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ECMlink Tuning getting better ( I think )

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EC17PSE

Freelancer
5,868
3,450
Nov 1, 2008
London, UK, Europe
What's up all.

So I took a break over winter for most of the car but I was doing more and more reading of the ECU and ECMlink to try understand more on adjustments and visual what its trying to tell me to do! While I'm still not great with the seeing part yet really I'm slowly getting a general idea from reading and videos I'm watching to help along the way.

Before I continue this post, I dialed in idle really well and was spot on! This was done end of last year, cold start is still a problem but cannot adjust that till WOT was setup 100% correctly.

About 2 weeks ago I went on a long cruise to a show and logged the whole hour journey both ways to get a good idea of the fueling and what its all doing here ( I know cruise is not adjusted yet but it was the FIRST long run so needed to keep an eye on it all to know what's up.

During this week I installed my IR boost control solenoid as I wanted to use the ECU to control this vs a manual one. So I went out and tested I had full control over this and I now do. I started to test from ZERO as per ECMtunings Wiki and got boost pulsing up/down which feels weird but assume this is normal? ( if this is wrong let me know why ) It went from about 18psi to nothing as per the lock tables so is this is normal? That's good but let me know so I can store this in my memory banks LOL

I have lock 0% at 0.62 and 100% lock at 5psi under my final target based upon what a member mentions on here. This is 19.6psi as my target is 25psi for a safe boost level. (still on a stock block)

I then upped the duty cycle in stages to get to my boost levels and ended up on 81.2% which spikes to about 28psi but then does drop to about 24-26psi, so I believe I'm happy at that point! While I was setting this I was keeping an eye on the CEL for knock and I got very little and mostly nothing during the pull so I was happy and safe to keep proceeding. (timing is stock currently and I will alter this last once the rest is dialed in)

Now I am back I'm checking out the last log for my WOT pulls and starting to piece it all together as best as I can. A few things I think I see and 1 part I have no clue as to why.

The 1 why question? Why does my fuel flow log as about 1900-2000cc flow but they only 1200cc but basically 1050cc? Yet the injduty shows only about mid 50's? I don't get this and does this mean anything?

During the last WOT pull I am seeing my WBfactor around the +2 - +5% range while my VE is in the 99 cell. So this tells me I need to add 5% in that VE but that takes me over the 100 so i should add this as Global fuel ( yes I know I will have to reset idle again now with deadtimes). With the WBfactor being + how does this effect STFT to LTFT lo and mid as I'm seeing LTFT lo anywhere from - 0.8% and mid +7.2%. Being positive is saying I need to add fuel in that VE cell again but I'm already at 99? So how I work this out against WBfactor and what over rules what? Does WBfactor take charge over LTFT? So I adjust global for WBfactor meaning it will also effect LTFT but the % is different?

(note) The log was many pulls and a small drive into this so could that previous data not of given me an accurate LTFT data on the last 2 pulls?

As a recap the car seems to pull well and holds the boost at 25psi good and seems my fuel is safe. I have yet to adjust the AFRest table as for now I wanted a safe tune to learn and then I can go leaner and then know what to adjust from that which in fact I think I need to do first to get a more accurate log and then adjust my settings to suit that specific log. but for a baseline I'm starting here.

This log I'm attaching is my last log of the drive with many pulls as I stop and setup the WGS duty and the last 2 pulls starts from 1190.00 Secs. Those last 2 are the final pulls. 1190 secs is the over boost to 34psi as duty of 83.3% and the last pull 1331 secs is the better boost of 25 ish PSI at 81.2% WGS duty.

Based on this, is the logic above correct to better correct and if so great I am learning then? If NOT, I assume its due to the WBfactor and LTFT part I'm not getting correct as an assumption?

Once I know this part I'm going to start working on a Maxoct table for AFR ( don't know how to actually come up with on really ) and then I can use what I HOPE I learnt above to apply that to the the new log.

As a side note I have done some SD ECU auto adjustments (as a trial and not actually saved them) and most times it tried to remove some cell values/fuel but the STFT is pretty good at being around the -/+3% but likely does need more work. Again based on cruise this will get done after my WOT tuning is done

Let me know if I'm getting in the right path to learn this well enough to proceed.

Thanks all

Bobby
 

Attachments

  • log.2022.06.12-04.elg
    1.2 MB · Views: 13
Last edited by a moderator:
What fuel are you running?
Global fuel will have a small impact to idle and very little impact to dead times, so you can dial in your global so that the full boost at peak VE stays at or just under 100.

and, if you are slightly rich at 100, you can just pull fuel out by lowering the ve number (95)

bigger numbers in ve go rich lower numbers go lean
 
What fuel are you running?
Global fuel will have a small impact to idle and very little impact to dead times, so you can dial in your global so that the full boost at peak VE stays at or just under 100.

and, if you are slightly rich at 100, you can just pull fuel out by lowering the ve number (95)

bigger numbers in ve go rich lower numbers go lean
im running pump fuel 99 oct MON rated. its 0% ethanol.

from reading global adds or removes fuel across the board or at least thats how someone put it. it might not be a huge effect as its only a small % i need to adjust for really.

its asking me to add fuel which would take me over the 99 VE cell its in so thats why I think global would be the ideal route at first.

im currently trying to figure out the best way to draw up an AFR table. any ideas how i do this for my needs in circuit racing?
 
regards boost control, you could read a thread on this for some ideas. Basically, there is a duty cycle number you are looking for that achieves the target boost you want. What you want to avoid is trying to overcompensate in the duty cycle table in the area where you have little control ( the spooling range )

For my evo-pill + factory BCS setup on a big 16G, check out this thread:
ECM Tuning forms -1
ECM Tuning forum -2
The whole thread
 
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im running pump fuel 99 oct MON rated. its 0% ethanol.

from reading global adds or removes fuel across the board or at least thats how someone put it. it might not be a huge effect as its only a small % i need to adjust for really.

its asking me to add fuel which would take me over the 99 VE cell its in so thats why I think global would be the ideal route at first.

im currently trying to figure out the best way to draw up an AFR table. any ideas how i do this for my needs in circuit racing?
AFR table? like your direct access AFR targets?

I found my targets based on the following ideas -
1. No knock - anywhere.
2. 10.5 should be safe for max boost - if it is knocking at 10.5, something else is wrong
3. Timing is better than boost. - if you have to make a tradeoff between PSI and timing, go with lower boost and more timing.
 
AFR table? like your direct access AFR targets?

I found my targets based on the following ideas -
1. No knock - anywhere.
2. 10.5 should be safe for max boost - if it is knocking at 10.5, something else is wrong
3. Timing is better than boost. - if you have to make a tradeoff between PSI and timing, go with lower boost and more timing.
Yes the table that it wants to get towards for your AFR. Mines still stock so very rich, being racing im going to spend alot of time in throttle at higher rpm's and want a pretty good reliable target while having somewhat decent spool which i know can result in timing not just fuel. So i have not found the BEST way to plan for that yet as im still reading up on it
 
regards boost control, you could read a thread on this for some ideas. Basically, there is a duty cycle number you are looking for that achieves the target boost you want. What you want to avoid is trying to overcompensate in the duty cycle table in the area where you have little control ( the spooling range )

For my evo-pill + factory BCS setup on a big 16G, check out this thread:
ECM Tuning forms -1
ECM Tuning forum -2
The whole thread
I shall check this out more and read in more detail. What he is saying is not what i read on here about setting it up but the way he is on link forum might be for the error correction also which im not running. Im just running straight control of % and thats it. I dont want any error correction stuff.
 
I shall check this out more and read in more detail. What he is saying is not what i read on here about setting it up but the way he is on link forum might be for the error correction also which im not running. Im just running straight control of % and thats it. I dont want any error correction stuff.
The ECM tuning post is mine, I can answer any questions on what I found or wrote
 
Yes the table that it wants to get towards for your AFR. Mines still stock so very rich, being racing im going to spend alot of time in throttle at higher rpm's and want a pretty good reliable target while having somewhat decent spool which i know can result in timing not just fuel. So i have not found the BEST way to plan for that yet as im still reading up on it
I am running a modified stock table for AFR targets, but not modified by much. The first most important change is to the rich parts of the table. I brought them up off the floor, 10.1 is the most rich I have anywhere in the “unknown” boost and RPM areas. The most rich I target in the knowable areas is 10.5. These targets allow you to “see” . Many WB are blind below 10 AFR. Just getting the gauge readings off the floor will help you see control of the mix.
 
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