Most people familiar with DSMLink are aware of the fact that we've been working on a new version for a very long time. Well, it's finally nearing completion. This page will serve as a preview of the features coming in the new version until our website and ordering process is finalized. We've also suspended sales of our current V2 product effective immediately (11/10/2008) so that we can focus exclusively on finishing up the release details of V3.

The first big item we should point out is that the product is no longer called DSMLink. We have plans to port this application to other platforms, so we needed to change the name to reflect that. The application is now called ECMLink. We're still going to stick with the V3 version number just to avoid any further confusion.

We've mentioned in the past that V3 is effectively an entirely new product. We really weren't kidding. Only a very tiny portion of the old V2 application and EPROM code were used in V3. It was quite literally a complete rewrite of everything to produce a better end-product. Part of that was a completely new laptop application. This was coded from ground up to produce a much more powerful, flexible, extensible, and easier to use application. Screenshots will follow in other sections, but the highlights include a multi-tab interface that allows the user to review multiple datalogs at the same time. Lining two datalogs up and then quickly switching back and forth between the two tabs is an awesome way to detect minor differences between the two that might other wise have been nearly impossible.

The design also allows the user to make adjustments to configuration settings and direct access tables without being physically connected to the car. If the user needs even more editing or viewing options, most table data can be directly copied and pasted between the ECMLink application and Excel.

The standard datalogging cables for both the 1G and 2G platforms are now native USB interfaces. These use our own in-house designs that have been extensively tested over the last year. We've never had a single issue with any of them. They're rugged and designed with years of experience behind them. They're fully opto-isolated and neither requires power from the car. They should connect more easily than the V2 cables and should prove to be even more reliable.

DB9 NOTE: We provided DB9 cables for so long in order to support the use of Palm Pilots and Windows Mobile devices. We want to continue to provide support for these platforms so we will provide some form of DB9 cables as extra options. The details simply haven't been defined yet on how these will be made available.

The 1G version of the V2 product included a memory board that not only added much needed additional RAM to the 1G platform but also provided a persistent storage solution. Changes made by the user to the configuration of the ECU were saved permanently in non-volatile RAM. V3 takes this a step further with an integrated, drop-in flash device for both 1G and 2G cars. This device not only provides persistent storage of user configuration changes to the ECU, but it also provides direct reflash access to all the factory code & table areas as well!! This is one of the more innovative solutions I've ever seen. I'm biased, of course, but seriously, I've never seen anything this compact and easy to use for any other platform out there. It's literally the size of a standard EPROM chip, but includes SOOOO MUCH more functionality. The picture here shows this device installed in a 1G EPROM ECU.

The term “direct access” in V3 refers to the ability to directly manipulate table data anywhere in the factory code. This includes tweaking all the fuel and timing tables as well as various airflow tables and even how the ECU selects which fuel trim value to update! Basically just about anything that controls factory operation can be adjusted to meet the needs of the user's specific setup. The following picture shows one such table. This particular table is the max octane ignition advance table. The values in this table are actually pulled from a stock 2003 EVO8. Sharing complete timing and fuel data between platforms has never been so easy.

The previous screen shot of the direct access table actually illustrates another new V3 feature. The load and RPM indices into that table have been extended substantially over the factory defined limits. You can adjust out to 10,000 RPM and up to a load factor of 3.4. Load factor is a number you'll need to learn over time from your datalogs. But this is easily enough to cover adjustments from idle and light cruise all the way to well over 30psi.

V3 includes even FASTER datalogging rates than were available in V2. The datalog viewer, of course, is also significantly enhanced. The screen shot below shows a capture of over 1000 samples per second! That's over 30 frames of data per second with over 30 individual samples per frame.

You no longer need a GM MAF translator to run a GM MAF with a DSM ECU. We have included our own translation function inside the ECU itself. You simply select which GM MAF you have on your car, connect our optionally-available cable between the GM MAF and the car's MAF harness and you're set. Our cable also includes break out connections for the unused intake air temp and baro pressure inputs on the factory connector. You can use these to easily connect up your own sensors in their place.

NOTE 1: I absolutely must make mention of the fact that GM MAF outputs WILL vary from car to car. Most variations should be minor and easily corrected. However, it's not at ALL unusual to see a GM MAF installation require up to 30 or 40% adjustment from our base configuration! It's simply the way the GM MAF works. If you vary the size of the piping around the GM MAF, its output is going to vary accordingly. Our test platform used a 2.5“ IC pipe setup with flared ends to 3”. If your setup varies from this, expect variations in GM MAF output. There's a “Base MAF adjustment” value provided in the ECMLink application to help with this.

NOTE 2: Using a GM MAF in the upper IC of a turbo charged car is inconsistent with the design of the GM MAF *and* it's inconsistent with MANY assumptions inside the DSM ECU. Factory DSM ECU code assumes the MAF is locate way out in front of the turbo and it assumes a LOT about the characteristics of the factory Mitsubishi MAF (response times, smoothing factors, etc.). You can still use a GM MAF and you can locate it in the upper IC. It works fine and has for years. Just please be aware of the limitation and expectations. ECMLink does provide a number of direct access adjustments to many of the tables that drive the ECU's assumption about MAF behavior. So you can tweak much of this difference out.

There are numerous other new firmware features, including:

• Idle-air clamp to reduce the effect of abnormally-high airflow readings at throttle-lift
• Narrowband O2 simulation from a wideband O2 input signal (only one ECU input is required for both WB logging and normal closed-loop NB operation)
• Additional MAF-compensation frequency points
• Extended VE table for Fake MAF operation
• Integrated EVO-8 base MAF support
• Increased flexibility on the choice of ECU analog input for an aftermarket sensor (e.g. the MAP sensor is no longer limited to the MDP or EGR Temp sensor input when used with the Fake MAF)

In addition to having a multi-tab interface, the PC application has many other new features, some of which are mentioned here. Measurement units are selectable, so it's easy to switch between Imperial and Metric units, as well as absolute and gauge pressure, and lambda and air/fuel ratio. Each displayed item has an individually-adjustable display range, allowing the graph to be scaled to display the details of interest. Auto-scan, auto-connection and connection polling allows rapid connection to the ECU, making setup a simple task.

The V3 flash device is also firmware upgradeable! So as we add new features (there are several planned already, like full time speed density support), you can simply download the upgrade off our website and reprogram your device yourself. Just submit a firmware request file to us that includes all your current custom settings and we'll produce a firmware upgrade specifically for your device in your car!