ECMlink 1G E85 Tuning

[Tetsu]

I switched to E85 after installing 2150 injectors and the hellcat fuel pump and now it runs super lean. Anyone able/willing to look at some logs? Thanks.

 

[Tetsu]

it’s not about the pressure it’s more about the volume. Max out your Big 16 G first they are a ton of fun. My backup turbo is a Big 16G

Volume. Ok! Soo much to learn. How do I know when the Volume is maxed out?

 

[Justin DuBois]

Volume. Ok! Soo much to learn. How do I know when the Volume is maxed out?

That would be the case when your engine consumes more than the compressor can push out - psi drops before redline.

 

[1990TSIAWDTALON]

Post a log. We can all look.

 

[DarkKnight86]

To change you fuel settings, you go to ecu config (log). Go to the fuel tab and you can adjust global fuel and global dead time. When you press calculate there is more settings. You will be able to adjust your injector size, which is showing 993cc, your base fuel pressure is set to 37 psi, and the stoichiometric ratio is showing 14.7, it should show 9.8:1 I do believe for e85.

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[jed344]

Set the global so the car hits target air fuel at 100 VE. Put the injector data into the INJ battery adjust table, common to sometimes need + or - 50 to 75 dead time change on top of the sheet base settings. Every single set of fic 2150's i have seen always flow in at 2250 more like on the sheet. Generally on e85 by memory -58 to -64% is the range they end up on the car's i tuned.

Your timing table is VERY conservative. 11.5-12.0 is a good place to be on air fuel target for e85.

 

[Tetsu]

To change you fuel settings, you go to ecu config (log). Go to the fuel tab and you can adjust global fuel and global dead time. When you press calculate there is more settings. You will be able to adjust your injector size, which is showing 993cc, your base fuel pressure is set to 37 psi, and the stoichiometric ratio is showing 14.7, it should show 9.8:1 I do believe for e85.

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Thank you.
Do I need to change anything in the fuel adjustment tables?

Set the global so the car hits target air fuel at 100 VE. Put the injector data into the INJ battery adjust table, common to sometimes need + or - 50 to 75 dead time change on top of the sheet base settings. Every single set of fic 2150's i have seen always flow in at 2250 more like on the sheet. Generally on e85 by memory -58 to -64% is the range they end up on the car's i tuned.

Your timing table is VERY conservative. 11.5-12.0 is a good place to be on air fuel target for e85.

I understand all of this except "Set the global so the car hits target air fuel at 100 VE. Put the injector data into the INJ battery adjust table"
and
"Your timing table is VERY conservative. 11.5-12.0 is a good place to be on air fuel target for e85."

Thank you for your response.

 

[Justin DuBois]

I understand all of this except "Set the global so the car hits target air fuel at 100 VE. Put the injector data into the INJ battery adjust table"
and
"Your timing table is VERY conservative. 11.5-12.0 is a good place to be on air fuel target for e85."

Thank you for your response.

I'm currently in the middle of re-calibrating the VE table for SD on e85 - and checked this exact thing - Global Fuel at VE 100. You can follow along from here:

This is the point in the thread where I just finished SMOG testing on MAF, and switched back to SD mode to start the recalibration process.

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[Anfurnyy]

I ran through and I didn't see it but also make sure your mechanical base fuel pressure is correct for those injectors, as well as your deadtimes in the DSMLink software.

 

[Justin DuBois]

I ran through and I didn't see it but also make sure your mechanical base fuel pressure is correct for those injectors, as well as your deadtimes in the link software.

True - I had already done the initial steps for base pressure and deadtime earlier when working in MAF mode before SMOG testing. (Incidentally this was a strategic move) - I want the off boost closed loop fuel trims and dead times to be the same between MAF and SD modes, which is why I started with MAF. After the dead times on E85 were calibrated in MAF mode, I left the dead times alone switching to SD. Then in SD mode to calibrate idle, I use the "SD VE Adjust (Combined FT)" function. This way switching between SD and MAF will result in the same idle performance.

 

[Tetsu]

Been super busy. Cant wait to try to to tune the engine again. Can one of you guys remote tune? I can pay for one of your guys service. I just want to watch/see what all your doing/talking about in real time. I might have some free time tomorrow or Saturday.

 

[Tetsu]

Ok I'm back at it guys. I upgraded to V3 ECMLink and have the ethanol sensor working and got it to idle decently but I need some help from here.

Here is the most recent cruise. Thanks in advance.

 

[steve]

Unless you can justify every change you've made in that log, I'd start back at the beginning and set it up again for your injectors with the flex fuel, SD, and wideband. What you have now looks problematic.

Fix your TPS and IPS so they work correctly. Fix the ECT fault. Work on getting the closed loop fuel trims closer to 0 and the WB to read closer to AFRatioEst. I assume this is a 1G based on the DTC but we need a vehicle profile on your account.

 

[Justin DuBois]

Ok I'm back at it guys. I upgraded to V3 ECMLink and have the ethanol sensor working and got it to idle decently but I need some help from here.

Here is the most recent cruise. Thanks in advance.

I agree with Steve. I'm going to point out some things that I would not do, and need explanation:

1. TPS - What are you using for a TPS? These settings look aggressive - maybe the sensor needs to be adjusted?

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2. No - This is not normal - Why are you using Fuel, Timing and MAFComp sliders on a Speed Density setup? If you can avoid making adjustments here you should:

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No:

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No:

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Why is MAF Clamp enabled? These adjustments should not be needed

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Over in the DA tables, there are big changes - What drove these decisions?

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Here you need to address your coolant temp, else the fuel mix will be whacko

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Speed density - Anything over 100 to hit an AFR target is a clue that you have issues elsewhere.

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As you are configured with a MAP sensor on the Baro channel, you can enable this checkbox to lock these values for the ECU error checking input.

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[steve]

1. TPS - What are you using for a TPS? These settings look aggressive - maybe the sensor needs to be adjusted?

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And the FC Offset seems way high.

No:

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And why is Global Scalar 50.0?

As you are configured with a MAP sensor on the Baro channel, you can enable this checkbox to lock these values for the ECU error checking input.

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Those are locked automatically when SD is selected but It's a good idea to be explicit.

 

[Tetsu]

I reset everything. Followed all the configuration suggestions. Found the code 21 water temp cel problem. About to start it up. Will post a long shortly. Thanks for all the wisdom! ^-^/

 

[Tetsu]

I will order the boost leak tester. Oh btw, the coolant cel code 21 was because the ground on the sensor wasn't tied into the sensor ground pin 24 on the ecm. The sensors have to all be grounded on the same circuit.

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[Tetsu]

How do you check for exhaust leaks?

 

[SixBolt_16G]

How do you check for exhaust leaks?

Exhaust leaks? ITs like doing a boost leak test but just introducing air to the opposite end. I stuffed my Shop-vac (bucket and hose are clean of debris) set to blow air in my muffler. then sprayed down small sections with soapy water to.check for bubbles. The bubbles in the picture below showed me that the manifold-to-block, turbo manifold and o2 housing gaskets all needed to be replaced.

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[Tetsu]

Running better after reset and some knowledge. Here are the logs.
First one was at the beginning. Second was at the end after I figured it was getting too much fuel and lowered global.

 

[steve]

I took a quick look at the log.2025.05.10-03.elg file and it looks like we have two different ideas about what reset means. It looks like you changed some of what was pointed out but it's not been reset and restarted. Every table/map on the direct access that is bolded means it's been changed from stock the little back and forward arrows lets you compare to stock.

For example from that log this is your InjBatteryAdj (Injector Deadtime) map. These changes from stock are minor but unlikely to be correct for FIC 2150 Injectors even after adding in the 45 uS Global deadtime from your Fuel tab. Since all the other tuning parameters depend on the fueling to be accurate they will be distorted by the inaccurate fueling values.

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You'll also note that that you can see several other direct access maps that are still bold here indicating they that been modified.

On an aside, have you tested your fuel to validate the ethanol sensor reporting 68%?

A picture of under the hood might help uncover any other potential issues like why your IPS doesn't work. Or perhaps why there is such a difference between your MAP sensor and the ECU's guess at BoostEst (manifold pressure)

Edit - I think this came out harsher than intended, I tried to make it softer but didn't get there.

 

[Tetsu]

It's much better than how my ex talks to me ! Here's some pictures.

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[jed344]

Start from scratch.
The direct access still had modified values.
Set base tip in back to stock.
Set fast idle isc to stock
INJbatteryadj use values on the sheet or look them up for injectors.
Open loop max octane is enough for the moment. 11.5 is fine target for e85.
Openloopthresholds is not really going to cause you a issue at the moment anyway.
STFTandO2feedback i would return to stock values. That usually only is touched with stock o2 and a short exhaust like hood or bumper dump.

Live data
Coasting fc offset is to high but its not a giant deal.
The tps adjustment needs done as there is no way that value is right.
Global fuel needs some added as like i said before 2150cc fic on e85 always end up around low 60% if there is no mechanical issue.
SD table has some recommendations that are bad likely due to the simulating and feedback rate changed maybe.
AUX maps with the ethanol sensor.
Fuel increase at E100 is no way 63%. Generally around 30% ends up right when done tuning
The min octane % at 10 is fine. Max octane i usually set at 70% for a stock compression car. Honestly can set it even lower.
Not going to comment on anti lag settings. This is rarely needed but i know many due it just for the pops and bangs. I only have needed to really use it on cars with a 6466 or larger at the track.
This is a start anyway.