ECMTuning - wiki

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<h1>Running a 2G DSM ECU in an EVO8</h1>
<div class="level1">

<p>
This used to be a popular swap for a while back when the EVOs were new.  The interest seemed to die down a bit as guys started playing around with ECUFlash and EVOScan.  But for some reason, we're getting more and more requests for this information lately.  It seems people aren't entirely happy with that previous combination and are looking for some new and interesting options.
</p>

<p>
So I thought I'd put this page up to help guys get the ball rolling.
</p>

</div>

<h2>Wiring swaps</h2>
<div class="level2">

<p>
Obviously, you need to swap a few wires around on the ECU harness.  This is the list of the main things that need to be re-ordered.
</p>

<p>
<b>Evo harness</b> → 95 ECU
</p>

<p>
<b>22</b> → 8 Swaps Fuel pump relay and AC relay control <br/>

<b>8</b> → 22
</p>

<p>
<b>10</b> → 23 Inverts coil control for proper firing order <br/>

<b>23</b> → 10
</p>

<p>
<b>32</b> → 20 Moves condensor fan control to ECU <br/>

<b>34</b> → 21
</p>

<p>
<b>40</b> → 13 Moves Cam and Crank sensor Ground supply
</p>

<p>
<b>43</b> → 91 EVO clutch wire to feed NLTS
</p>

<p>
58 JUMPER TO 89 Do not swap, splice 89 (crank signal) to 58 (tach input) for proper tachometer operation.
</p>

<p>
56 Cut this wire, run a wire from 56 at the 95 ECU to pin 1 at the data link connector. Cut pin 1 wire at DLC, do not splice this in.
</p>

</div>

<h3>Patch harness</h3>
<div class="level3">

<p>
By all means, use a patch harness when doing the swaps mentioned above.  It's SOOO much easier to do this while working at a table inside the house/garage than it is under the dash on your back.  It's a little pricey, but well worth it.  Some sample shops are below.  I'm sure there are plenty of others.
</p>

<p>
<a href="http://www.machevo.com/cocoecupaha.html" class="urlextern" title="http://www.machevo.com/cocoecupaha.html" rel="nofollow">Mach V patch harness</a> <br/>

<a href="https://www.lancershop.com/customer/product.php?productid=260" class="urlextern" title="https://www.lancershop.com/customer/product.php?productid=260" rel="nofollow">Lancer Shop</a> <br/>

<a href="http://www.maperformance.com/aem-ecu-patch-extension-harness-mitsubishi-evo-8-30-2983.html" class="urlextern" title="http://www.maperformance.com/aem-ecu-patch-extension-harness-mitsubishi-evo-8-30-2983.html" rel="nofollow">Modern Automotive Performance</a>
</p>

</div>

<h2>Known issues and work arounds</h2>
<div class="level2">

</div>

<h3>Fan control</h3>
<div class="level3">

<p>
Main Radiator Fan is always on when the key is on.  The EVO setup uses PWM logic to control the fans where as the 2G DSM just has a simple on/off switch.  I'm 100% sure there is a way to swap a few wires at the EVO fan controller harness and get this working properly.  If/when we dig this information up, I'll post it here.
</p>

<p>
There is one thread on our forums with a breakdown on one approach to this.
</p>

<p>
<a href="http://www.dsmlink.com/forums/showthread.php?p=68522" class="urlextern" title="http://www.dsmlink.com/forums/showthread.php?p=68522" rel="nofollow">2G ECU in an EVO8 fan control</a>
</p>

<p>
If you read through that, you'll see it wasn't a perfect solution, but certainly better than just running the fans all the time I suppose.
</p>

<p>
I'll attach a copy of the post below for reference.
</p>
<pre class="code">I've attached the schematic that Justin sent me. I added the pt# for the style diode to use 
since that info had been left out. Thanks to Tom and Dave for suggesting what diodes to use.

edit: btw I found the polarity of the fan to be blue + and black - I've learned that the fan 
bypass isn't a perfect fix. I made a change to the schematic because having the relay's pin 
86 wired directly to the battery allows the HVAC fan to be operational regardless if the key 
is in the ignition or not. I don't know why this is unfornutely and maybe someone else with 
better knowledge of the circuitry can chime in. What I did to fix this was take the wire from 
pin 86 and move it from the battery to a switched +12v connection. The fan controller mounted 
to the front of the rad fan has a switched power lead that is only active when the car is on. 
So thats where I spliced in for an ign. switched 12v source. Now with it wired like this, 
the rad fan and HVAC fan work as they should but for some reason the A/C fan will cycle on 
for aprox 3 secs and then shut off everytime the key is turned off. So its still not a perfect
fix but at least now the rad fan works when it should and the HVAC fan as well. 

</pre><p> </p>

<p>
The attachments referred to above are provided here:
</p>

<p>
<a href="/wiki/lib/exe/fetch.php?tok=7ac132&media=http%3A%2F%2Fwww.ecmtuning.com%2Fwiki%2F_media%2Ffanmod.jpg" class="media" title="http://www.ecmtuning.com/wiki/_media/fanmod.jpg"><img src="/wiki/lib/exe/fetch.php?w=200&h=134&tok=695ebb&media=http%3A%2F%2Fwww.ecmtuning.com%2Fwiki%2F_media%2Ffanmod.jpg" class="media" title="www.ecmtuning.com_wiki_media_fanmod.jpg" alt="www.ecmtuning.com_wiki_media_fanmod.jpg" width="200" height="134" /></a>
<a href="/wiki/lib/exe/fetch.php?tok=58deab&media=http%3A%2F%2Fwww.ecmtuning.com%2Fwiki%2F_media%2Fa-29_-_fan_connector.jpg" class="media" title="http://www.ecmtuning.com/wiki/_media/a-29_-_fan_connector.jpg"><img src="/wiki/lib/exe/fetch.php?w=200&h=211&tok=313e5c&media=http%3A%2F%2Fwww.ecmtuning.com%2Fwiki%2F_media%2Fa-29_-_fan_connector.jpg" class="media" title="www.ecmtuning.com_wiki_media_a-29_-_fan_connector.jpg" alt="www.ecmtuning.com_wiki_media_a-29_-_fan_connector.jpg" width="200" height="211" /></a>
</p>

</div>

<h3>Idle control</h3>
<div class="level3">

<p>
The EVO ISC motor must provide more airflow per "step" because default operation with a 2G DSM ECU results in idle surges as the car starts to move.  You can disable this using the patch listed at the bottom of this page.
</p>

<p>
<a href="http://www.ecmtuning.com/wiki/direct_access_changes" class="urlextern" title="http://www.ecmtuning.com/wiki/direct_access_changes" rel="nofollow">Custom Direct Access Files</a>
</p>

</div>

<h3>Injector scaling and default timing/fuel maps</h3>
<div class="level3">

<p>
The stock 2G DSM maps were only calibrated by Mitsubishi up to about 14-15psi.  The stock EVO8 maps were calibrated a lot further out and with a nicer "shape" to them.  We provide full details on how to configure ECMLink for EVO8 operation here, including new timing and fuel maps copied directly from the EVO8 ECU.
</p>

<p>
<a href="/wiki/doku.php?id=evo8v3settings" class="wikilink1" title="evo8v3settings">EVO8 V3 Config Settings</a>
</p>

</div>

<h3>Idle switch and TPS</h3>
<div class="level3">

<p>
You must simulate the idle switch via DSMlink since the Evo does not use an idle switch.  This is trivial to do on the ECU Config→RPM/TPS tab.  You will also want to <a href="/wiki/doku.php?id=v3tpsadj" class="wikilink1" title="v3tpsadj">calibrate the TPS</a> too.  
</p>

</div>

<h2>References</h2>
<div class="level2">

<p>
I'll post links to the 2G DSM and EVO8 MFI schematics here when I get a chance.
</p>

</div>
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