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.
ECMLink is a huge departure from our original and very successful DSMLink package. Only a tiny portion of the old V2 application and EPROM code was used in ECMLink. It was quite literally a complete rewrite of everything to produce a better end-product. Part of that was a completely new laptop application. This was coded from ground up to produce a much more powerful, flexible, extensible, and easier to use application. Screenshots will follow in other sections, but the highlights include a multi-tab interface that allows the user to review multiple datalogs at the same time. Lining two datalogs up and then quickly switching back and forth between the two tabs is an awesome way to detect minor differences between the two that might other wise have been nearly impossible.
The design also allows the user to make adjustments to configuration settings and direct access tables without being physically connected to the car. If the user needs even more editing or viewing options, most table data can be directly copied and pasted between the ECMLink application and Excel.
The standard datalogging cables for both the 1G and 2G platforms are now native USB interfaces. These use our own in-house designs that have been extensively tested over the last year. We've never had a single issue with any of them. They're rugged and designed with years of experience behind them. They're fully opto-isolated and neither requires power from the car. They should connect more easily than the V2 cables and should prove to be even more reliable.
The 1G version of the V2 product included a memory board that not only added much needed additional RAM to the 1G platform but also provided a persistent storage solution. Changes made by the user to the configuration of the ECU were saved permanently in non-volatile RAM.
ECMLink V3 takes this a step further with an integrated, drop-in flash device for both 1G and 2G DSMs as well as EVO1-3 ECUs. This device not only provides persistent storage of user configuration changes to the ECU, but it also provides direct reflash access to all the factory code & table areas as well!!
This is one of the more innovative solutions I've ever seen. I'm biased, of course, but seriously, I've never seen anything this compact and easy to use for any other platform out there. It's literally the size of a standard EPROM chip, but includes SOOOO MUCH more functionality.
The term “direct access” in ECMLink refers to the ability to directly manipulate table data anywhere in “code space”. This includes tweaking all the fuel and timing tables as well as various airflow tables and even how the ECU selects which fuel trim value to update!
Basically just about anything that controls ECU operation can be adjusted to meet the needs of the user's specific setup. The following picture shows one such table. This particular table is the primary ignition advance table. The values in this table are actually pulled from a stock 2003 EVO8.
Sharing complete timing and fuel data between platforms has never been so easy. Other sample files you can try out are listed on our V3 Configs page.
The previous screen shot of the direct access table actually illustrates another new V3 feature. The load and RPM indices into that table have been extended substantially over the factory defined limits. You can adjust out to 10,000 RPM and up to a load factor of 3.4. Load factor is a number you'll need to learn over time from your datalogs. But this is easily enough to cover adjustments from idle and light cruise all the way to nearly 40psi. Above the upper limits, the values defined at those limits are simply used.
V3 includes even FASTER datalogging rates than were available in V2. The datalog viewer, of course, is also significantly enhanced. The screen shot below shows a capture of over 1000 samples per second!
You no longer need a GM MAF translator to run a GM MAF with a DSM ECU. We have included our own translation function inside the ECU itself. You simply select which GM MAF you have on your car, connect our cable between the GM MAF and the car's MAF harness and you're set. Our cable also includes break out connections for the unused intake air temp and baro pressure inputs on the factory connector. You can use these to easily connect up your own sensors in their place.
NOTE 1: I absolutely must make mention of the fact that GM MAF outputs WILL vary from car to car. Most variations should be minor and easily corrected. However, it's not at ALL unusual to see a GM MAF installation require up to 30 or 40% adjustment from our base configuration! It's simply the way the GM MAF works. If you vary the size of the piping around the GM MAF, its output is going to vary accordingly. Our test platform used a 2.5“ IC pipe with flared ends to 3” just before/after the GM MAF install point which was about 6 to 8 linear inches from the throttle body. If your setup varies from this, you can probably expect variations in GM MAF output from the base values we provide in ECMLink. There's a MAF adjustment function provided in the ECMLink application to help with this.
NOTE 2: Using a GM MAF in the upper IC of a turbo charged car is inconsistent with the design of the GM MAF *and* it's inconsistent with MANY assumptions inside the DSM ECU. Factory DSM ECU code assumes the MAF is locate way out in front of the turbo and it assumes a LOT about the characteristics of the factory Mitsubishi MAF (response times, smoothing factors, etc.). You can still use a GM MAF and you can locate it in the upper IC. It works fine and has for years. Just please be aware of the limitation and expectations. ECMLink does provide a number of direct access adjustments to many of the tables that drive the ECU's assumption about MAF behavior. So you can tweak much of this difference out.
Running full-time speed density mode is one of the many cool new V3 features. You basically run the car off an airflow estimation from manifold pressure (boost) instead of a mass air sensor. It's hard to go into detail on speed density operation in a small summary paragraph. So we'll leave the details to the following pages.
If you've wanted to run more than 4 injectors, here you go. You basically configure a set of conditions to trigger the mode and then configure how fuel should be adjusted when the mode is active. You can even dial in a delay between when the mode is technically triggered and when the adjustments actually go active. This can help with installations that use a mechanical relay, for example, to activate the secondary injector bank inputs to their injector driver box.
Want to see what this roughly looks like? Screenshots are provided below.
There are numerous other new firmware features, including:
In addition to having a multi-tab interface, the PC application has many other new features, some of which are mentioned here. Measurement units are selectable, so it's easy to switch between Imperial and Metric units, as well as absolute and gauge pressure, and lambda and air/fuel ratio. Each displayed item has an individually-adjustable display range, allowing the graph to be scaled to display the details of interest. Auto-scan, auto-connection and connection polling allows rapid connection to the ECU, making initial installation a simple task.
The V3 flash device is also firmware upgradeable! So as we add new features (there are several planned already), you can simply download the upgrade off our website and reprogram your device yourself. Just submit a firmware request file to us that includes all your current custom settings and we'll produce a firmware upgrade specifically for your device in your car!