Clutch Cut Wire Install - 1990 DSM
This video was shot as an illustration of the steps that I took to install
a clutch cut wire onto a 1990 DSM. I received a request on this particular
project, so I shot the video to clear up any confusion that still may be
When installing the clutch cut wire, the goal is always the same, make the
ECU see a ground when the clutch pedal is depressed. For 91+ models, a
clutch cut wire was produced by ECMlink. This wire allows users to install
it and maintain the functionality of the cruise control switch while
gaining the added benefit of No Lift To Shift (NLTS). If you own a 90 model
DSM this wire will not work for you.
Just like the ECU, Tach, and other parts of a 90, the cruise control switch
is wired differently than 91+ models. The cruise control switch on a 90 is
switched to a 12v line while 91+ models are switched to a ground. The
programming inside link wants to see a ground, so simply installing the
supplied orange and violet ECMlink wire will not do the trick.
Another drawback to doing this mod on a 90 is that you will loose the
functionality of the cruise control switch. It will no longer disengage the
cruise control when the pedal is depressed!!!! This is not an issue for
some people because they have already deleted the cruise control but for
those of you looking to retain that functionality there is hope. The
process of retaining the function of the switch will not be covered here
and is a lot more involved. You can find those instructions in the 2nd link
Setting up NLTS in ECMlink is exciting, but there are a few things that you
should know. When setting up the limiter, you can not just blindly guess.
You must make a pass (on the drag strip of course) without the mod, banging
through the gears as you normally would. Review the log and see where the
RPM's drop back to during each shift. You want to choose an RPM very close
to this number.
For instance. If you rev the car to 7500 and your shift from 1 to 2 dropped
to 5400 2 to 3 dropped to 5500 and 3 to 4 dropped to 5500 you would want to
set the limiter to 5500 or so. This will closely match the revs between the
flywheel and clutch disk when re-engaging the gears. Ironically, you will
find that the revs drop to about the same spot IF you rev the car to the
same RPM in each gear. Of course, revving the car higher or lower will
result in a different reading.
Learning to use this new feature can be a real learning curve. If you do
not lift your foot completely off the clutch you effectively lower your
redline to your clutch cut limit. If you do not keep your foot 100% on the
throttle NLTS will not work. On the other hand, if you use this mod as it
is intended and you spend the time setting it up the reward will be well
worth the effort.
I hope that this helps you understand the difference between the 90 and 91+
model clutch cut wires.
This page contains a PDF on how to install the clutch cut wire on a 91+
This page contains the methods of installing the wire onto a 90 model.
Dsm Rebuild Cruise & Pull
The Green Hornet video montage from the UNSTOPPABLES DVD, Rebuilt and Break
in of the new motor and cruising & a Pull with 2012 WRX
4g63 Mighty Max drag race, Kevin Jewer "World's Fastest 4g63 Mighty Max" 11.54 @ 122 mph - NEW Best*
Kevin Jewer finally got some traction and got a new best ET and MPH in his
4g63 Mighty Max. Always improving.
Current Best ET: 11.54
Current Best MPH: 122.85 (see compilation vid)
Now on the 50 trim turbo.
TCI competition TH350 trans
JM Fabrications RWD intake manifold.
Kevin: "Some other details, it weighs 3000 lbs with me in it. TCI
competition TH350 trans. Custom JMF intake and Exhaust manifolds Brent made for me. 2g ECMlink
V3 on speed density. Mid 80s Montero LSD in the stock rear axle. MT ET
Street radials. Pretty standard 2.3 liter eagle/ross motor. FP 4R cams. 45k
miles on the odometer."
New England Dragway
New England DSM
[FREE Thunder sound FX by: Final Cut King -
dsm idle coldstart troubleshooting (17+ Air Fuel Ratio)
The first thing that is important to note is that the a/f ratio at low load
(cruising and idle and part throttle) will not cause any damage to the
motor. The worst that could ever happen is a lean misfire, which will not
cause any harm but only effect drivability.
The ECU has its own control system for closed loop air/fuel ratio
monitoring and adjustment. The system is meant to correct itself to 14.7:1
at all times, or possibly a bit leaner if Mitsubishi programmed it that
way. The only tuning that goes into this part of the tune is getting the
ECU so that it is happy with its fuel trims. Matching up the STFT loosely
to the rpms and the maf input will allow the car to run smoothly, but does
not effect what the car will command for air/fuel ratio. Your car, like
others idles extremely lean at idle, a car with cams and a DSMLink normally
does this. If you pay attention to the STFT value you will see that it is
active and it is correcting the fuel to that level. I would consider the
fact that your cruising a/fs are 15-16 a benefit, as your gas mileage will
DSM rough idle
here is a 97 gst with idle surging? not sure what the problem is does
anyone know what the proble may be? It has FIAV bypass plate,EGR block off
vapor canister and vaccum lines removed. It also is running a EVO III 16g
turbo, manifold, and o2 housing with no
96 Eclipse Idle Problems! Help?
96 Eclipse Doesn't Idle from a cold start. Also, if I rev it up, and let
off the gas it doesn't idle. I need a new EGR Valve but I'm not sure if
that's what is causing it. Any help please?
evo3 16g gsx vs 50trim gsx
Evo 3 16g gsx mod
full bolt on
aem ems with map
divorce o2 housing
t3t4e 50trim gsx
hks 272 cams