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ECMlink New Setup Cruise Log

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Type1DSMr

Proven Member
1,114
149
Jul 27, 2014
Jasper, Indiana
1). Any boost, vac, or exhaust leaks? Boost leak tested 5psi above your max boost with no leaks?
BLT to 20 Psi, only leaks above it at the intake manifold to afpr but bought small clamp to fix instead of zip ties.
2). Verified mechanical timing?
yes
3). Verified base timing?
yes
4). Ignition system
COP or Stock Coil: Stock
Wire brand and Age: Ngk < 1000 miles
Spark Plug brand, type and Gap: Ngk bpres 6 at .28

5). Motor health (Compression Test)
Cylinder 1:175
Cylinder 2:170
Cylinder 3:170
Cylinder 4:170

6). Performed basic throttle body adjustments?
Idle Switch: yes
Throttle Cable: yes
TPS: yes .63v
BISS: yes still needs more work to get isc to 30

7). Compression ratio
Stock 7 bolt
8). Any known bad sensors or brittle wiring?
No
9). Any DTC/CEL codes?
No
10). Electrical system
Car off (not running): 11.9v
Car running: 13.8v

11). Base fuel pressure and injector values
Base Fuel Pressure: 43.5 psi
Injector Size (cc/min): 1120cc

12). Properly calibrated and configured wideband sensor
Sensor Brand: Innovate MTX-L
Calibration Date: < 3 weeks ago

13). Type of fuel gas
Type: 91
Percent of Ethanol:

14). Watched ECMlink how-to videos? Yes



I just finished adding a new fuel system upgrade Fic 1120cc injectors, Walbro 450 e85 pump ( rewired and siphon mod), Fuelab reg and filter with 40 micron. Also installed a new billet evo 3 16g turbo with stm o2 housing. All mods are current in profile. I put global at -60.2 and deadtime to -130 and the car idle great both af ratio matched, however, it keeps changing. I had to switch to -110 leaving the store in this log around 90 sec mark to get them to match up. The afrs keep going to lean and rich constantly from the afratioest to my wideband. Here's a small cruise log in town. Any help would be great.
 

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If you use the values from FIC in the direct access table InjBatteryAdj (like you have, I can't validate the values) the Global Deadtime should be 0 and you should tweek the 14v value (unless you have a way to control the electrical system voltage) if it's not correct.

When dialing in the deadtime I find holding a steady state give better data. If you going to drive the car so you can see it under load, go somewhere flat where you can hold a given speed and work on adjusting the deadtime to get the same CombinedFT at low injector pulse widths as with the higher you'll see at a faster speed. You can do the initial work in the driveway just by holding the RPMs steady to see the effect.
 
If you use the values from FIC in the direct access table InjBatteryAdj (like you have, I can't validate the values) the Global Deadtime should be 0 and you should tweek the 14v value (unless you have a way to control the electrical system voltage) if it's not correct.

When dialing in the deadtime I find holding a steady state give better data. If you going to drive the car so you can see it under load, go somewhere flat where you can hold a given speed and work on adjusting the deadtime to get the same CombinedFT at low injector pulse widths as with the higher you'll see at a faster speed. You can do the initial work in the driveway just by holding the RPMs steady to see the effect.
OK I'll try to set the dead time to zero. Last time I did that the afratioest was leaning out but that was with the old fuel pump. Would it be best using the values from fic or using stock by adding dead time to 330?
 
Also Steve correct me hear, but op I think you have to [reset fuel trims] with each change.
Ok I'll go out and zero out the deadtime plus reset fuel trims. I'll post an idle log of those changes. (off topic but miliman13 did you make those changes yet to your fuel global and deadtimes and post a log).
 
Thank you for those. I note those are just idle logs. To decide if the deadtime is correct you need to compare the trims to those when you have a larger IPW (higher RPM/more load).

Also Steve correct me hear, but op I think you have to [reset fuel trims] with each change.

# Resetting the trims by removing power shortens the time needed to see what the changes do #

Deadtime is a fixed amount added to all injector pulses, at idle where the IPW is low the deadtime is a large percentage of the total IPW and as the pulses get longer the percentage that deadtime makes gets smaller. When the deadtime value is close to correct by the error feedback from the O2 will be about the same range (swing) for both short and long injector pulses assuming the airflow measuring isn't seriously messed up.

The amount of fuel can still be off giving either negative or positive trims and the fuel global will adjust that but the deadtime has to be in the ballpark to start.

Is there a factory MDP or aftermarket MAP sensor installed.
Have you compared the Logged WB AFR with your display?
 
Thank you for those. I note those are just idle logs. To decide if the deadtime is correct you need to compare the trims to those when you have a larger IPW (higher RPM/more load).



# Resetting the trims by removing power shortens the time needed to see what the changes do #

Deadtime is a fixed amount added to all injector pulses, at idle where the IPW is low the deadtime is a large percentage of the total IPW and as the pulses get longer the percentage that deadtime makes gets smaller. When the deadtime value is close to correct by the error feedback from the O2 will be about the same range (swing) for both short and long injector pulses assuming the airflow measuring isn't seriously messed up.

The amount of fuel can still be off giving either negative or positive trims and the fuel global will adjust that but the deadtime has to be in the ballpark to start.

Is there a factory MDP or aftermarket MAP sensor installed.
Have you compared the Logged WB AFR with your display?

I installed a Mitsubishi style omni 4 bar in the MDP place to show the actual boost/ vac. Matches my innovate boost gauge perfect. Yes my displayed wb matches the logged wb but my afratioest keeps going crazy at times and than my logged wb does the same.
 
The fuel trims provide long term storage of the adjustments the ECU has made based on feedback from the O2 sensor. This speeds the ECU in reaching the correct mixture for the catalytic converter to work and makes the closed loop AFR closer to the target AFR. The closer these long term trims are to 0 the better the ECU works in open loop to the actual AFR matching the target in the fuel map.

It takes time for these trims to move so when dialing in the ECU you clear them to start so the impact of your adjustments are visible right away.
 
I fixed the small leak at the intake manifold to afpr, had to use a a smaller line as the clamp didn't work. Still working on getting the isc position to 30 or as close as possible. No more boost leaks at this time. How do I tweak the fuel settings for cruising because switching the batt volt to 1180 at 14v helped the idle match both afrs? Would it be easier to adjust the injectors on e85 since they act ad smaller ones? If so would the valuse in the DA battv go back to stock and use deadtime? Or would using stock battv values with deadtime be easier verses the Fic values?
 
I'm not sure what you mean "switching the batt volt to 1180 at 14v helped the idle match both afrs"?

The point of adjusting the injector deadtime isn't to make the AFR match the wideband or even the 14.7:1 target but to get the fuel trims at low RPM's to be close to the fuel trims at higher RPM's. (low injector pulse widths vs high injector pulse widths) That dials in the injector deadtime and then you adjust the injector global to bring the trims and AFR difference down to 0.

As I tried to explain, I do the first level deadtime adjustments in the driveway by holding the engine RPM steady at different speeds to see how the trims move in closed loop at that RPM. If the trims at higher at low RPM than they are at higher RPMs you need more deadtime and the reverse if the trims are the other way. I want the relative difference between low and high to be close to 0 but I'm not worried about the actual value, that is dialed out using the global fuel setting.

The deadtime shouldn't change between gas and E85, the fuel global changes for the difference in stoch between the fuels.

The DA table is more precise that the global deadtime, you'll note that in the DA table the deadtime isn't linear between voltages and the single global deadtime is just a linear added to the stock DA table.

All of this assumes a stock MAF since it eliminates the airflow variable and automatically accounts for VE. If your running speed density things are more interesting.
 
I'm not sure what you mean "switching the batt volt to 1180 at 14v helped the idle match both afrs"?

The point of adjusting the injector deadtime isn't to make the AFR match the wideband or even the 14.7:1 target but to get the fuel trims at low RPM's to be close to the fuel trims at higher RPM's. (low injector pulse widths vs high injector pulse widths) That dials in the injector deadtime and then you adjust the injector global to bring the trims and AFR difference down to 0.

As I tried to explain, I do the first level deadtime adjustments in the driveway by holding the engine RPM steady at different speeds to see how the trims move in closed loop at that RPM. If the trims at higher at low RPM than they are at higher RPMs you need more deadtime and the reverse if the trims are the other way. I want the relative difference between low and high to be close to 0 but I'm not worried about the actual value, that is dialed out using the global fuel setting.

The deadtime shouldn't change between gas and E85, the fuel global changes for the difference in stoch between the fuels.

The DA table is more precise that the global deadtime, you'll note that in the DA table the deadtime isn't linear between voltages and the single global deadtime is just a linear added to the stock DA table.

All of this assumes a stock MAF since it eliminates the airflow variable and automatically accounts for VE. If your running speed density things are more interesting.
Sorry I meant the injbattadj at 14v, if I set it to 1180 instead of the 1320 that Fic valued on sheet it idles better with good combineft. I will try what you said on the rpms. Is there a certain max rpm I should hold steady and look at like 1k, 2k, 3k, 4k, and so on. I can switch to sd or maf.
 
The 3rd gear log shows the ECU adding fuel via the trims and the injector pulse width is finally starting to rise. I forget what the lower bound is on IPW but it may a factor at the low end with these injectors on gas.
 
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