1g dsm with dsmlink v2 and maft help asap

[636chris]

I have a 1g dsm with dsmlinkv2 and fic 1050 inj. What should my settings be on the translater for proper use with the link ? I've searched but can't find a definite answer . I need help asap . I dont have a manual for the tranlater

 

[92AWDHX40]

I use dsmlink and bypass the TRANSLATOR at least thats what i use when i have link but i have 3.

 

[636chris]

i think i figured it out thanks

 

[NOSLO2PT0]

Set all the MAF-T settings to 0 or stock/base settings. Just make sure the MAF is set for 1G.

 

[636chris]

I got the maft dialed in now. I just wired my wideband into the baro input for data logging . By any chance does anyone know what the aem eugo reads with the car off with the key on ? mine is reading around 13.5 . my inovate i had on my other car used to go to full lean when just powered up

 

[636chris]

Ok so new problem we tuned the fuel trims and all that good stuff,but when the car hits the 1500hz mark it goes crazy . It breaks up almost like fuel cut . Is this a bad maf or maybe is backwards? What should the dip switches look like on the translater for 1234 . Can anyone help figure this out?

 

[NOSLO2PT0]

Wow. Took me 3 seconds to find on google.

http://www.google.com/url?sa=t&sour...sg=AFQjCNEbHlvt77_ItRhiFqXAW9H-fuE6Yg&cad=rja

 

[636chris]

Thanks I tried Google but I couldn't find anything pertaining to my issue with the maf dreaming out at 1500 Hz .

 

[636chris]

What should the dip switch settings look like all off or ? Mine is set 12 off 3 on 4 off

 

[NOSLO2PT0]

Those settings are correct, assuming you have a 3" GM MAF and not a 3.5"

What are your IDLE/MID/WOT knobs set at? Your base should be at 0, along with all the other knobs at 0 as well.

 

[636chris]

Idle mid and wot are zero. I thought base 2 was for stock injectors as im running the link ? So what your saying is zero everything out completely and leave dip swtich 3 on .

 

[NOSLO2PT0]

Base 2 is pulling out 10% fuel across the board. What is your global fuel setting on Link? Do you have your fuel sliders 0'd out in Link as well? Datalog a pull that is recording airflow and wideband readings and look at what is happening at 1500Hz when the car starts acting up. That will tell you what is going on.

 

[636chris]

At 1500hz its pulling timing and reading crazy air flow almost like there's a boost leak. I just replaced the maf with another known working one, but i haven't had the chance to try again with my tuner. I do not have a boost leak , Ive done three tests and have not come up with anything. I cant post a log as my laptop doesn't have internet access. To confirm base idle mid wot and aux all zero. 1,2 off ,3 on 4 ,off.

 

[yukiz]

post a log so i can see where you at in terms of fuel trim LTFT Lo and LTFT Mid. and i'll tell you what knob to adjust. did you use Base 450CC on maf-t?

 

[red92tsi]

What version is your translator? Aux 0 Base 2 is for 450 injectors on the newer version.

 

[636chris]

i MAF Translator (90-94) DSM - GVautosport this is the translater i have

I'm tuning on dsmlink v2 my ltft low and ltft hi are both within +5 -5 of zero . my car was in the process of being tuned professionally until i had the problem with the maf . I'm just trying to double check to make sure my translator is set correctly before i waste my tuners time.

i currently have base 2, idle,mid,and aux 0 dip 12 of 3 on 4 off. Is this correct or should it be base ,idle,mid,aux all 0 ?

 

[yukiz]

make sure your MafComp looks straight as on my settings to get the fuel trim dialed correctly. i did adjust the idle knob, mid knob, but do not adjust wot know cause you dont need yet. im in process retuning my car so i'll give update..

 

[dral24]

i had to put my injector output to a higher cc size cause during a pull it would lean out

bad video but air fuels read just outta ideal still have fine tuning to do first i need v3 tho!!
Darrells laser - YouTube

 

[636chris]

Mine wasn't leaning out it was going pig rich

 

[livedsm4g63]

ECMTuning, Inc.

If your maft is zerod out follow that.

Also take a look here

http://www.jeffgst.com/

 

[636chris]

I've been asking the same question for days . What is the correct settings on the translator . I have gotten 3 different answers , which one is correct? base 2 everything else zero, dip 12 off 3 on 4 off ?

 

[NOSLO2PT0]

Open upthe box and tell us what version you have. There were 2. there was V1.2, and V2.02. It will say right on the chip inside the box. But in a nutshell, you have the dipswitches correct.

 

[dral24]

I've been asking the same question for days . What is the correct settings on the translator . I have gotten 3 different answers , which one is correct? base 2 everything else zero, dip 12 off 3 on 4 off ?

i have my aux nd base set different for larger injector size but dips should be
off for 3 inch on for 3.5, off for 1g on for 2g, on, off
here maybe this will help


MAF Translator DSM-1G
Software Rev 1.3

Kit Contents
1-MAF Translator
1-Male spade terminal
1-TAP connector
1-long Ty-Wrap
1-instruction manual

Introduction:
The MAF Translator is a conversion interface to allow the use of late model GM Mass AirFlow (MAF) sensors on Mitsubishi DSM (Eclipse,Talon,Laser) vehicles. The late model GM MAF sensors offer lower intake restriction than stock which boosts horsepower and improves turbo response. Inside the Translator there are several user adjustments which permits tuning of the airflow signal to the ECU (Engine Control Unit). Increasing or decreasing the airflow signal sent to the ECU will cause the ECU to deliver more or less fuel to the engine. The controls in the Translator allow adjustments under different operating conditions (idle, cruise, boost) to allow the tuner to tune for optimum horsepower. The Translator also has a Fuel Cut Limiter to prevent the ECU from cutting off fuel delivery at high boost, and an AUX adjustment for controlling fuel differently when a trigger wire is energized (to compensate for other fueling equipment such as N2O, Propane, or Alcohol injection)


Installation on a 1G DSM (1990 – 1994 Eclipse, Talon, or Laser).
The Translator is a straightforward plug-in installation. Follow these steps:
1. Remove the factory AirCan/MAS, unplugging the wiring harness.
2. Install the new Air Filter on the new MAF.
3. Install the MAF+Filter in place of the original AirCan/MAS. 3" MAFs are the same connection size as the original, 3.5" MAFs will require an adapter or a larger pipe to the turbo. Orient the new MAF such that the internal divider is vertical.
4. Plug the Translator MAF plug into the MAF making sure the latch engages correctly.
5. Use the supplied TAP and SPADE connectors to connect the white Translator wire to an RPM signal. The CAS (Crank/cam Angle Sensor), pin 2 (black wire), is a good place. Alternatively the TACH signal from the Power Transistor module can be used (white wire, pin 4). The signal needs to be a clean, logic level signal, no coil terminals.
6. Plug the Translator into the vehicle wiring harness. This plug is not a perfect fit so some patience is required to ensure that the plug mates correctly and no pins are pushed out. Ensure the connectors mate to the line on the gray connector. Ensure the PINK wire from the Translator line up with the RED wire in the vehicle harness.
7. Locate the Translator box in a location that is away from direct heat or water spray/splash/drip.
8. Remove the Translator cover (4 screws), When the vehicle is Keyed-On, the 2 LEDs in the Translator will turn on for about 1 sec then go back off. Apply moderate bending force to the Translator plug/vehicle harness plug in several directions while watching the Translator LED's. If the plugs are properly mated, the LEDs will stay off, if the LED's flash or turn on, repeat step 6. The Brown/Gray/Black wires are the usual bad-fitting connections. Try bending their connector pins toward the side of the connector body SLIGHTLY and re-connect. Once the connection is good, wrap the supplied Ty-Wrap around the connector to ensure it stays together.

Controls:
The Translator has the following controls:
MODE SWITCH – a 4 section "dip switch" for setting the basic vehicle/translator parameters.
BASE – this 16 position (0-F) dial is used to set the general airflow scaling. This adjustment affects the entire operating range and is generally used to match the Translator and MAF to the selected injector size.
IDLE – This 16 position (0-F) dial is used to adjust the airflow signal during engine idle conditions. It can also be used to compensate for modified PCV (crankcase vent), fuel pressure setups.
MID - This 16 position (0-F) dial is used to adjust the airflow signal during moderate acceleration conditions. This mode is active between 1 and 8 psi boost (approximate)
WOT – (WOT=WideOpenThrottle) This 16 position (0-F) dial is used to adjust the airflow signal during heavy acceleration conditions. This mode is active above 8 psi boost (approximate)
AUX - This 16 position (0-F) dial is used to adjust the airflow signal during heavy acceleration conditions when the purple TRIGGER wire is activated. This mode is active above 8 psi boost (approximate)

Green LED
OFF = idle
DIM = Part throttle/cruise
ON = MID
Flashing = The Translator has detected a loss of RPM signal.

Red LED
OFF = No WOT modes are operating
DIM= WOT mode
ON = WOT mode and AUX Trigger is activated.
(The Red LED will blink when setting the dials to indicate the change was recognised)

Initial setup:
Set the MODE switch to match the vehicle configuration.

MODE SWITCH: set as follows
1 – OFF for 3" MAF ON for 3.5" MAF
2 – OFF for a 1G (90 – 94) vehicle ON for a 2G (95 – 99) vehicle
3 – OFF for NO Fuel Cut Limiter, ON to PREVENT FUEL CUT
4 – OFF for Flat AUX fuel control, ON for Contoured AUX fuel mode.

Set the BASE dial according to the table to match the installed injectors.
If the vehicle ECU is equipped with a 'CHIP' that compensates for larger
injectors, then calculate the BASE setting as follows.

% change = (1 - (Injector size of ECU / Injector size installed) * 100

eg. Stock ECU = 450, 550's installed 1-(450/550) *100 = 19%
(the Translator must be set to 20% lean for 550's. The BASE 4 setting is for 550's)

BASE Dial: set to match injectors and fuel system.

Dial Setting % flow change Injector size Dial Setting % flow change Injector size
0 0 Stock (450) 8 -40% 750
1 -5% 475 9 -45% 820
2 -10% 500 A -50% 900
3 -15% 525 B -55% 1000
4 -20% 550 C -60% 1100
5 -25% 600 D -65% 1250
6 -30% 650 E +10% 400
7 -35% 700 F +5% 425





Idle, Mid, WOT, and AUX all follow the following table.

Dial Setting % flow change Dial Setting % flow change
0 0 8 35%
1 5% 9 -35%
2 10% A -30%
3 15% B -25%
4 20% C -20%
5 25% D -15%
6 30% E -10%
7 35% F -5%


Tuning and Adjustment
The user must have access to some feedback tools. Although rough tuning can be accomplished by the seat-of-the-pants method, a Scantool is extremely valuable in determining the best settings of the Translator. The ECU does not update its learned fuel trim values all the time and a perceived change could be learned out once the fuel trim updates activate. Some amount of drive-time must be allowed so the ECU can adjust to the changes.

Begin with the BASE setting selected for the vehicle configuration. The BASE setting must be accomplished first since the BASE correction factor is always active. Check the fuel trim at steady road-load cruise (35-45 mph) once the ECU has had some time to adjust. The trim should be between 90% and 110%. Use the "Fuel Trim" for tuning, the "O2 trim" is misleading since it is scaled differently and does not track the required fuel tuning very well. Once the BASE setting is correct, leave it alone and adjust the other dials to accomplish your desired tuning.

Most cars will run very well with the BASE tuned correctly and no other changes. If there are vacuum leaks, the IDLE dial may need adjustment to bring the idle fuel trim into the center of its range. Conversely, a rich idle caused by injectors can be tuned out with the IDLE dial. If the fuel trim is 'low' (less than 90%) turn the IDLE dial counter-clockwise to correct it. The dial adjusts about 5% per 'click'.

The MID dial is adjusted to tune the fuel delivery during mid-throttle operation, 1-8 psi boost. By turning the dial counter clockwise the fuel mixture can be leaned out to enhance turbo spool-up. Leaning the fuel mixture can lead to detonation if octane is insufficient. Turning the dial so lean that the O2 sensor shows less than .500 volts will result in reduced performance. The optimum, setting is somewhat car/configuration/octane dependent. Running the highest octane available is the best way to ensure optimum performance.

The WOT dial is used to adjust the fuel delivery at full throttle. . By turning the dial counter-clockwise the fuel mixture can be leaned out to increase horsepower. Leaning the fuel mixture can lead to detonation if octane is insufficient. Turning the dial so lean that the O2 sensor shows less than .800 volts can cause excessive detonation. The optimum, setting is somewhat car/configuration/octane dependent. Running the highest octane available is the best way to ensure optimum performance.


The AUX dial is used to tune fuel delivery when the AUX Trigger wire is energized. The AUX setting is ADDED TO the WOT setting. If WOT is –5% and AUX is –5%, the when the Trigger wire is energized, the total adjustment is –10%. When the MODE 4 switch is ON (Contoured AUX mode) the fuel adjustment is corrected with the RPM signal to more closely match a "fixed-delivery fuel modifier". Examples include Alcohol injection, Propane injection, N2O injection. For Alcohol and Propane, the AUX dial should be set in the lean range to compensate for the 'fuel' being added. Connect the purple wire so it will be energized when the Alcohol/Propane system is activating. For Nitrous Oxide, the AUX dial should be set in the rich range begin, and leaned out only as the tuning progresses to ensure no detonation occurs. Connect the purple wire so it will be energized when the Nitrous system is activating.




A note about tuning WOT fuel delivery: Detonation (ping, or spark knock) is the enemy of every engine. This is ESPECIALLY true of turbocharged and supercharged engines. Occasional detonation of pump gas is not unusual. Heavy detonation on pump gas, or any detonation on race gas indicates a problem. Continued operation under these conditions will result in broken parts. Head gaskets, pistons, and bearings all take a tremendous beating when a boosted engine detonates. Avoid detonation under all circumstances.
The Translator is a tool to adjust fuel delivery and increase the performance of your vehicle. Like any tool it can be misused and can cause damage. Proper use of the Translator (using a scantool for tuning) will enhance the vehicle performance and owner enjoyment. Ramchargers is not liable for misuse of the Translator and any engine damage caused by its use or misuse.


Troubleshooting:
If the installation and tuning does not progress as the steps indicate, the translator signals can be checked according to the following table.

Wires to MAF sensor:
Pink - +12 volts
Yellow - MAF frequency signal
Black – ground (0 volts)

Wires to Vehicle:
Pink - +12
Green – Translator frequency signal
Black – Ground (0 volts)
Brown – ATS (Air temperature signal, fixed at 80 degrees)
Gray – BARO (Barometric pressure signal, fixed at 3.9 volts)
White – RPM signal, connected to CAS sensor.

No LED blink at key on: check power feed to Translator, check connections, check fuse.

Green LED is blinking: If no RPM signal is present and the MAF signal is 50 grams/sec or higher (for .5 sec) then the Translator switches to 'backup mode'. In Backup Mode, the dial selection is according to the following table:
IDLE < 10 grams/sec airflow
MID > 65 grams/sec airflow
WOT > 120 grams/sec airflow
The engine will run perfectly well in backup mode, Contoured AUX mode will not work though.

 

[636chris]

According to the post above I should have everything 0 with dip 3 on. The the confusing thing is that other post's say base 2 is for stock (450) injectors .

 

[NOSLO2PT0]

This is why. The original post I made was for V1.3 You have indicated that you have v2.0x, which will require THIS manual to be followed.

http://www.fullthrottletech.com/attachment.php?attachmentid=72&d=1103666303

In other words, someone else was correct in that you should have AUX=0, Base=2 for your settings. And switches 1&2 should both be off for a 3" GM MAF.