Tuning With ECMLink v. DSMtuners. Recently, a member on the ECMLink forums requested some help with tuning and I decided to lend him a hand. Before long, I found myself writing a full blown guide that I thought would be a valuable and essential asset to the dsmtuners community. This article describes the methods I, and many others use, to tune our dsms and it is my intention to consolidate all of that priceless information into one resource. Youll notice that Im simply relaying information. Remote Console Managers and AUX Port Switches DSM40E GigE Console Server 40 Port RJ45 Dual Power Supply, Dual Ethernet Modem. Dsm Data Logging Software' title='Dsm Data Logging Software' />This stuff is already out there, yet people still find themselves lost when it comes to tuning. Hence, the need for a guide. Before I get started, I just want to say that I am not, nor claim to be, an expert of ECMLink. In fact, quite the opposite is true. With that said, this guide is not complete and I plan to make many updates especially to the timing and fuel sections. If anyone has anything to add, whether it is questions, comments, or opinions, please feel free to do so. Without further adieu, I present to you Tuning With ECMLink v. Required Software Latest version of ECMLink v. Required Hardware A wideband o. Games All Ftg more. Synology-DSM-6.1-SS-10-Logging-7-800x519.jpg' alt='Dsm Data Logging Software' title='Dsm Data Logging Software' />ECMLinkand the obviousA Laptop. ECMTuning USB cable. Socketed EPROM ECU with ECMLink chip flashed to latest versionRequired ReadingViewing ECMLink 1. Initial SetupInjector Dial inInitial Setup Video. Injector Data Compilation. List of Values to Log. Captured and Displayed Values Video. Primer First off, If you dont have a wideband yet, get one. Without it, tuning is effectively useless. I very much prefer the Innovate LC 1. Secondly, you must ensure that all mechanical systems are functioning properly. This includes anything from verifying that there are no boost or exhaust leaks, correct engine timing, good compression numbers, adequate fuel, spark, etc. Software Architecture and Design Key Principles Learn Software Architecture and Design concepts in simple and easy steps starting from Introduction, Key Principles. As part of my usual CES vendor visits, I caught up with Synology and took a look at the new products and DSM features that had been announced around the shows timeframe. Remote support software for on demand remote computer support. Specializing in Remote Support, Remote Maintenance, Help Desk, Desktop Sharing, OnlineSupport, Remote. A DSM Wiseman thanks Calan has compiled a wonderful checklist that helps with this process PLEASE READ Before you ask for ECMlinkDSMlink log advice. Thirdly, tuning is all about making sure you have properly configured sensors, allowing the ECU to properly interpret their signal. This is especially true for the MAF. Once you dial in your MAF, tuning is as simple as setting your target air fuel mixture and increasingdecreasing timing at WOT for the most horsepower, with little to no knock. The factory 1g timing map is notorious for being too agreessive. Therefore, it is recommended to start with a factory 2g or EVO timing map and make the necessary adjustments to it. These can be found here V3 Configurations Options. Also, its a good idea to start with a fresh ECMLink configuration. Stock data config files can be found at the bottom of the above link. At this point, I should mention that you should already have your injectors dialed in. If not, go back review the Initial SetupInjector Dial in under the Required ReadingViewing section above. Before going any further, go out and do a baseline third gear pull at normal operating temp and analyze it with ECMLink. If you experience excess knock retard over 3 degrees, stop the pull immediately and consider pulling timing see Timing section below. NOTE it is recommended to start with a low boost setting, such as wastegate pressure to get comfortable with the tuning process. Just remember, when you raise boost youll have to make additional adjustments. WOT Fuel For the most part, the factory fuel map is adequate for idle and cruise, and these areas can be left alone. For Wide Open Throttle WOT, you can set the target AFR in the Open. Loop. Max. Oct Direct Access DA table to whatever you want. On pump gas, a very common and safe AFR is 1. For E8. 5, around 1. Lsbf Video Lectures F8 on this page. Use the track datalog feature to determine which cells to adjust at WOT. Also, its useful to interpolate values to smooth things out so that you dont have such drastic changes between cells select a rowcolumn of cells, right click, select interpolate selection linear. Heres an example Dont be afraid to make reasonable WOT adjustments to this table. A lot of new people think that AFR has a direct effect on power, when in fact, timing has more of an impact. Here is a video demonstrating this concept Haltech Ignition Timing vs Air Fuel Ratio. That said, AFR can be used to control minimal amounts of knock, which can affect power slightly because the ECU will pull timing. Some tuners prefer running a lean to rich map, meaning they start out lean on the lower end of their powerband and enrichen up top. An example of this on 9. If you find yourself constantly fighting low amounts of knock at higher rpm ranges, you might want to give this a try. MAF Dial in. Next, we need to dial in the airflow if not running a MAF, see Speed Density section below. Here is an excellent guide that shows you how to manually do things the oldschool way MAFT Calibration by Logged WBO2. The more semi automatic, newschool way is to Idle 7. ECU Initial setup using combft and airflowperrevCruisingIdle 8. ECU Fuel trim using maftcompadjust toolWOT Instead of going through all the calculating as outlined in the above guide, you use wbfactor and manually adjust the mafcomp sliders. ECMLinks estimated adjustment value that is needed to make afratioest and your logged wideband match, which is the end goal. In other words, you want wbfactor as close to 0 as possible, throughout the pull. Basically, if wbfactor estimates a 3 increase, raise the mafcomp slider at the corresponding mafraw frequency by roughly 3. Heres an example my apologies, I know its hard to see You can hopefully see that around the 5. Therefore, I would go to the corresponding mafcomp sliders and raise them up accordingly and try another pull. Additionally, wbfactor is slightly raised throughout the rest of the frequency range, so I might consider raising those up a tick. You can also see that Im getting 0. Im not too concerned, as it might disappear if I raise the sliders in the rest of the frequency range, lowering the AFR slightly. Remember, adding air adds more fuel. But were not really adding air, the ECU just thinks we are. If the knock were greater andor consistant throughout other pulls, I might consider pulling a degree in those areas via the DA table Timing. Max. Oct, see Timing section below. Lastly, I should state that youll want to ignore the wild swings of wbfactor during significant throttle changes. Speed Density Speed density is a little different, but the concept is still the same. Instead of the mafcomp sliders we have the Volumetric Efficiency VE table. The VE table is basically an RPM vs Absolute Pressure PSIA graph with values of VE. Fear not, because the above procedure is still useful and v. MAF to apply its configuration to the VE table. This is done through the sdveadjustsdratio tool. If you are unable to utilize a MAF while logging sdratio, you can use sdveadjustcombft, but this will only adjust for closed loop operation, open loop must be manually adjusted http ecmlink. Hawaii National Guard Counterdrug Program. Dialing in the VE Table. This is the fun part of a new SD installation. Luckily, there are a several tips and helpers that can make this process pretty painless. SD VE Adjust SDRatio If you have the option of running on a mass airflow sensor while you dial in your speed density VE table, then definitely do so. This is the adjustment tool youll use. SD VE Adjust Combined.