ECMlink 1G Temp stuck at 77, BARO stuck at 30.1, O2 stuck at 0.2.

[TuskeeTuner]

As the title states: temp is stuck at 77F, BARO stuck at 30.1, and 02 stuck at 0.2v - it DOES not move.
Here's the twist: the actual environmental values logged are correct - air temp cycles and reads correctly, actual logged values of BARO are around 17 to 19 in-Hg, O2 is stuck at 0.2, car doesn't go into closed loop with logged engine temp above 200* for (several) minutes. Found the setting for airflow smoothing in speed density and disabled it; car no longer bogs down when snapping throttle open. I don't have Link locked in Open Loop, but it refuses to go into closed loop. I'd post a log, but it doesn't contain any information that seems to keep the car from transitioning from open to closed loop at 200*.

Previous owner had wiring hooked up to (what I think is) a temp sensor for the EGR next to the coolant temp sensors (which both function correctly). Is this needed even though the EGR is removed?

Is there a single setting that would keep the car from entering Closed Loop once at the correct idle temps?

 

[steve]

Please post a log file, this sounds offhand like a configuration issue since locking the IAT and Baro are a checkbox option.

 

[1990TSIAWDTALON]

Is the motor running close to stoich? Mine won't go into closed loop until I get it close.
As @steve pointed out, there are some checkboxes in ECMLINK that will hold those values locked also. Look in the Misc tab, I believe.

 

[TuskeeTuner]

Is the motor running close to stoich? Mine won't go into closed loop until I get it close.
As @steve pointed out, there are some checkboxes in ECMLINK that will hold those values locked also. Look in the Misc tab, I believe.

Thanks for the reply. I know most people want to see a log, but I don't see how it would be helpful when I can barely get the car running right.
I don't know what the AFR is...probably on the rich side. No wideband or narrowband O2 yet - that'll be months out. It doesn't bog down, back-fire, or after-fire when I snap the throttle open and closed. I set the auto fan controller to kick on around 206* and it shuts off several seconds before the temp stabilizes at 176-180ish. I'll play with the VE tables and global settings again and see if pulling fuel will do anything, along with resetting base timing, and TPS %-age.

I don't have any values locked: no temps locked to 227*, no BARO locked, and I don't have ECMLink set to open loop locked. Figured out that checking "Disable airflow smoothing with S/D enabled" fixed the bogging issue. Not sure why this would need to be checked if S/D is already setup...but OK.

The temp being locked at 77* and BARO locked at 30.1 is not an issue. The actual captured values reflect real world environmental conditions.

 

[19Eclipse90]

How to load a DSMLink "Log" to a thread

 

[TuskeeTuner]

How to load a DSMLink "Log" to a thread

I saw this AFTER I was mentally finished with breaking my Laser, exporting files, and figuring out how to (improperly) attach them. I'll look into it later on tonight.
Is there a way for this thread to appear in a Search when using the ECMLink prefix?

Thanks

 

[TuskeeTuner]

Here's the two longest and most comprehensive (did I use that word correctly here) datalogs that I've obtained. The car is about 22 miles from where I live, so I can only work on it a few hours/weekly once a week.

The car ran better before I started returning certain settings back to stock. After disabling airflow smoothing with speed density, the car idled and rev'd almost like normal with just a touch of hesitation. Pretty sure it's running on the rich side. It wasn't bogging, popping, back-firing, or after-firing.

Found settings in STFTAndO2Feedback and reset them to "Toggle Stock Values."
Changing these values made the car run objectively worse...stumbled with throttle opening, and struggled to get it past 2000 or so RPM.

I adjusted the VE tables 0 RPM to 2000 RPM and load 0.0 to 7.3 as low as 45 and as high as 60 just to see what would happen. Engine idle speed picked up when set towards the lower values, and decreased when set higher. I understand this corresponds to enrichening and leaning out the mixture.

Disabled aux maps as I only have OEM (cleaned) 450 cc injectors with a new Fuelab filter, and AFPR set to 42 PSI with engine OFF. I just want to get the car good enough to run 12 psi of boost, up the driveway and back, and possibly drivable enough to either make a 20 mile drive to the community garage, or onto the back of a flat bed tow truck.

I'll throw on my Morrison Fab manifold, JM Fab street manifold, and custom turbo after I learn this car.

I know the idle switch stopped working all of a sudden. The switch itself has 12 Mohm open and milliohms closed. Either I broke another wire somewhere or the rust on the throttle body lever is preventing current flow. I'll attach another ground and clean things up next week and see what happens.

The PCV system on the forum allows the car to idle higher than ideal, but actually puts a vacuum on the dipstick at idle. It's also catching oil.

Thanks again for checking out the logs, and for skimming my observations about ECMLink. It's brand new to me. Lots of things can't be answered from reading what's published.

 

[steve]

So far only looked at the 03.04 log and want to confirm the car setup before commenting.
It's got a FP 68THA with some sort of Comp cams with 450cc injectors, fuel pressure raised to 43 psi using Speed Density tuning with GM IAT and 3-Bar MAP sensors.

Do you know if the ACT Flywheel is stock weight or lightened?
No wideband?

About half of the direct access tables/maps have been touched and there are a bunch of base settings that aren't what I would expect. Your global settings, fuel adjustment table, InjBatteryAdj, and VE Table seem questionable so I'm trying to understand why.

I suspect and I'm trying to confirm that when you turn on SD and use the factory Baro input for your MAP sensor ECMLink is going to "lock" the reported Baro value regardless of the checkbox. Same for the IntTemp when you have a GM IAT fed into the IAT input.

* This would seem to confirm it, from the ECMTuning Forum *

With Speed-Density selected as the base MAF, it doesn't matter whether the checkbox to lock IAT and Baro is marked or not. Selecting Speed-Density or a GM MAF sensor as the base MAF automatically results in ECMLink operating with locked IAT and Baro.

Dave

IAT and Baro are automatically locked when GM MAF or SD are selected for the base MAF.

Dave

Just about the only time that it's desirable to check that checkbox is when you are running a MAF translator. If you've selected Speed Density or a GM MAF sensor as your base MAF, IAT and Baro are implicitly locked, no need to check the checkbox (although it doesn't hurt).

Dave

Your changes to STFTIdleAdjRate should just slow how quickly the ECU the STFT dithering but since the O2 isn't cycling it's not going to do anything while your in open loop that I know of. I don't understand why you would have seen what you did unless there were other changes at the same time.

 

[TuskeeTuner]

So far only looked at the 03.04 log and want to confirm the car setup before commenting.
It's got a FP 68THA with some sort of Comp cams with 450cc injectors, fuel pressure raised to 43 psi using Speed Density tuning with GM IAT and 3-Bar MAP sensors.

-68HTA with blue top 450cc injectors at 42 psi

Do you know if the ACT Flywheel is stock weight or lightened?
No wideband?

ACT flywheel is noticeably lighter than the OEM
No wideband at this time

About half of the direct access tables/maps have been touched and there are a bunch of base settings that aren't what I would expect. Your global settings, fuel adjustment table, InjBatteryAdj, and VE Table seem questionable so I'm trying to understand why.

I'm going to find the stock values on ECMTuning web site and import them. I "tried" resetting everything to factory values minus the S.D. setting. I bought this car with 1200cc injectors, factory fuel rail, factory fuel filter, factory FPR, high flow fuel pump, and supposedly it was run on E85 previously. The corrosion in the fuel rail and another ruined set of injectors included with the car confirms this.

I set the fuel injector size to 450cc, set fuel pressure to 42 psi, and ECMLink does the rest.

I suspect and I'm trying to confirm that when you turn on SD and use the factory Baro input for your MAP sensor ECMLink is going to "lock" the reported Baro value regardless of the checkbox. Same for the IntTemp when you have a GM IAT fed into the IAT input.

* This would seem to confirm it, from the ECMTuning Forum *

I found this as well; and later determined it wasn't important after observing values.

Your changes to STFTIdleAdjRate should just slow how quickly the ECU the STFT dithering but since the O2 isn't cycling it's not going to do anything while your in open loop that I know of. I don't understand why you would have seen what you did unless there were other changes at the same time.

STFTAndO2Feedback settings "bricked" the car. It got to the point that it wouldn't even start. I began to revert changes one at a time until I could at least park the car for the night.
I'm gonna figure out how to import some sort of stock 1G ECU setting table.

Thanks again, Steve for reviewing this.

 

[TuskeeTuner]

Hello Gentlemen,

I downloaded the STOCK tables from ECMLink and applied them to my 1G ECU. Steve is correct; the stock settings are way different than what the previous owner had. I though just clicking on reset all was all I needed...but I was wrong.

The car starts more easily than before, cold starts fine, revs with just a touch of hesitation which can be adjusted, and idles pretty much as expected.
The O2 voltage is still stuck at 0.2V and will not go into closed loop. I know the temps are good and I'm holding it over 190 with my aftermarket fan controller; even with a 160 (I think) thermostat. I know the idle switch isn't working and will look into it in the near future. I'd like to drive the car, but I need to be able to log accurate values first.

Thanks again.

 

[steve]

Better but there is still a lot things that didn't get reset as of your 2025.03.08-04 log. Go to all of the Direct Access settings and reset each to stock then save them. You also still have 900ms of extra deadtime added due to the global deadtime on the fuel tab. With stock injectors that should be 0. Also zero out the Fuel Adjustment Table, same for the Timing Fuel Adjustment Table on the Timing Tab. I don't know offhand how to reset your Speed Density VE Table but it's also not stock.

Is there a wideband in the car? (It's not configured) Is there a stock narrowband O2 in the O2 housing?

Your idle vacuum is pretty low for someone at sea level, I'm guessing those cams are a bit more aggressive than "Comp cams (very small like stock)" or the MAP sensor might be something other than a GM 3-bar.

I don't know that sort of throttle body is on the car, an underhood picture would help to see if there is something to be done about the IPS or if you need to simulate it.

 

[TuskeeTuner]

Better but there is still a lot things that didn't get reset as of your 2025.03.08-04 log. Go to all of the Direct Access settings and reset each to stock then save them. You also still have 900ms of extra deadtime added due to the global deadtime on the fuel tab. With stock injectors that should be 0. Also zero out the Fuel Adjustment Table, same for the Timing Fuel Adjustment Table on the Timing Tab. I don't know offhand how to reset your Speed Density VE Table but it's also not stock.

Is there a wideband in the car? (It's not configured) Is there a stock narrowband O2 in the O2 housing?

No wideband yet - only a new narrowband in the stock O2 location. I have nothing configured for wideband, no narrowband simulation, or anything. I've reset the direct access tables related to the O2 feedback.

Your idle vacuum is pretty low for someone at sea level, I'm guessing those cams are a bit more aggressive than "Comp cams (very small like stock)" or the MAP sensor might be something other than a GM 3-bar.

Vacuum was 17 in-Hg...didn't think it was too low or the mech timing is off. I had the valve cover off about 2 years ago and recall seeing Comp Cams installed. I'll take another look when I replace the gaskets.

I don't know that sort of throttle body is on the car, an underhood picture would help to see if there is something to be done about the IPS or if you need to simulate it.

OEM throttle body. I don't recall having a log with the idle switch working correctly or not, but the last owner had the idle switch wired up to a relay which went to the starter solenoid. Yes...that really confused me. I ended up swapping wires 6 and 14, and found one of the contact locks in the connector broken. I'll have to revisit this or swap the ECU with another ECMLink ECU.

Next time I have my laptop I'll make a note of all this before going up to the car.

Thanks for the reply. I'll look through everything again - coulda' swore I reset the direct access tables...maybe I missed something.

 

[TuskeeTuner]

I believe I figured out many of my config issues: the narrowband sim WAS enabled, but the menu was grayed out because I needed to go back, redefine narrowband simulation, then go back and un-check simulate narrowband O2. After that, the O2 voltage cycled kinda slowly and the car entered closed loop.

Reset all of the tip-in adjustments to stock and it now neutral-revs without stumbling, and the O2 voltage no longer goes to 0.0 when snapping the throttle open. I haven't figured out why TPSDelta isn't logging...but certainly my dumb luck with this hasn't run out yet.
Thanks again to everybody who was curious enough to reply with insight, feedback, and advice.

 

[steve]

I still think you need to start over from scratch but I've said that several times.

Your fuel trims are all negative so the ECU is pulling fuel in closed loop and I think the reason is you are adding 450usec of deadtime while subtracting a small amount in InjBatteryAdj.

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Again assuming stock injectors these should have stock values and the global deadtime should be 0. Until you get the parameters for fueling correct any other adjustments will be off to compensate. Your SD Configuration VE table looks like you have been fighting this.

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Maybe one of the 1G guys that's running SD can provide you with a better example. I find I don't have an good example clearly marked in my archive but here is a sample from ECMTuning where they were showing the differences between cold and hot without an IAT. See how gradual the changes are cell to cell. (I don't know what car this is from so don't use it.)

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[TuskeeTuner]

I still think you need to start over from scratch but I've said that several times.

Your fuel trims are all negative so the ECU is pulling fuel in closed loop and I think the reason is you are adding 450usec of deadtime while subtracting a small amount in InjBatteryAdj.

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Again assuming stock injectors these should have stock values and the global deadtime should be 0. Until you get the parameters for fueling correct any other adjustments will be off to compensate. Your SD Configuration VE table looks like you have been fighting this.

I don't even remember adjusting this table. I set the deadtime from 900 back to 0, and the car refused to run more than 3-5 seconds during cold-start. I returned it to 900 and it ran (as expected). I slowly began reducing from 900 back down to what's now 450, while observing how the fuel trims and O2 voltage react. I'll see how it behaves at cold start next week with this setting, and find a more appropriate setting for that function. Are there other things that should be adjusted? Yes. I'll find it and figure it out. Link is still brand new to me, I'm learning something new every time I fire up the car, and for the most part it's improving.

Off topic; had to build a small ground wire and install a terminal lug between the closed throttle switch and it's thread boss to get that working. Strange.

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Maybe one of the 1G guys that's running SD can provide you with a better example. I find I don't have an good example clearly marked in my archive but here is a sample from ECMTuning where they were showing the differences between cold and hot without an IAT. See how gradual the changes are cell to cell. (I don't know what car this is from so don't use it.)

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The only tables I could find, download, and reset to STOCK were for the min/max timing and open loop octane values. If there's a "default" speed density table, I missed it. I may not fully understand your version of "starting from scratch," I know it's not perfect right now, but it's getting better. Once I can drive the car, learn more about Link, fix all the leaks and other stuff, I'll get it to a dyno and smooth everything out. I'm talking several months...

Thanks again and please forgive my temporary ignorance.

 

[steve]

Off topic; had to build a small ground wire and install a terminal lug between the closed throttle switch and it's thread boss to get that working. Strange.

From the factory there is a metal strap from the top of the TB to one of the bolts/studs on the intake manifold to do that, ground the throttle body so the IPS works.

The problem with what you did and the result, is that so much else was wrong. Without a MAF the only way the ECU know how much air is entering the cylinders is to work backward from displacement at some pressure and temp and a map of the volumetric efficiency for the engine giving you some air mass.

The way most come up with that VE map is by running the engine in closed loop (which targets 14.7:1 AFR) and then tweek the table to make it so. However if your fuel system isn't correctly calibrated to start you wind up with a VE map that's wrong. If you later change the fueling parameters will cause issue not directly related to those changes but to the errors introduced long before throwing off the actual AFR.

 

[TuskeeTuner]

Car runs and drives - runs acceptably but not fantastic. Found a VE table on the web, downloaded the image, and copied every value cell-by-cell from the downloaded image into ECMLink. Car ran so much better.