2012-04-27T06:54:22-04:00

Firmware upgrade page This page is ONLY for the full V3 package. If you have V3Lite, you need to refer to the V3Lite Firmware Changelog instead. 3.24.153 (04/25/2012) * Fixed major bug in upgrade process that could leave some V3 flash modules semi-bricked.

v3firmwarehowto

2009-09-08T08:23:49-04:00

Steps to performing an upgrade on your V3 flash device: * Install the latest ECMLink application * Check your current firmware version * Grab a firmware request file from your ECU * Request a firmware upgrade off our website * Upgrade your firmware

v3hardreset

2009-07-24T14:56:50-04:00

In some rare situations, it may be necessary to do a hard reset of your V3 flash device (reset back to original defaults). The following describes how to do that. * Turn the ignition on (don't start the engine) * Wait for the CEL light to go back off after a few seconds just as a check that the ECU is up and running normally. * Press the throttle to the floor and keep it there as you cycle the ignition key off and then back on 3 or 4 times. I usually go for 4 but 3 is the minimum. Paus…

v3liteconfigs

2011-01-10T15:07:03-04:00

This page is a collection of tips and files for setting V3Lite up for a few common alternative configurations. Full V3: If you have the full V3 package, you will want to use our V3 configs page instead. EVO8 settings: The section that used to be here for EVO8 injectors has been moved to the more specific EVO8 V3 settings page.

v3litefirmwarechangelog

2012-04-25T12:41:07-04:00

Firmware upgrade page This page is ONLY for the V3Lite package. If you have the full V3 package, you need to refer to the Full V3 Firmware Changelog instead. 3.24.152 (04/25/2012) * Fixed major bug in upgrade process that could leave some V3 flash modules semi-bricked.

v3litescreenshots

2010-11-27T05:07:54-04:00

V3Lite is a more basic (but less expensive) version of our standard package. However, it's still fully capable of doing all the basic engine management you need to get started. You can get more details on what's included in each version off our production comparison page.

v3mafadjcombft

2009-08-05T05:58:49-04:00

The MAFComp Adjust (CombinedFT) menu item is one of several tools you can use to help “dial in” your airflow settings. This particular item maps out and averages CombinedFT over a range of closed loop driving conditions to produce a set of adjustments to the current MAF compensation table. It's basically letting the ECU track how much adjustment it needs under various conditions and then moves that adjustment into the MAF compensation table.

v3narrowbandsim

2012-04-16T16:48:21-04:00

Wideband kits typically provide two distinct outputs. One is a 0-1v narrowband simulation and another is a 0-5v wideband output used for datalogging more precise A/F ratio data. You would typically run the narrowband output to the ECU's front O2 input so the ECU could run normal closed loop off this signal and then run the 0-5v output into a different ECU input for datalogging purposes.

v3regclear

2009-05-08T14:01:52-04:00

The V3 application tracks default graph preference by device ID and serial number. That means when you open your own datalogs, you get the same set of display items on your graph that you had last time you opened one of your files (or connected to your ECU). But when you open someone else's datalogs, you get display items specific to their ECU. That lets you keep your own items separate from everyone else's so you aren't constantly having to reconfigure your graph display.

v3screenshots

2009-11-02T08:07:45-04:00

As required by internet law, here are some screen shots of the ECMLink application in use. ;-) Of course, you can click on the image thumbnail to get a better (larger) view. This is by no means a user manual. The ECMLink application includes a number of help pages built in. This page is just an overview to get a quick general idea of what the application is like.

v3settingsreverttodefaults

2012-04-01T07:19:33-04:00

Overview Every once in a while, someone will have their most recent set of configuration changes lost in ECMLink and they'll ask how this can happen. It's a good question, but the answer isn't straight forward because ECMLink was designed to retain settings even when battery power is disconnected for years.

v3summary

2011-04-17T19:36:51-04:00

ECMLink (V3) is an all-in-one datalogging, real-time tuning, and reflashing package for your 1990-1999 DSM. On this page you'll find a quick high-level summary of the major features in ECMLink. If you need more details, feel free to contact us and we'll try to answer everything we can. If you just want to browse through the screens, you can hit the screenshots page. We also have a number of application demo videos too.

v3sysrequirements

2012-01-10T18:49:48-04:00

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.

v3tpsadj

2009-12-19T06:04:13-04:00

This extension does a simple calculation of the TPS adjustments necessary for a given datalog. The idea here is that the ECU has some “opinion” of what the observed throttle position sensor value should be when your foot is off the throttle entirely and when the throttle is floored. But often this isn't true simply because the TPS may be slightly out of position or maybe you have a non-stock TPS to begin with.

v3upgradereqs

2010-05-10T10:35:58-04:00

To qualify for an upgrade from V1 or V2 to the latest V3 package, you will first need to send us your V1 or V2 package. This must include the following. 2G V1/V2 to V3 Requirements The 2G V1 or V2 package that gets sent to us for upgrade to V3 MUST include the original DSMLink OBDII black box adapter. This adapter is pictured below.

v3vsmaft

2010-02-13T05:12:13-04:00

I get asked this question fairly often, so I figured it was time to put a page up about it. “Is there an advantage to replacing my existing MAFT setup with V3's GM MAF integration?” The answer is, “it depends”. First, if your MAFT setup is currently working fine for you and you have no interest in clearing out your engine bay or having more direct control over the MAF translation function, then by all means leave well enough alone. No reason to upset a working solution just to change…

vistausage

2008-12-23T06:41:31-04:00

NOTE: The latest application version (V3), named ECMLink, is directly compatible with Vista. This page documents issues only with the older V2 DSMLink application. DSMLink runs under Vista about as well as anything else. That is, you'll probably find some quirks to the experience and you'll probably have to do a few things a little differently at first. But, eventually, it'll all work fine.

voltage01

2009-08-27T11:22:50-04:00

When caps leak bad enough, particularly on a 1G, the leakage tends to take out the voltage regulation circuit. When this happens, a number of critical components are subjected to much higher voltages than they were designed to tolerate. The picture below shows what this looks like.

whyinitialsettings

2012-04-27T14:58:39-04:00

We get asked this question fairly often, so I figured it was time to put up a page about it. The basic question is asking why we have a set of “initial” settings (injector size and MAF type) on our ECMLink ordering pages (V3Lite and full V3). Some people know they can just change those settings anyway, so they aren't sure why we ask for them at all. Others are looking to order ECMLink but don't know they can change the settings themselves so they worry that they'll be locked into those in…

widebandbasics

2009-09-10T05:20:26-04:00

This page is intended to familiarize the reader with the highest level concepts of wiring in a wideband kit. It does not talk specifically about any particular kit and it does not cover wiring detail. It simply outlines the basic concepts involved.