Just so you know: 780's = 750cc, and 680's = 650cc. They are the same exact Delphi injector. Some vendors just "choose" to rate them much higher than they actually flow. Don't pay extra for "680's" or "780's", thinking you are getting 30cc more flow.
I typically recommend 750's. They are more...
There is *supposedly" an EPA waver for the Readiness Monitors in your car:
OBDII Emissions Testing and the DSM - DsmWiki
Personally, I would swap in a 1998/99 flash ECU with the readiness tests completed to avoid the problem completely.
The complete drive cycle is listed in the 2G DSM CD...
To run a 1995/96 motor with a 1997+ ECU I believe the correct injector firing order is 2-4-3-1, which is exactly reversed from stock. I think you will find that the car idles fine if you swap the injector wires at the ECU, Swap pins 1 and 14, pins 2 and 15.
What Openport 2.0 cable drivers did you use? Where did you point the PC when you plugged in the cable and it asked for drivers? You MUST install ECUFlash FIRST, that is where the drivers are.
Just get on car-part.com and buy a new 2G MAS (air flow meter). They can be found for VERY cheap, since they were used on so many Mitsubishis in the 1990's.
But, with an AFC you should be able to add enough airflow at idle and lower rpm's to make the fueltrims happy, and not get a CEL. My...
If you are trying to talk with a 1995/96 ECU, you need v2.5. Hamish is trying to fix the broken MUT-over-OBDII protocol in v2.8. Contact me at [email protected] for v2.5 if you are a legitimate user of EVOSCAN.
As far as I know, the map tracer function is only for EVO owners. I believe Ceddy is trying to convince Hamish to make some changes needed to make it work with a 2G ECU.
You are better off with a 1991/92 Turbo ECU IMO, as they don't have all the emissions stuff that the 1994 ECU's have. The maps are identical from year to year, but vary very slightly from AWD to FWD. Not enough to worry about. The only good part of 1994 ECU's is that they don't have leaking...
Have you checked for boost leaks? It could be that the MAS is seeing much more airflow than indicated on your boost gauge, so you are on higher, more retarded timing maps.
You can't go by the latencies on EVOM. They have MOSFET drivers in their ECU's, which are MUCH faster than the ones in your ECU. In general, you will need to add a lot more fuel.
IMO, between the 3G MAS and the 720cc injectors, you are going to be removing way too much airflow signal to get a decent tune. You will have WAY too much timing advance, unless you are planning on running racegas.
1) The 1991+ MAS should be 100% plug-n-play in a 1990.
2) An EPROM ECU allows you to plug in a modified chip, to compensate for bigger injectors, newer MAS, remove limiters, etc.
Timing advance is not the same as "pulling timing". In fact, its just the opposite. Higher numbers are generally good, to a point the higher the numbers without making knock, the more power you will make. "Pulling timing" makes the numbers lower, LESS timing advance, and makes less power.
Do you...
You are logging a 1995 ECU, or logging the E-manage unit? I find it hard to believe that Greddy has bothered cracking the weird 1995 protocol, and included it in their software.
Are you able to log the MAS Hz (MAFRaw) in ECMLink? The GM MAF adapter that they sell steps the frequency down to the range that the ECU is able to deal with, so you should be able to log ~500-600 Hz at idle, if I recall.
It sounds to me like your FPR isn't raising the fuel pressure 1:1 with boost. Have you made sure its getting a good boost reference? Have you tried bypassing the FPR solenoid?
Yes, if you think about it, the CAS is rotating in the opposite direction between a 1995/96 Cam Sensor, and the 1G or 1997+ CAS. So, the injector order needs to be reversed, as well as swapping the spark plug wires. As Mike96 has said before, this changes the injector firing order to 2-4-3-1, as...
I have another (better) option for you: sell the EPROM ECU (or trade it to me) and use the money to buy a 1998/99 Flash ECU setup, with your own Openport 2.0 cable and EVOSCAN. You will be able to log 10X faster than your 1995 ECU, and have much more control over tuning.
Can the E-manage even...
Does your AFPR diaphragm hold vacuum if you suck on the vacuum nipple? A torn diaphragm will leak down. Some AFPR's also leak from the adjustment nut, and need some teflon tape to seal it.
Do you have anything else tee'd into the vacuum line to the AFPR? I prefer NOT to tee the boost gauge or...
Exactly *how* with EVOSCAN are you seeing 25-38* of timing being pulled? I'm not aware of any logged value that shows pulled timing. Or, are you seeing 25-38 knocksum, which would mean 8-13* of timing being pulled?
So, you are sure, as checked by grounding the timing terminal and with a timing...
1) The Lucas "1200cc" injectors actually only flow ~1120cc on average.
2) They have rather huge deadtime, so you need to add 400-500uS or you will be lean at idle.
They are my Excel charts, so I would have to say they are accurate. ;)
However, those charts are actually comparing the MAS compensation maps in the code to each other, which isn't exactly the same as what fuel correction you would need. For example: if the code has to multiply the airflow Hz...
You will have to get it retuned. The fuel pressure is supposed to rise 1:1 with boost, to maintain the same 43psi differential pressure across the injectors at all times.
Everything I put on that site for 1G DSM's can easily be applied to the 2G code, if one has even the slightest initiative. All you need to do is ask the right questions if you need help. I don't bother answering questions like "can someone just give/write me the code to add a knock gauge", etc.
I have found that if the thermistor inside the MAS gets fouled by oil it causes a false high temperature reading. Its a small pinkish orange diode that you can see sticking up into the airflow. Make sure its cleaned off well. Spray it with some carb cleaner. The grease/oil across the diode can...
These are the only two I recommend:
Steve Piette in Chicago:
DSM (Talon Eclipse Laser) and 3S (3000GT and Stealth) ECU Service and Repair
[email protected] Mertz - Maryland
ECMTuning, Inc.
I don't use a stereo plug. I use a 2-conductor mono plug, Radio Shack part #274-0289. Its really strange, because all the 12-pin flash adapters I got from Limitless were mono, but the ones I get from Tactrix are stereo. The jack appears to be mono to me, but its hard to tell for sure without...
Is the 055 MAS an E5T05071? If so, it should have an oval outlet, not round, and it flows the same as the 2G #609.
I don't know anything about a #442 MAS, and if I don't have it listed, its probably a low HP MAS.
With the AFPR and 255 pump you could raise the base fuel pressure to stretch the injectors a bit. At 50psi you will have 7% more fuel, so not only can you raise the boost a bit, but you can pull more 7% more airflow across the board on the AFC, which will add a little timing advance.
The GM MAF is finicky enough about how its mounted, what diameter pipes or adapters you use, or if there are any bends near it. Removing the screens will just make it even worse. Bad idea.
#21 is your problem. I guessed that after reading your first post. The wiring to the coolant sensor always gets hard and brittle, making a bad connection, so the ECU thinks the car is always -40*, so it runs VERY rich. Check out the wires to the 2-prong coolant sensor at the thermostat.
No, all the 3G and EVO8/9 MAS's have a 3 1/8" outlet, the same size as the stock 1G aircan. So, it makes it easy to use intakes designed for the stock 1G MAS, but tough to match up to an oval 2G intake pipe.
If you have an AFPR, drop your base fuel pressure to 35-37psi, to minimize the amount of airflow Hz you need to remove. You will probably also have to move your base timing back 1-2* to be able to run any decent amount of boost.
I actually did a chip just like that a few months ago, with limited success. I used the A/C input of the ECU, tied to the brake light switch. It retarded the timing when the brakes are on, and went back to full timing advance as soon as you lifted your foot off the brake.
But, from talking to...
Years ago, before there were chips to compensate for larger injectors, there was a mod you could do to make the AFC behave a little better. Instead of connecting the TPS wire from the AFC to the TPS output, you connect it to the output pin of the MAP sensor instead. That way it makes corrections...
If you have EVOSCAN, what are the LongTerm FuelTrims (LTFT's) doing? If you are using Ceddy's data.xml file, you should have a LTFT (LOW) and LTFT(MID) that you can log, which will show if the ECU is adding or removing fuel.