ECMlink WOT Log

[LTUDSM]

Yes,it was

 

[Imback]

This is on pump alone?

 

[LTUDSM]

This is on pump alone?

Yes 93octane

 

[Imback]

Your running extremely lean for 93 alone.

 

[LTUDSM]

Your running extremely lean for 93 alone.

I know,thats why snowborder714 is helping me out to match the afx wideband and estafr readings during the whole 3rd gear pull

 

[snowborder714]

This is becoming a pain in the butt, Marius

I am honestly baffled at what to suggest next as it doesn't really seem to be getting closer after all of these adjustments. Plus, there seems to be a random spike that I would have no idea why it's there, especially if the meth is not in use.

Maybe send it to Tom in an e-mail and see if he has any thoughts?

One thing that would make this a bit easier is if you had a MAP sensor, it'd be easier to compare the MAP to BoostEst.


I've attached a file that should bring your actual AFR's up around 11:1 at the end of the pull instead of the 12:1 that it currently is.

 

[LTUDSM]

Brian,could it be the problem of the Global fuel being off?? or maybe im getting extra air through the maf ( loose coupler on the intake pipe)

 

[snowborder714]

You aren't still running the 650s that are in your profile, right? Please update your profile if not.

 

[LTUDSM]

no , i got 1150's right now

 

[LTUDSM]

Brian,could wrong value of the global fuel would cause wb and estafr not to match up? because according to EcmLink my global fuel supposed to be at -61.3%,but iseted up to 58.4%,because i couldn't dial in the idle.....
Another thing,that i can think of is,that if my global fuel is at -58.4% and at estafr application i got injectors seted as 1150cc. Could that lead to miss match EstAfr and wideband readings also?
BTW is it really necessary to have the wb and estafr matched up???

 

[snowborder714]

Global can cause them to be off, but I'm not sure how much with the small variance you see.

Yes, it's important to get them matched up so that your ECU is seeing the correct amount of airflow, and then in the end you can tune your AFR and timing from the DA tables alone.

 

[LTUDSM]

So Brian,should i change my injector size in the AfratioEst preferences from 1150 to 1076cc's? (-58.6% =1076cc's) (-61.3%=1150cc) or just change the global fuel to the -61.3% and retune the idle and cruise? Because with global seted at -61.3% as my injector size,i can't get my fuel trims close at idle........

 

[snowborder714]

I would use the built-in calculator and change injector size to 1150 and retune.

 

[LTUDSM]

I would use the built-in calculator and change injector size to 1150 and retune.

But thats what im saying,that using built-in calculator ,and setting injectors to a proper global fuel % i can't get the fuel trims close to zero at idle...... My airflowperev goes really high around .37gm/rev or the car would go lean bu lowering the airflow using the mafcomp.So when i changed my Global fuel to -58.6%,then my airflowperev went down and my fuel trims were really close to zero..... So I prefer changing the injector size number in the AfratioEst preferences and try go from there to see if i could get the wb and afratioEst match up together

 

[snowborder714]

Once global is set, it should not be changed to help dial in injectors. You should use MAF Comp sliders and deadtime to dial them in properly.
http://www.ecmtuning.com/demos/fueltrim.html

 

[LTUDSM]

Once global is set, it should not be changed to help dial in injectors. You should use MAF Comp sliders and deadtime to dial them in properly.
http://www.ecmtuning.com/demos/fueltrim.html

I was watching these demo's over 20times ,and i got a clue of how to set the fueltrims at idle,but with global fuel of my injector size it just wont go....... i even talked to Tom from EcmLink board,and even he didn't had any idea of why i can't get my idle dialed in with the proper global fuel.And He suggested to go higher global% and that way it worked

 

[snowborder714]

If that's what he suggested, then I'd go with that.

I still say I'd like to see this car in person

 

[LTUDSM]

IF You would be havin' any business down the Philly area, then i would def let it see in person ,but like i said, being 3hrs away from me,i could see only one way to let you see my car in person by bringing it on a U-Haul trailer .
BTW I still didn't change the Mafcomp setting,that you made last time,i will just try to change the injector numbers at the AfratioEst (preferences) and will make another Wot pull log,to see the difference between the last log i made. What do you think? is it worth of doing that?!

 

[snowborder714]

Can't hurt to see what happens.

 

[LTUDSM]

Wait... I just googled out the Downingtown city,and it's like 60 miles away from me Maybe worth of a shot to just ride to your place D

 

[snowborder714]

Only thing is I have no tools, so if we needed to do something (BLT, check base timing, etc.), my place wouldn't be good. If you have that stuff, then I could take a ride out to your place at some point.

 

[LTUDSM]

Are you serious??????? First time i see,that a dsm'er dont have a tools and a bltester I got to pm you for a further action....

 

[turboglenn]

Don't get me wrong i like DSM/ECMlink and think it's great for 90% of people out there. But these types of threads (although i read and follow to learn) but they make me so happy to just have a plain speed density setup with one fuel and ignition map (can switch between 2 on tthe fly) but all this matching one thing to another and setting trims and what not would drive me crazy.

What's the cost of a complete top ofthe line ECMlink package these days..when it was a relatively cheap alternative i really would have recomended it but if it's anywhere near 1000+ i think your average joe would not only run faster but learn easier on plain old stand alone "runs any engine" management systems. I am certified in Haltech, been to AEM classes, been to Motec dealer/installer seminars and USE to be EMIC (accell DFI) certified when the gen 7 just came out and from those classes and cert.'s i can tune about anything with a little time getting familiar even without a manual. But DSMlink still would drive me bonkers the first few times having to get ALL this crap right before i can just sit back and tune a cell based Load vs. RPM map and adjust the trimmings for temps, TPS and such. And you can get a used one with harness and sensors for 600 and up and if you total your car you put it in the next one like a cup holder

again i didn't write this to knock link, i truely didn't but each version seems to have more and more "OBD-II compliant" B.S. involved as well as being way over complicated for some one who's just learning. it sorta reminds me of AcessPOrt by COBB.. almost 60 maps, 255 pages JUST describing what each one's name means and what it roughly does..and in total you need only one fuel and ignition and a handfull of trims in the end when you get down to really being setup and tuning

 

[LTUDSM]

Don't get me wrong i like DSM/ECMlink and think it's great for 90% of people out there. But these types of threads (although i read and follow to learn) but they make me so happy to just have a plain speed density setup with one fuel and ignition map (can switch between 2 on tthe fly) but all this matching one thing to another and setting trims and what not would drive me crazy.

What's the cost of a complete top ofthe line ECMlink package these days..when it was a relatively cheap alternative i really would have recomended it but if it's anywhere near 1000+ i think your average joe would not only run faster but learn easier on plain old stand alone "runs any engine" management systems. I am certified in Haltech, been to AEM classes, been to Motec dealer/installer seminars and USE to be EMIC (accell DFI) certified when the gen 7 just came out and from those classes and cert.'s i can tune about anything with a little time getting familiar even without a manual. But DSMlink still would drive me bonkers the first few times having to get ALL this crap right before i can just sit back and tune a cell based Load vs. RPM map and adjust the trimmings for temps, TPS and such. And you can get a used one with harness and sensors for 600 and up and if you total your car you put it in the next one like a cup holder

again i didn't write this to knock link, i truely didn't but each version seems to have more and more "OBD-II compliant" B.S. involved as well as being way over complicated for some one who's just learning. it sorta reminds me of AcessPOrt by COBB.. almost 60 maps, 255 pages JUST describing what each one's name means and what it roughly does..and in total you need only one fuel and ignition and a handfull of trims in the end when you get down to really being setup and tuning

DsmLink is being proved for the years already.People like me will deff choose ecmlink over standalone system.Why?! because of the things you could do with dsmlink,price,and how easy is to learn (alot of help from ecmlink and dsmtuners boards).EcmLink gets some people to 9 secs of a 1/4 mile.

 

[turboglenn]

LTUDSM.. Like i said, i wasn't knocking link or trying to bash it or say there's anything wrong with it. What i do feel is that it's a bit overcomplicated due to it working in conjunction with the stock MAF and such. And things like "boost estimate" and stuff that you have to match things up to get right are thing i think will discourage new people from inevesting in that particular system. When i've used link i've loved what it can do and what it's capable of. But when you have an issue like you're having and the countless others i see with similar problems i can't help but think to myself that it would be way easier for people to just swap to speed density, a simple SA unit or even something like jackal or whatever system you prefer.

I like my SD unit becuase i can get sensors anywhere because everything is very common stuff used by GM so you can get them in about any part of the country when you need them. But the best part is it does exactly what you tell it, there's no calibrations that can be "off" causing you issues, you simply zero all you're trim maps and whatever number you put in the cell for injector pulse or ignition timing is exactly what you'll see in the live data page, so ironing out idle problems, getting WOT ARF's correct and such are just way less complicated.

Some things i like about link are not having to wire in a full system. the ability to still have the OBD-II system functioning for states where emissions testing takes place and the little features like the built in HP and torque readings it gives you, and it's not so much about their accuracy which is still pretty damn good, but the fact that you can tell if your changes made an improvement or not. On SD i have to look at AFR's, IDC's and a few other set parameters, and figure out based on fuel consumption through out the rev range weather i've made an improvement or not, but even then more fuel used doesn't always = more HP generated

I can tell i got you a little upset or offended with my post and i'm sorry that wasn't my intention, i probably should have just kept my thoughts to myself, but i couldn't help but wonder what a newer link system costs and wonder why they haven't simplified the system a little more (or just made the system full SD on initial install) But i've repeatedly said i like the system and i still do, so don't take my thoughts as an attack on you or DSMlink, they're just thoughts/opinions/observations based on reading on here as well as tuning and working with a few link systems in the past. But for me i'll personally take an older E series haltech for management on whatever car i would have at the time anyday because it does what i tell it everytime and i dont have to do anything to "make it happy". And again there was no personal intentions behind my post and i hope you get your issue ironed out.