EFI Support
Comp Diesel Sponsor
Hello to all,
It's time to make a public update about what is happening with the Cummins beta so everyone is on the same track and we can stop any internet rumours.
We just released another Beta version to our testers yesterday, this was to check off a minor issue we had with the ECM after it was flashed. The results so far are very good, no DTC's at all once flashed and no DTC's when driving. We found one more checksum that needed to be taken care of, but rather than disable it (like some might) we chose to do the right thing and recalculate the checksum prior to the ECM being flashed.
Anyway, the good news is the the ECM is happy and from what we are told, EFILive now wears the crown as the fastest Cummins flash tool on the market, not only that, it's the only one that doesn't require multiple key cycles after a flash, or, most importantly doesn't erase the VIN!
So the read and reflash side of the Beta for the 5.9L is complete, we can move on.
We also introduced a locking function so nobody can read the tune out of the ECM, this is optional and can be applied prior to a reflash. It won't stop the tune being overwritten, only being read out.
As far as the tuning goes, everyone is getting great results, we weren't expecting horsepower records to be smashed in the first month of beta testing, and they haven't been. But what we did get is multiple tuners saying they have improved the trucks drivability and response enormously which is exactly what we were hoping for.
Over the coming weeks we hope to give the beta testers access to the scantool side of this development. Once they can log critical data the tunes will improve even more and the power will start to climb.
Right now the RPM limit is not being worked on beyond what we thought would be enough tables to provide the solution. Once we get the scan tool working and we can see what is happening with torque, rail pressure, commanded mm3 etc it's going to give us a direction in hunting down the problem. Until then it's just speculation as to the cause, this is why the RPM limit is on hold for the time being. But again, only until the scan tool is functional.
We also hope the scantool data will allow the tuners to get rid of the 'fuel hang' 100%, once and for all.
There was also mention of switchable tunes for them (like the Dmax DSP5). It is our intention to do something like this for the Cummins as well. However, before can figure out how many tunes we can squeeze in to the ECM we need to know what tables are needed when switching.
If there is only 10 tables needed for a switchable tune, then we can probably get more tune options in the same ECM, but if there is 30 or more tables needed (hopefully not), then that is going to take up more space in the ECM which at some point will hit it's limit.
So for the moment, until everyone gets a handle on just what is needed to be modified for a good tune we will hold back on development of a switching tune.
So back to the scantool, below is a list of the sort of data you are going to be able to log from these trucks. From our research there is simply no other scantool on the market that can get all this data.
Cheers,
Ross
A/C Pressure
Balance Rate for Cylinder 1
Balance Rate for Cylinder 2
Balance Rate for Cylinder 3
Balance Rate for Cylinder 4
Balance Rate for Cylinder 5
Balance Rate for Cylinder 6
Barometric Pressure
Battery Temperature
Battery Voltage
Boost Pressure
Commanded Fuel Uncompensated
Commanded Fuel with Balance Rates
Coolant Temperature
Current Gear
Driver Throttle Position
Engine Load
Engine Status
Fan Duty Cycle
Fan Speed
Fuel Control Actuator Current
Fuel Control Actuator Duty Cycle Actual
Fuel Control Actuator Duty Cycle Commanded
Fuel Level
Fuel Pressure Actual
Fuel Pressure Desired
Fuel Pressure Measured
Fuel Pressure Regulator Current
Fuel Pressure Regulator Duty Cycle
Fuelling Scaler
Idle Speed Desired
Injection Timing
Injector Charge Capacitor 1 Voltage
Injector Charge Capacitor 2 Voltage
Injector Control Status
Injector Open Circuit Faults
Injector Short to 12V Circuit Faults
Injector Short to GND Circuit Faults
Injector Timing Status
Intake Air Heater Pre-Heat Timer
Intake Air Heater State
Intake Air Temperature
Intake Manifold Temperature
Main Injection Duration
Pedal Position 1
Pedal Position 2
Percentage of Maximum Torque
Pilot Injection Duration
Post Injection Duration
RPM
TTVA Duty Cycle
TTVA Position Actual
TTVA Position Commanded
Transmission Oil Temperature
Transmission Output Shaft Speed
Transmission Governor Actual
Transmission Governor Commanded
Transmission Governor PWM
Vehicle Speed
Voltage Regulator
Waste-gate Duty Cycle
Water In Fuel
It's time to make a public update about what is happening with the Cummins beta so everyone is on the same track and we can stop any internet rumours.
We just released another Beta version to our testers yesterday, this was to check off a minor issue we had with the ECM after it was flashed. The results so far are very good, no DTC's at all once flashed and no DTC's when driving. We found one more checksum that needed to be taken care of, but rather than disable it (like some might) we chose to do the right thing and recalculate the checksum prior to the ECM being flashed.
Anyway, the good news is the the ECM is happy and from what we are told, EFILive now wears the crown as the fastest Cummins flash tool on the market, not only that, it's the only one that doesn't require multiple key cycles after a flash, or, most importantly doesn't erase the VIN!
So the read and reflash side of the Beta for the 5.9L is complete, we can move on.
We also introduced a locking function so nobody can read the tune out of the ECM, this is optional and can be applied prior to a reflash. It won't stop the tune being overwritten, only being read out.
As far as the tuning goes, everyone is getting great results, we weren't expecting horsepower records to be smashed in the first month of beta testing, and they haven't been. But what we did get is multiple tuners saying they have improved the trucks drivability and response enormously which is exactly what we were hoping for.
Over the coming weeks we hope to give the beta testers access to the scantool side of this development. Once they can log critical data the tunes will improve even more and the power will start to climb.
Right now the RPM limit is not being worked on beyond what we thought would be enough tables to provide the solution. Once we get the scan tool working and we can see what is happening with torque, rail pressure, commanded mm3 etc it's going to give us a direction in hunting down the problem. Until then it's just speculation as to the cause, this is why the RPM limit is on hold for the time being. But again, only until the scan tool is functional.
We also hope the scantool data will allow the tuners to get rid of the 'fuel hang' 100%, once and for all.
There was also mention of switchable tunes for them (like the Dmax DSP5). It is our intention to do something like this for the Cummins as well. However, before can figure out how many tunes we can squeeze in to the ECM we need to know what tables are needed when switching.
If there is only 10 tables needed for a switchable tune, then we can probably get more tune options in the same ECM, but if there is 30 or more tables needed (hopefully not), then that is going to take up more space in the ECM which at some point will hit it's limit.
So for the moment, until everyone gets a handle on just what is needed to be modified for a good tune we will hold back on development of a switching tune.
So back to the scantool, below is a list of the sort of data you are going to be able to log from these trucks. From our research there is simply no other scantool on the market that can get all this data.
Cheers,
Ross
A/C Pressure
Balance Rate for Cylinder 1
Balance Rate for Cylinder 2
Balance Rate for Cylinder 3
Balance Rate for Cylinder 4
Balance Rate for Cylinder 5
Balance Rate for Cylinder 6
Barometric Pressure
Battery Temperature
Battery Voltage
Boost Pressure
Commanded Fuel Uncompensated
Commanded Fuel with Balance Rates
Coolant Temperature
Current Gear
Driver Throttle Position
Engine Load
Engine Status
Fan Duty Cycle
Fan Speed
Fuel Control Actuator Current
Fuel Control Actuator Duty Cycle Actual
Fuel Control Actuator Duty Cycle Commanded
Fuel Level
Fuel Pressure Actual
Fuel Pressure Desired
Fuel Pressure Measured
Fuel Pressure Regulator Current
Fuel Pressure Regulator Duty Cycle
Fuelling Scaler
Idle Speed Desired
Injection Timing
Injector Charge Capacitor 1 Voltage
Injector Charge Capacitor 2 Voltage
Injector Control Status
Injector Open Circuit Faults
Injector Short to 12V Circuit Faults
Injector Short to GND Circuit Faults
Injector Timing Status
Intake Air Heater Pre-Heat Timer
Intake Air Heater State
Intake Air Temperature
Intake Manifold Temperature
Main Injection Duration
Pedal Position 1
Pedal Position 2
Percentage of Maximum Torque
Pilot Injection Duration
Post Injection Duration
RPM
TTVA Duty Cycle
TTVA Position Actual
TTVA Position Commanded
Transmission Oil Temperature
Transmission Output Shaft Speed
Transmission Governor Actual
Transmission Governor Commanded
Transmission Governor PWM
Vehicle Speed
Voltage Regulator
Waste-gate Duty Cycle
Water In Fuel
