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.
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 were 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.
DB9 NOTE: We provided DB9 cables for so long in order
to support the use of Palm Pilots and Windows Mobile devices. We want
to continue to provide support for these platforms so we will provide
some form of DB9 cables as extra options. The details simply haven't
been defined yet on how these will be made available.
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 takes this a step further with an integrated, drop-in flash
device for both 1G and 2G cars. 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 SO MUCH
more functionality. The picture here shows this device installed in a
1G EPROM ECU.
The term “direct access” in ECMLink refers to the ability to
directly manipulate table data anywhere in the factory code. 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 factory 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
max octane 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.
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 well over 30psi.
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 optionally-available 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
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 “Base MAF adjustment” value
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.
There are numerous other new firmware features, including:
Idle-air clamp to reduce the effect of abnormally-high airflow readings at throttle-lift
Narrowband O2 simulation from a
wideband O2 input signal (only one ECU input is required for both WB
logging and normal closed-loop NB operation)
Additional MAF-compensation frequency points
Extended VE table for Fake MAF operation
Integrated EVO-8 base MAF support
Increased flexibility on the choice
of ECU analog input for an aftermarket sensor (e.g. the MAP sensor is
no longer limited to the MDP or EGR Temp sensor input when used with
the Fake MAF)
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 setup a simple task.
The V3 flash device is also firmware upgradeable! So as we add new
features (there are several planned already, like full time speed
density support), 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!
More info can be found at DSMLink.com
The socketing service is $30 extra (if needed) and will be provided by ECM Tuning. Your ECU will need mail to them for this. We will provide you with the shipping instructions after your order has been placed. When ordering, please include the following information in the notes section on the order form (copy & paste this):Requested login name for the forums:Email address for the forums:Default injector size: Default idle rpm: Default launch rpm: Default rev limit: Default MAF:
This product was added to our catalog on Friday 15 February, 2008.