Link Established!

It’s been a good while since my last post, mostly because it’s been a while since I’ve had the time to do work on the Eclipse. But that time has come to end, and it’s time for an update!

I’ve made two notable changes to the car, and one set of diagnostics since I last worked on it, one change was relatively small, and one is kindof a big deal! So let’s get the big deal out of the way.

It’s ECMLink

ECMLink… If there was a single requirement to being a modern DSM tuner, this is it. A tiny chip that replaces the EPROM on the car’s ECU, transforming it into a wide open tuning platform. I’m truly in awe of just how much you can accomplish with this single, minute change. Probably a 20 minute change, start to finish, leaves you with wide open access to every single aspect of the car’s operation. I didn’t take many photos during the process, but two trim panels expose the ECU which is held lovingly by just 4 bolts. After disconnecting it, 4 small screws open the ECU to reveal it’s beautifully simple design.

In this photo, the ECMLink is already installed (the small, red chip in the lower right). It just takes the place of the socket-set EPROM chip that normally contains the ECU data. Perhaps my favorite part of ECMLink is the community and collective knowledge and effort that exists around it. I’d even argue that the default maps on the chip run the car better than it did stock with the upgrades I have. I think this is largely because there is no longer a need for the SAFC airflow converter that allowed the car to run using it’s upgraded MAF, fuel system, and larger-than-stock turbo. Removing the SAFC from the car just involved taking it out of the MAF signal wire to the ECU and reconnecting it directly. Now, the ECU already knows exactly what to do with these parts.

Another huge benefit of this package is its logging capability. The car now has a USB port in the glovebox that any laptop can connect to and log all the data you want straight from the ECU for tuning and diagnosis. This has opened my eyes to several aspects of the car’s operation, most importantly that the ECU is seeing some knock at higher boost levels. This has prompted me to back off on the boost a bit for now.

So, what else is new?

Well, the less exciting work I’ve done on the car was a new set of spark plugs, and a compression test. The plugs are effectively the meta choice for the car, NGK BPR6ES plugs. Although I snagged a set of 7ES’s as well for future tinkering. While those plugs were out, I took the opportunity to do a compression test and the results were… results.

Based on the compression test, all of the cylinders are in-spec on pressure, although one is close to the low end. And, because one cylinder is low compared to the rest, the engine doesn’t fall within the max acceptable variance. Given that it’s a single cylinder, I’m assuming it’s either a worn ring or valve. For the time being, I don’t have a reason to suspect it’s anything worse, but time will tell once I finally get this engine out and open.

Cheers!