For 1990-1999 Mitsubishi Eclipse, Eagle Talon, Plymouth Laser, and Galant VR-4 Owners. This is where the DSM platform history is documented and archived. Log in to help us in our mission, and to remove most ads from the browsing experience.
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looks like Ceddy hasnt been on in over 2 years too. That's discouraging. Is there anybody out there that can give me some pointers on tuning?
Tuning is as much an art as science.
Here are some of the methods I use with success, others my take a different approach.
Equipment
The minimum equipment required are:
Laptop/NetBook
Cable
Logger
WideBand
Laptop/NetBook
As long your Laptop is powerful enough to run Windows XP, it is good enough for logging.
I have a old 500 Mhz, 256 MB Laptop I use. Its very slow to load, but logs just fine.
Cable
The OpenPort 2.0 cable is needed for Flashing, and can be used for logging also.
The VAG 409.1 cables can be had on ebay for less then $20.
I often use one of these for logging because:
They’re cheap. Don’t worry about being broken or stolen.
They’re faster. Because it isn’t a Pass-Thru design, it is 10-20% faster then the OpenPort 2.0
They’re compatible, use same FTDI chip set as OpenPort 1.3. Just select OpenPort 1.3 in EvoScan
They’re rugged. I always worry about bumping my 2.0 cable and breaking it, or yanking the USB cable.
Logger
EvoScan is pretty much the standard for logging. Its affordable and does a lot.
Wideband
When selecting a WideBand a few things should be taken into consideration.
Minimum AFR reading. Many WideBands are geared toward NA cars, and won’t read below 10:1 AFR.
Serial Logging. Logging WideBand is a must. EvoScan supports: Innovate LC-1 and LM-1, AEM UEGO, and Zeitronix ZT-2.
Replacement Sensor cost.
I have the Innovate LC-1 and XD-16 Gauge. While it isn’t perfect, I think its the best out there at an affordable price.
I have heard from others that the Zeitronix is a very good unit.
AEM seems to make changes to their WideBand frequently, so if you are not using it with a AEM EMS it can be troublesome to configure.
95% of EvoScan users with WideBand logging issues are AEM owners, check some of the Evo forums.
People who use the analog output complain that the voltage formula is different in units manufactured at different times.
Methods
There are two schools of thought on setting up your injectors:
That your AFR readings should match your Fuel Map, then get Fuel Trims as close as possible.
Or
That Fuel Trims should be perfect, and that AFR readings are going to be offset from the Fuel Map and not match up.
I’m of the first school of though, our Fuel Maps have a nice AFR scaling so why not use it to make tuning easier.
If things are not perfect at idle the Front O2 Sensor will take over and fix it, that is why its there.
Because the fuel pump flow isn’t linear(flow rate changes with fuel pressure) and your fuel system may have restrictions at high flow rates, you are not going to get AFR to match perfectly in every cell.
But you can get close, so its within a 1/10 point or so.
Base Settings
The first step is find your Base Settings.
The best way is to find someone with the same injectors and copy their settings.
I have some example settings at the bottom of the page.
Injector Scaling
Injector Scaling is the flow rate of the injector.
To change, press = , then enter the new value.
Evo Injector Scaling
The Evos guys use a different Scaling then I use for the DSMs.
For example an EVO site will give the flow of stock 450s as 424, but DSM sites say 450.
Another example is they give the Evo8 560cc flow as 513, but you would use 560 with a DSM.
If you wish to use a value you get from a Evo site you need change the scaling.
First Right Click and select Edit Map.
Then click InjectorScalingDSM and change it to InjectorScalingEvo.
Injector Latency
Injector Latency or DeadTime, is the amount of time it takes for an injector to open after voltage has been applied to it.
The reason for the 2D table with different voltages, is it takes longer for the injector to open at lower voltages.
To change a value in the Latency table, select a value then press = , and enter the new value.
Often only one value is given for Latency, not the whole table.
For example .330, this value must be added to every item in the table.
First do Edit -> Select All
Then Edit -> Add to Data, and enter 0.330, and hit Enter.
WOT Tuning (Injector Scaling)
Once you get your Base Settings fairly close, its time to get your WOT AFRs to match.
You should get a log of:
Load
RPM
TPS
AFR Map
WideBand
AFR Map is the AFR the ecu is aiming for.
You need to compare AFR Map to WideBand.
If WideBand is richer, Injector Scaling should be increased.
If WideBand is leaner, Injector Scaling should be decreased.
The only areas of the log you should look at are when you are WOT, in Boost, and in Open Loop.
This happens when Load is greater then 100 and TPS is greater then 80%
Because there is a few feet distance between your injectors and WideBand sensor, your AFR Map and WideBand readings will not line up.
The WideBand will lag behind a second or so.
To remedy this you can make all your AFRs above 100 Load the same AFR.
This way you do not need to try match cells with different AFRs and take into account the WideBand lagging behind.
Idle Tuning (Injector Latency)
After you have WOT dialed in, its time to get your Fuel Trims correct.
One Fuel Trim cycle takes about 4 minutes, and it takes about four cycles for the trims to max out.
So you should let you car idle for 16 minutes(4 minutes x 4), then get a log of:
Fuel Trim Low (LTFT)
Fuel Trim Mid (LTFT)
Fuel Trim High (LTFT)
Oxygen FeedBack Trim (STFT)
Oxygen Sensor
MAF Hz
RPM
Battery Level
Take a look at your log, Oxygen Sensor voltage should be cycling from 0.1 to 0.9 volts every second or so.
If it is stuck and not cycling your Base Settings are off and need to be adjusted.
Take a look at your Fuel Trims, Fuel Trim Low is the only one that should be adjusting.
If Fuel Trim Low is positive, Injector Latency needs to be increased.
If Fuel Trim Low is negative, Injector Latency needs to be decreased.
You should increase or decrease the whole Injector Latency table by the same amount.
+/- 5% is considered close enough. 0% is a unattainable goal.
+/- 12.5% is the Trims maximum, it won’t go any higher or lower.
Cruise and Fine Tuning (MAF Smoothing)
With Idle and WOT tuning done your injectors should be dialed in pretty good.
But there may times during low load cruising and transition out of idle and into WOT that things may not be perfect.
This is where the MAF Smoothing table comes into play.
MAF Smoothing adds or subtracts extra fuel at different MAF Hz levels.
If you ever used a SAFC, it functions very similarly.
Get a log, while cruising, like a trip on the highway.
You want to stay in Closed Loop, so light on the throttle and RPMs under 4000.
Keep everything steady for about 16 minutes if you can.
Log the same items as for Idle:
Fuel Trim Low (LTFT)
Fuel Trim Mid (LTFT)
Fuel Trim High (LTFT)
Oxygen FeedBack Trim (STFT)
Oxygen Sensor
MAF Hz
RPM
Battery Level
Now we will have a look at the different Fuel Trims.
Open up Fuel Trim Control Points.
This tells you at which MAF Hz, the Fuel Trims, Low, Mid, and High switch.
In stock form:
Mid turns on when above 112 Hz, and Low turns on when below 100.
We take the average of these two and get 106 Hz.
So, Low = 0 to 106 Hz
Now we look at the next two points, Mitsubishi did something tricky here, they set them both to 1594 Hz.
What this does is it never lets High turn on.
Now we know, Mid = 106 to 1594 Hz, and High = Disabled.
So we have:
Low = 0 to 106 Hz
Mid = 106 to 1594 Hz
High = Disabled
Now we can take a look at our log.
Fuel Trim Low should be near zero, if not go back to Idle Tuning.
Fuel Trim High will be zero, since it is disabled.
Fuel Trim Mid is what we want to look at, if you kept your driving steady MAF Hz should stay in a small range.
If Fuel Trim Mid is positive, MAF Smoothing needs to be increased.
If Fuel Trim Mid is negative, MAF Smoothing needs to be decreased.
Only change the area of the MAF Smoothing table that your MAF Hz are in.
Then get more logs at different MAF Hz level, until you are satisfied everything is perfect.
All done!!!
Injector Base Settings
Injector Brand ---------- Flow ------------------ mSec
1G/2G ------------------- 450 ------------------- 0
Clinic 750 -------------- 750 ------------------ .330
Clinic 850 -------------- 850 ------------------ .330
Clinic 950 -------------- 950 ------------------ .330
Delphi 680 -------------- 680 ------------------ .210
Denso 660 --------------- 660 ------------------ .180
Denso 720 --------------- 720 ------------------ .405 - .450
FIC 650 ----------------- 650 ------------------ .210
FIC 750 ----------------- 750 ------------------ .315 - .330
FIC 850 ----------------- 850 ------------------ .315 - .330
FIC 950 ----------------- 950 ------------------ .315 - .330
Hahn RC 625 ------------- 530 ------------------ .180
ND 560(Evo8) ---------- 560 - 575-------------- -.048
ND 660 ------------------ 660 ------------------ .180
PTE 580 ----------------- 535 ------------------ .180
PTE 680 ----------------- 640 ------------------ .288 - .300
PTE 780 ----------------- 748 ------------------ .300 - .315
PTE 880 ----------------- 840 ------------------ .420
PTE 1000 ---------------- 940 ------------------ ???
RC 550 ------------------ 550 ------------------ .180
Speed Density Setup and Tuning
Under Construction – Not Finished Yet!
General Info
My Speed Density system is based on the Evo8/9 system written by JCSBanks. Big thanks goes to him for coming up with the idea and starting it all.
A few improvements and changes have been made in order to port it to the H8 ecus.
The most notable improvement is the use of a 3D Volumetric Efficiency map.
The original Evo8/9 Speed Density used two 2D maps, one VE vs Boost, and one VE vs RPM.
While this is sufficient 99% of the time and makes tuning much simpler, there are some situations where a 3D map is necessary. One example is when maxing a turbo out its compressor map efficiency will rapidly drop, there isn’t an easy
way to compensate for this VE change without a 3D map.
Another improvement is the ability to log VE. This allows you with the MAF still in place to log VE and make you VE map for Speed Density.
There are two main maps used for Speed Density, SD MAP Calibration and SD Volumetric Efficiency.
SD MAP Calibration is the most important table for Speed Density.
It is what transforms Boost(MAP) into Load(MAF).
The above table is for a 3 BAR setup.
kPa should equal Load for every division.
SD Volumetric Efficiency modifies the Load calculated in the SD MAP Calibration table.
It increases or decreases the final Load depending on engine RPM and Boost.
Simplified the equation that turns Speed Density into the MAF Load units the ecu expects is:
Load = kPa x VE%
Hardware Setup
There are two stages of hardware setup.
The first is with your MAF still in place and a MAP sensor connected. This allows you to log VE and build your VE maps.
The second is full Speed Density, with a MAP sensor connected, and a IAT sensor connected instead of the MAF.
MAP Sensor
Any 5 volt MAP Sensor can be used, but to make things easier for yourself you should use one of the sensors below that the scaling for has already been added.
DSM – The MAP Sensor replaces the stock MDP Sensor. It should be plugged or wired into the MDP connector.
+5 volt — Green with Yellow Stripe wire.
Ground — Black wire.
Signal — Light Green with Black Stripe wire.
Evo5/6 - … to be added later …
Part Numbers
GM 3 BAR — 29 psi — (Nipple type)
Old Number – 16040749
New Number – 12223861
Omni 3 BAR — 29 psi — (Plug and Play type)
MAP-MITS-3BR
Evo10/JDM 3.3 BAR — 33 psi — (Plug and Play type)
?
AEM/Kavlico 3.5 BAR — 36 psi — (Threaded type)
30-2130-50
Omni 4 BAR — 43 psi — (Plug and Play type)
MAP-MITS-4BR
AEM/Kavlico 5 BAR — 58 psi — (Threaded type)
30-2130-75
IAT Sensor
An IAT sensor replaces the MAF’s stock temp sensor when switching to full Speed Density.
DSM – A GM IAT sensor is wired into the MAF connector’s pins 5 and 6. Pin 8 is empty for reference.
Evo5/6 - … to be added later …
Part Numbers
GM IAT
25036751
Pig Tail
12102620
Bung
3/8 NPT
Software Setup
The DSMs by default are set up for the GM 3 BAR. If you are using a different MAP sensor you must change some setting in EcuFlash.
For this example we will be using a Omni 4 BAR.
First do a Right Click on SD MAP Calibration, and Edit Map…
Then click Scaling for the Y Axis, and select MAP 10 Bit (Omni 4 BAR).
Now you will notice, since we changed the Scaling the MAP axis is messed up. And since we are now using a 4 BAR sensor we will need to change the Load as well.
Load needs to equal MAP at each division. Rescaled for 4 BAR it would look like this:
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and black boxes go for cheap on ebay all the time too.
