ECMlink ECMLink V3 (I'm impressed)

[turboglenn]

I downloaded this to get familiar with the changes from the first release so that i could make sure i had my info correct when trying to help others on here. Well, what i got was a very pleasant surprise, the system is actually a lot easier than the older unit was IMO, as well as them keeping the cost very much inline (especially for the added features and user friendly-ness)

I must say Kudos to those at ECMTuning, you're doing a kick ass job, and i really am liking the product (and pricing) - and this is coming from a hardcore stand alone guy who's always had a sore spot where "piggybacks" are concerned - You guys/gals are doing something really, really right over there for me to be able to honestly say something like that, let me tell ya

 

[jed344]

I will agree with you fully i have used a few tuning devices over the years with past cars and ecm link v3 is by far the most usuar friendly. hondata kpro was pritty easy aswell. but opensource with romraider to modify maps for my wrx was very much scary...

 

[Boostinsideways]

ECMLink is pretty much full standalone territory for half the price. Lot of dsmers don't understand how good we have it and bi*** about the cost of ecmlink. I came from cars where you pretty much had to build a custom ecu harness and run haltech/aem/etc or short of that Megasquirt, and the best option for that was a diy kit. So not only where you gonna be into it the same amount as you are with v-3 lite at a bare minimum (MS DIY) you had to build your own ecu....

 

[turboglenn]

yea, i hear ya, normally i'm die hard on the Haltech scene and wouldn't go many otherways that aren't also full stand alone (i like the complete control) but for mitsubishis i have to say this system is awesome, and you can't beat the price IMO.

The only thing that i don't like is that it's using the stock harness (but thats' also it's blessing) the stock harness over the years of working on and replacing engines and transmissions has shown some ugly issues from heat deteriorated wires and hidden shorts ( so on these older high heat exposed builds i feel best laying out a new custom harness from scratch) but hell still, i'm so impressed with it adn happy to see the price has stayed very rteasonable that i wouldn't hessitate to run this system in my own car had there been any sign of a stock ECU/harness left in it after the first year (ripped it out and installed the E6k - now on an E6x)

well, not much to say other than if i did another DSM and didn't have a stand alone on hand i'd go ECMlink in a heart beat

 

[BrokenTsi]

Ive never used a stand alone, but as I use ecmlink more and more, I am ready to tackle on a haltech or AEM. I find myself using more of the features of Dsmlink that most don't. It truly is a very impressive tuning device.

 

[turboglenn]

Ive never used a stand alone, but as I use ecmlink more and more, I am ready to tackle on a haltech or AEM. I find myself using more of the features of Dsmlink that most don't. It truly is a very impressive tuning device.

I would say unless you find yourself needing more programmable PWM or digital outputs; or want to gut the car of anything un-needed including much of the OEM harness and such, that ECMlink will probably do you just fine. But, there are some things with the stand alones that you can't configure ECM/DSMlink to do.

As far as AEM vs. Haltech.. You know my personal choice, but from an outside point of view, with haltech you don't need an injector driver box or anything like that (a basic haltech can run 16 high impedance injectors or 8 low impedance) And haltech's have been around much longer so finding info for trouble shooting and support when it comes to the units you really can't go wrong with a haltech.

My only other thing that makes me still prefer a stand alone of most any brand is the fact that it can go from car to car, engine to engine (1 to 16 cylinders for haltech) and be configured in several different ignition and fuel firing modes (sequential, 2 bank batch fire, multipoint etc.. as well as sequential ignition to allow proper use of a COP setup)

And as far as all stand alones are concerned it pays to skip past the plug-n-play units unless you think you may have some chance in hell to be able to put things back if you ever need your OEM warranty - but they deny those for things as simple as coffee stains or farting in the car (i had an engine warranty denied and cancelled because the tires i was running were 10mm wider than OEM spec - so yea they can deny a warranty claim for ANYTHING all because you put rims on the car.

YOu go through a little more learning with the universal models as well as needing to actually do the wiring (which IMO is just a great excuse to do the ultimate wire tuck). But, the things you learn will help you trouble shoot so many other things in the future should you have an issue, that it's really worth the extra time reading the manual and coming to understand trigger edges (rising and falling) and things like "smart" and "dumb" ignition modules/ignitors.

Hell even if you go with a PNP model or don't even go stand alone that stuff is worth learning because when you know your systems wiring and operations inside and out you can usually trouble shoot any running issues before you even have to do much more than testing a few things with a volt/Ohm meter and pulling a spark plug or two.

One thing i'd like to see on ECM/DSMlink is a live engine data page (and it may already have that and i just don't know) but being able to see your sensor's readings and watch your cam and crank triggers firing live on screen you don't have to do much more than break out the laptop to figure out any running issues. For instance, the other day my car was running really rough, consuming fuel and kept stalling on me. I drive home, hookup the old pentium 233 ( don't laugh it's a tough notebook and i love it) I pull up the engine data screen and see that my coolant temp sensor is reading -40* F, I get out jump the sensors pins (which should make the temp hit max reading instead of minimum) and find out that there's no change which meant a break in the wiring, pull back 2 inches of the loom and bamn, there it is. a solder joint broke during the clutch swap... Five minutes for the soldering iron to warm up and a piece of heat shrink tubing and i was back in business

 

[gofer]

For basic troubleshooting Glenn, ECMLink does have loggable parameters for engine coolant temps, MAF, baro, IAT, IPW, TPS, etc. What it doesn't show, and its funny that you mention it since I was talking to a BMW tuner about this the other day, is CPS/CAS signals which would be AMAZING. (Huh Craig?) I've never touched anything but ECMLink and, in the last 3 years I've ran/tuned my car using Link, its improved 10 fold since then which is amazing.

I can't say my experience would be nearly as good without the support from the owners, Tom and Dave, or from the users, specifically our own site staff Brian, Eric, and Craig. They've all created their own Excel programs to assist users tuning ECMLink running Speed Density, then shared it with everyone. ECMLink has also built their own injector testing station using the DSM injector driver circuitry, now we can see which injectors work best with our ECU.

 

[Boostinsideways]

I would have to agree with Corey. The best thing about link is the community. We have nearly continuous development and sharing. If it wasn't for that the dsm world in general, and link users specifically wouldn't be in the position we are in today.