ECMLINK | DSM LINK V3 | 90-94 DSM | 95-99 DSM

MAF Type:
DSM Model:

If you are sending in your ECU for socketing service, PLEASE, stick a piece of painters tape to the ecu and write your name, phone number and address directly ON IT!

You can find our shipping address in the CONTACT link to the left.

ECMLink is the result of nearly 3 years of work. DSM Link took an already perfectly good package and made it a whole lot better.

Everything was redesigned, rebuilt, and recoded to roll in everything we've learned from our first 6 years of business. V3 isn't really an upgrade as much as it is a completely new product!

We offer $50 socketing service with your purchase of ECM LINK.


When selecting MAF Type, please be aware of the difference between running a GM MAF straight to the ECU using the GM MAF cable vs. running a GM MAF through a MAF translator.

If you're running a MAF translator, you should select the option above specifically for GM with MAFT. If you plan to run the GM MAF straight to the ECU without a MAFT, then you will also need one of the GM MAF cables.
GM MAF Integration:

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.

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 with flared ends to 3" just before/after the GM MAF install point which was about 6 to 8 linear inches from the throttle body. If your setup varies from this, you can probably expect variations in GM MAF output from the base values we provide in ECMLink. There's a "Base MAF adjustment" value provided in the ECMLink application to help with this.

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.

ECMLink Feature Summary:

ECMLink (V3) is an all-in-one datalogging, real-time tuning, and reflashing package for your 1990-1999 DSM. On this page you'll find a quick high-level summary of the major features in ECMLink. If you need more details, feel free to contact us and we'll try to answer everything we can.

New Application Design:

ECMLink is a huge departure from our original and very successful DSMLink package. Only a tiny portion of the old V2 application and EPROM code were used in ECMLink. 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.

Native USB Cables:

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.

Drop-in Flash:

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. ECMLink 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.

Direct Access:

The term “direct access” in ECMLink 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.

Click for larger view

Extended Load and RPM

The screen shot above 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.

Enhanced Datalogging:

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!

Click for larger view

Additional Features:

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.

Future Features:

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!

System Requirements:

Our recommended configuration would be Windows XP with 256 meg of RAM. You're certainly not going to have any problems with that setup or anything better. ECMLink works fine with Vista and Windows 2000 as well. And, of course, more memory is always better. But the basic XP w/ 256meg of RAM would work very well for you. However, that said, ECMLink does still run under Windows 98. It requires that you use a slightly older Java VM (the installer takes care of this for you) and you have to install the device drivers a little differently (there's a video on the CD that shows you how). But it does work fine. We'd recommend at *least* 64 meg of RAM, though. And more will definitely be better. A quick hit on E-bay shows several recent sales of Windows 98SE laptops with 256 meg of RAM and PIII 850mhz process for well under $100. Those laptops, assuming they're in good condition of course, would run ECMLink just fine.

Mac OS X / Linux:

Unfortunately, we just don't have enough experience using ECMLink with these systems to really recommend a specific configuration. We do know, however, that you'll need at least Mac OS X 10.4 (Tiger) or Linux kernel v2.4.20. You can actually use an older Linux if you want, but you'll be required to manually build and install the device driver from source. Mac OS X 10.4 is required because that's there version Apple introduced the ability to specify a custom baud rate (required to talk to the ECU).