Complete Guide to AutoCal Use

Remote linking an un-linked AutoCal device:

(NOTE: If you received your AutoCal from Innovative Diesel with pre-loaded tunes already installed this step is already

done)

 Install the latest version of EFI live V8 software.

 Plug in the AutoCal and open EFI Live “Scan and Tune”

 In the Task bar on the bottom right there will be a little icon shaped like the AutoCal once the drivers finish

installing. Click this icon and it will bring up the EFI Live control panel.

 Click on “F6: Firmware”. If the firmware requires updating please click the button that says update firmware at

this time.

 Click on “F7: Licensing”. The picture of the AutoCal should be lit up. If it is greyed out, click on the status button

and it should light up. It will also say underneath “The AutoCal device has not been linked yet”.

 Hold down the control button and double click the picture of the AutoCal. This will bring up a text box. In this

text box you will paste the code that your tuner sent to you, and click on program. Your AutoCal will now be

linked.

Installing custom tunes on AutoCal:

 Your custom tunes will be in a file that has the extension .bbx at the end of it. You will install this file in “Scan

and Tune”.

 Open “Scan and Tune”. On the left side there is a tab labelled “F5: BBX”. Click this tab.

 In the BBX window there will be a tab that says “F6: Quick Setup”. Click this tab.

 Click on the tab that says “Open Quick Setup”. Then select the BBX tune file that you received from your tuner.

 Then click on “Program Quick Setup”. You are now finished.

Installing tune files on vehicle:

 With the key in the run position plug the AutoCal into the OBD port under the dash.

 There will be different directions depending on vehicle type.

1. Cummins:

 Scroll down and select “Tuning tool”.

 Scroll down and select “Full Flash”

 Then scroll down and select the appropriate tune file that you desire to run.

 You will then be prompted on if you want to “License ECU”. Click OK. Then follow the on screen

prompts to turn the key off and on.

 You are now finished with your install.

2. Duramax:

 On the Duramax LML you will have a file named “Full Stock”. This is the first file that you will flash in.

This file will also be the one you flash in to return the vehicle to stock.

 Scroll down and select “Tuning tool”.

 Scroll down and select “Full Flash”

 Then scroll down and select the file named “Full Stock”.

 You will then be prompted on if you want to “License ECU”. Click OK. Then follow the on screen

prompts to turn the key off and on.

 After that file is flashed, it is now time for you to select the desired power tune that you want to run.

These files will be calibration only flashes. These files will be found under the “Cal Flash” folder of the

AutoCal.

 Scroll down to “Cal Flash” in the tuning tool. Then select the appropriate power file that you wish to

run.

 Then follow the on screen prompts to turn the key off and on.

 You are now finished with the install of the tune file.

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SCT X4 Datalogging instructions

We recommend downloading SCT’s latest revision of LiveLink datalogging software.

http://cdn.derivesystems.com/software/LiveLink_Gen-II.exe

When you click on the link the download will start automatically

SCT LiveLink Data Logging Software is used to do the following:

  • Setup and Create Data Logs while connected to an SCT Tuner, Vehicle and Computer.
  • Open and review existing SCT Data logs.
  • Create custom Data Log Files (DLF) aka Monitor configurations.
  • Retrieve saved On-Device Data Logs from SCT Devices
  • Look up DTC Definitions to figure out why the check engine light is on.

 

Installation:

Install software with SCT device NOT connected to the computer
Once the software is installed connect the device to the computer
Let the driver finish install before using


Livelink GenII

1)Open Livelink GenII and follow the directions to connect to the vehicle

2) If you have a config (config.cf4) file that we sent you, simply click on “Load Config” in the top menu bar. Skip to step 4)

3)Click on “List”  This displays the available parameters for your vehicle. Select the parameters that you would like to log. Common parameters include:

  • MAF Volts/Hz
  • RPM
  • Load
  • ECT (Engine Coolant Temp)
  • IAT/ACT/ACT2  (Inlet Air Temps)
  • Spark
  • Long Term and Short Term Fuel Trims
  • Throttle Position

4) Start Vehicle. Start LiveLink by clicking on the green button. LiveLink will take a few seconds to connect and start logging

5) Once you are done logging, click the Red button before turning the car off. Click “Save All” in the top menu bar. It will save the log as a .csv file which you can email us.

 

 

If you don’t have a config file, with the key on, click the graph button at the top left of the screen.  This displays the available parameters for your vehicle. Select the parameters that you would like to log. Common parameters include:

 

2011-2014 GT/V6:

Please select the following PID’s/DMRS (do not select any SAE parameters) and ensure Rapid Pack Datalogging is selected

Environment:

  • Intake Air Temperature
  • Intake Air Temp2 F (only available for GT500)
  • Engine Coolant Temperature

FUEL

  • Measured AFR Bank 1
  • Measured AFR Bank 2
  • Lambse bank 1
  • Lambse bank 2
  • Long term fuel trim bank 1
  • Long term fuel trim bank 2
  • Short term fuel trim bank 1
  • Short term fuel trim bank 2

MAF

  • MAF Frequency
  • MAF Flow Rate lb/min (#/min)

MISCELLANEOUS

  • RPM
  • Load
  • Torque Source
  • Vehicle Speed

SPARK

  • Spark Advance V2
  • Knock Sensor

Variable Cam (does not apply to GT500)

  • Variable Valve Timing Exhaust Bank 1 Actual
  • Variable Valve Timing Intake Bank 1 Actual

Transmission (only applies to AT equipped vehicles)

  • Gear Commanded
  • Torque
  • Line Pressure KPA
  • Torque Converter Slip
  • Torque Converter Clutch Commanded

THROTTLE

  • Throttle Angle Actual
  • Throttle Angle Desired

2005-2010 V6/GT/GT500:

Please select the following PID’s/DMRS (do not select any SAE parameters) and ensure Rapid Pack Datalogging is selected

Environment:

  • Intake Air Temperature
  • Intake Air Temp2 F (only applies to GT500)
  • Engine Coolant Temperature

FUEL

  • Long term fuel trim bank 1
  • Long term fuel trim bank 2
  • Short term fuel trim bank 1
  • Short term fuel trim bank 2

FUEL PUMP (Cars w/ Aftermarket Fuel Pumps Only or Forced Induction)

  • Actual Voltage at Pump
  • Fuel Pump Voltage from Table
  • Pressure Drop Accross Fuel Injectors
  • Returnless Fuel Pump Duty Cycle
  • X Axis Input Value For Returnless Voltage Table
  • Y Axis Input Value For Returnless Voltage Table

 

 IDLE

  • Idle Air Integrator
  • ISC Learned Correction No AC

 

MAF

  • MAF Volts
  • MAF Flow Rate lb/min (#/min)

MISCELLANEOUS

  • RPM
  • Load
  • Vehicle Speed
  • Throttle Position Absolute
  • Torque Source

Knock Sensor

  • Knock Sensor Voltage 1 and 2

SPARK

  • Spark Advance V2
  • Knock Sensor Retard

Transmission (only applies to AT equipped vehicles)

  • Gear Commanded
  • Torque
  • Line Pressure KPA
  • Torque Converter Slip
  • Torque Converter Clutch Commanded

 

 

Common Types of datalogs we will ask for:

Idle Log

Start the Vehicle, start the datalogger and let the car idle for 5 minutes. Stop the datalogger and save the file.

Neutral Rev Log

Start the Vehicle, start the datalogger. Let the car idle for about a minute. Then hold the RPM at 1500 (for 15 seconds), then 2500 and 3000. Then let the RPM settle back to idle. Stop the datalogger and save the file.

Cruise Log

Start the Vehicle, start the datalogger. Let the card idle for about a minute. Then go drive normally on the street for 10 mins. DO NOT go WOT (wide open throttle) unless we instruct you to. Try to vary speed and RPM. Stop the datalogger and save the file.

Dyno Log

Start the Vehicle, start the datalogger. Let the car idle for at least 1 minutes. Do a partial or full pull (as required). Let the car come all the way back down to idle and idle for 20-30 seconds. Stop datalogger and save the file.

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ID Motorsports-Hellcat Technical Overview

Hellcat technical overview and highlights

The Hellcat is a 6.2-liter supercharged HEMI® pushing 707 horsepower to the rear wheels.

The SRT Hellcat is named after the Grumman F6F Hellcat, an aircraft carrier-based U.S. Navy fighter plane used during WWII.

The Hellcat was a rugged, high-performance fighter. It proved to be a very high quality aircraft with a straightforward design. Because of those qualities, the Hellcat was the least modified fighter of the war, with 12,200 built in just over two years.

Unique Engine Features

To create an engine to honor this legacy, the engineers in the SRT division started with a 6.4-liter Ram cylinder block. To stiffen and strengthen the forged crankshaft, they shortened the stroke. Forged pistons, diamond-like carbon (DLC) coated wrist pins, and forged connecting rods round out the changes to the bottom end. The engine uses a new oil pan with extra baffles and a windage tray to keep the oil where it belongs under hard acceleration .

As a testament to the naturally great design of the HEMI head, the only significant changes are the use of unique exhaust valves, which use a different material for the valve head, and an advanced alloy for the cylinder head casting.

Adding a supercharger dictated some new hardware and several changes to the fuel management system.

A bypass valve, controlled by the powertrain control module (PCM), is mounted to the supercharger to vary boost, as required.

The gaskets, drive pulley, and coolant manifold are serviceable.

The only replaceable components inside the supercharger are two charge-air coolers (CACs). The supercharger weighs over 40 kg (90 lbs).

Auxiliary Supercharger Cooling

The system uses an auxiliary cooling loop to reduce the temperature of the compressed air charge by transferring the heat from two water-to-air CACs, inside the supercharger, to two radiators.

The auxiliary cooling system is completely separate from the engine cooling system, with a separate reservoir, coolant pump, radiators, and hoses. Also, the supercharger auxiliary cooling system operates at a lower pressure than the engine cooling system. Do not mix up the pressure caps.

An electric coolant pump, mounted to the left of the engine radiator, draws coolant from the CACs. The coolant pump receives battery and ignition voltage from the rear power distribution centre (PDC). The PCM controls the pump over a local interconnect network (LIN) line.

The coolant pump pushes the coolant through the auxiliary low temperature radiator (LTR) before passing through the primary LTR.

Servicing the auxiliary cooling system is straightforward. The CACs, coolant pump, radiators, and plumbing are replaceable. The auxiliary cooling system uses the same organic additive technology (OAT) coolant as the engine cooling system.

The PCM reads coolant temperature from a sensor mounted in the auxiliary coolant manifold to the right and rear of the supercharger .

Do not activate the auxiliary coolant pump any longer than required to verify proper operation. Coolant acts as lubricant for the pump. So, it will be damaged if it is operated without coolant. Always refer to service information for specific instructions.

While both cooling systems include a bleed port that is designed to release trapped air, always use a vacuum fill device. if the system has been opened. Manually bleeding the cooling system may not remove all of the air, causing the system to fail.

Oil Cooler with Drain Plug

With horsepower comes heat. So the Hellcat uses an external oil cooler. The cooler has a drain plug. So, be sure to drain the oil cooler during oil changes.

Airflow sensing

A mass airflow sensor (MAF) is attached to the inlet of the huge (92 mm) throttle body.

Oiled air filters should never be used with a MAF sensor. The high volume of air passing through the air filter can pull oil from the filter element and coat the sensor wire, which will cause false airflow readings (Figure 10).
Four manifold absolute pressure (MAP) sensors are installed on the supercharger.

The Hellcat engine uses a GPEC 2a PCM. The Hellcat GPEC 2a is unique, because it has an on-board barometric pressure sensor.

Two Different Keys

The vehicle is delivered with two keys : A red and a black key. The red key unleashes the full 707 horsepower and allows the driver complete control over the stability and traction control systems. The black key allows the engine to produce about 500 horsepower, with lower RPM shift points, full stability control, and other performance modifications for a less exhilarating driving experience.

Powertrain Controls

Mass Airflow Sensor Operation

The MAF is a heated-wire type sensor that allows the PCM to calculate the volume of air entering the engine. Intake air, flowing over the wire, cools the wire. This reduces the resistance of the wire, which increases current flow through the wire. The PCM monitors the current to calculate airflow.

The airflow is displayed on the scan tool in grams per second. The MAF, which includes a temperature sensor, is used to verify the rationality of the MAP sensors and provide inlet air temperature information to the PCM.

Four MAP Sensors

Four MAP sensors, which also include temperature sensors, are used on the Hellcat engine. One is installed at the supercharger air inlet. A second MAP sensor is installed on the pressure side of the supercharger.

In addition, two additional MAP sensors are installed on the supercharger, one on each bank near the CACs. All MAP sensors are interchangeable.

Barometric Pressure Sensor in PCM

While most engine management systems read the MAP sensor at Key ON to determine atmospheric pressure (baro), the GPEC 2a PCM uses its onboard pressure sensor for this function. If the sensor goes bad, the PCM must be replaced.

Variable Speed Fuel Pump

The Hellcat engine uses a fuel system similar to the High Fuel Efficiency (HFE) Ram truck. The system includes a fuel pressure sensor, fuel pump control module (FPCM), and variable speed fuel pump.
The PCM controls fuel pressure by varying the speed of the pump by using pulse-width modulation, through the fuel pump control module.

The fuel pressure sensor is mounted in the fuel rail crossover tube, at the right, rear of the supercharger.

The fuel pump control module is mounted inside the trunk, behind a trim panel on the right side.

Bypass Valve

As mentioned earlier, there is a bypass valve between the inlet and pressure sides of the supercharger. The PCM controls the valve, when required, to reduce manifold pressure. The bypass valve is a modified version of the Tigershark throttle body.

Instead of being normally closed at rest, like a throttle body, the bypass valve is modified to be normally open.

The PCM can set the bypass valve to any angle between fully open and fully closed to control boost.

More Fuel Control Sensors

A crankcase pressure sensor is located in front of the throttle body, in the make-up air tube.

Four oxygen sensors monitor the fuel control and catalyst systems. The upstream sensors are wide-band and the downstream sensors are narrow-band.

Wide-band sensors allow the PCM to control the air to fuel ratio more precisely under a wide range of operating conditions-from idle to full throttle.

Manual Transmission

Any car with this much power and torque needs a tough transmission or two available. The manual transmission is a Tremec TR-6060, similar to the SRT Viper’s gearbox.

A larger flywheel, stronger clutch, and gerotor oil pump round out the high performance manual package.

The oil pump sends transmission fluid to an oil cooler located in front of the radiator. The oil cooler is the same part number for both the automatic and manual transmissions.

Automatic Transmission

The automatic, an 8HP90, is a Hellcat exclusive. The transmission features additional clutch packs and a larger torque convertor, and uses only “8&9-speed ATF.”

The 8HP90 features a new poly-stable electronic shifter that incorporates an electronic shift module (ESM). The shifter has no mechanical connection to the transmission.

The shifter is unique, because it provides tactile feedback by using detents for each position. It feels more like a conventional shifter and less like a toggle switch.

A manual mode can be activated by moving the selector to the left, then forward and backward to change gears.

A manual park release mechanism is provided in case electrical power is lost.

Front lights and air intake

The front lighting is unique to the SRT.

Instead of a projector beam, the left, inboard “lamp” is actually an air catcher inlet port that pushes air directly into the air box.

Since there is no screen at the air inlet, you never know what you are going to find in the air box!

When servicing the air cleaner, be sure to disconnect the air inlet hose from the throttle body to avoid breaking a locking tab.

Uconnect Performance Pages

There are a number of unique features available on this model through Uconnect’s Performance Pages. So many features, in fact, that there is a separate owners’ manual for the system!
Performance Pages are accessed via the Uconnect Touchscreen. Performance Pages includes several configurable drive modes that allow you to enter and save performance adjustments to the engine, transmission, steering response, and traction control.

Valet Mode and Paddle Shifter Enable

If an SRT Challenger comes in and feels low on power, the car may be in valet mode. If so, you will see an indicator in Electronic Vehicle Information Centre (EVIC) letting you know. You will need the customer’s password to take it out of valet mode.

Also, you will want to keep in mind that the paddle shifters can be turned on and off in the Performance Pages. If a customer brings in a Hellcat with a complaint of inoperative paddle shifters, quickly check the Performance Pages to make sure the paddle shifters are enabled.

Intra-Vehicle Communications

2015 Challengers use the PowerNet architecture. This means that functions that were handled by the cabin compartment node (CCN) on previous models are now handled by the body control module (BCM).

The four controller area network (CAN) bus star connectors are in the same locations as current Chargers and 300s.

Rear Axle

The rear axle has been refined for the entire Challenger line, including a 230 mm ring gear on all V8-equipped cars. The ring gear is welded to the carrier for improved strength and efficiency. Currently, only seals, mounting bushings, and fluid can be replaced. Defective gears and bearings require replacing the entire axle assembly.

2015 Challengers now use low-viscosity gear oil. Base models use 75W-85, and all SRT models use 75W-90. Always refer to service information for the latest lubricant and additive specifications.

Power Steering

Other 2015 Challengers have electronic power steering (EPS), but the Hellcat has a conventional, hydraulic power steering system.

Active Exhaust Tuning

PCM-controlled active exhaust valves provide exhaust tuning on all V-8 Challengers. An active valve is located on each bank, under the rear cradle. The actuators share the LIN bus with the auxiliary coolant pump.

The actuators and spring are serviceable, but the valves are part of the exhaust pipes.

Left and right side actuators are different, but can accidentally be installed in the wrong position. Check the part numbers.

The actuators run through their full range of motion each time the ignition is cycled ON. If there is an obstruction, or if an actuator is disconnected, the PCM will turn on the malfunction indicator light (MIL).

The PCM actuates the active exhaust valves based upon the selected drive mode; adjusting the position of the valve constantly, tailoring the sound to suit driving conditions.

The Sport setting is more aggressive, and the Track mode locks the valves wide open, which is a place where the Hellcat is very comfortable.

Hellcat Ship Mode

Like other PowerNet vehicles, the 2015 Dodge Challenger Hellcat arrives at the dealership in Ship Mode. Ship Mode deactivates all non-essential equipment in the car to control battery discharge.

Unlike other PowerNet vehicles, the Hellcat Ship Mode includes a special low power mode. In the “Ship,” low power mode, the engine operates at reduced power, regardless of which key is used. This allows pre-delivery technicians and other dealership personnel to operate the vehicle safely until it can be properly checked in.

Also, it allows transport drivers to drive the car onto the truck instead of through it!

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DURAMAX VIN CHART DECODER

DURAMAX VIN DECODER

Model Year(s) 8th Digit of VIN Duramax Model & Notes
2001 – 2004 1
LB7
2 LLY (introduced midyear 2004)
2005 2 LLY (only engine offered for 2005)
2006 2
LLY (2006 version, different from 2005 version)
D LBZ (introduced late 2006)
2007 D LBZ
6 LMM
2008 – 2010 6 LMM (only Duramax offered during these years)
2011 – Current 8 LML
L LGH

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Dodge Cummins – Resetting the Perform Service Indicator

Diesel Training
Dodge Cummins 6.7L
This bulletin is to aid you on resetting the Perform Service indicator you will find on a Dodge 6.7L with the EVIC displaying this message.
PERFORM SERVICE INDICATOR- RESET the “Perform Service” message will display on the EVIC each time you turn the ignition switch to the ON/RUN position to indicate emission maintenance is required. To reset the “Perform Service” indicator system (after performing the scheduled maintenance) refer to the following procedure: 1. Turn the ignition switch to the ON position (Do not start engine). 2. Press and release the brake pedal two times. 3. Fully depress the accelerator pedal slowly two times within 10 seconds. 4. Turn the ignition switch to the OFF/LOCK position. NOTE: if the indicator message illumination when you start the vehicle, the “Perform Service” indicator did not reset. If necessary repeat this procedure.
To reset the “change oil” message on the EVIC, Turn the key to run without starting the engine and press the accelerator pedal 3 times within 10 seconds.
Note that on the Dodge Cummins we have dealt with multiple messages that required clearing codes and performing the above procedures.
Some vehicle may also show a message to contact dealer as well with the Perform Service Message and no codes set. Perform the procedure above.
Here are other messages you can have:
WHAT YOU WILL SEE IN THE OVERHEAD DISPLAY:
• “Exhaust Filter xx% Full” – Indicates that the DPF is approaching full.
• “Regeneration Required Now” – indicates you will need to intervene by changing your driving mode. See owner manual.
• “Regeneration in Process” – Indicates the DPF is self-cleaning. Please try to maintain you current driving condition until regeneration is complete.
• “Regeneration Completed” – DPF self-cleaning in complete.
• “Service Required-See Dealer Now” – Indicated DPF regeneration is not functioning. Your Check Engine Light (MIL) may come on. Please see dealer. IMMEDIATE SERVICD IS REQUIRED. Damage to the exhaust system could occur soon with continued operation.
• “Exhaust Filter FULL –Power Reduced- See Dealer” – Your DPF is full. Engine power will be reduced to decrease risk of damage. IMMEDIATE SERVICE REQUIRED. Please see dealer immediately. Damage to the exhaust system will occur with continued operation.

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Bully Dog GT CUSTOM TUNING – HOW IT WORKS

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Quick Revs Per Mile Look Up Chart

DIAMETER, CIRCUMFERENCE(rollout), AND REVOLUTIONS PER MILE CHART

Diameter

Rollout

Revs/Mile*

17.5

55.0

1222

18

56.5

1186

18.5

58.1

1152

19

59.7

1120

19.5

61.3

1090

20

62.8

1061

22

69.1

960

22.5

70.7

938

23

72.3

917

23.5

73.8

896

24

75.4

877

24.5

77.0

858

25

78.5

840

25.5

80.1

823

26

81.7

807

26.5

83.3

791

27

84.8

776

27.5

86.4

761

28

88.0

747

28.5

89.5

733

29

91.1

720

29.5

92.7

708

30

94.2

695

30.5

95.8

684

31

97.4

672

31.5

99.0

661

32

100.5

651

32.5

102.1

640

33

103.7

630

33.5

105.2

621

34

106.8

611

34.5

108.4

602

35

110.0

593

35.5

111.5

585

36

113.1

576

36.5

114.7

568

37

116.2

560

37.5

117.8

553

38

119.4

545

38.5

121.0

538

39.5

124.1

524

40

125.7

517

45.5

142.9

453

46

144.5

448

53

166.5

388

53.5

168.1

384

54

169.6

381

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Innovative Diesel Custom tunes NOW available for your Bully Dog GT Tuner!


Innovative Diesel Custom Tunes for your Custom Ride!

GT Platinum Diesel and Gas Customers Can Now Take Advantage of Innovative Diesel Custom Tunes

  • Load up to 10 Innovative Diesel custom tunes on your GT device
  • Optimize your vehicle for your specific modifications
  • Unlock every ounce of power from your vehicle using custom tuning technology from Innovative Diesel’s SCT custom tuning.
  • FREE Upgrade for Limited Time
  • Easy upgrade…simply activate your device on-line
Learn more or Upgrade / Activate your GT today at www.bullydog.com/customtuning
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Project MCLB Heavy Hauler: 500+ horsepower With EFILive Tuning!

LEAD_ARTWORK_EFILIVE

Project MCLB Heavy Hauler: 500+ horsepower With EFILive Tuning!

img src=”http://www.speednik.com/files/userphoto/chadwestfall.jpg” alt=”" width=”55″ />
By Chad Westfallposted Today in Dyno Testing, Ignition, Electronics, & EFI, Project MCLB Heavy Hauler

 

When it comes to performance, there are few things that have the kind of horsepower per dollar return as a tuner does. Sure, water/methanol can be close, but everything else requires other components to make the big power. Injectors require lots of air or nitrous to really produce the power while, turbochargers can make use of extra fuel, but you have to have the fuel in order to produce the power. We have been witness to people making over 500 additional horsepower with just the addition of spray. That is a huge gain, but you had to be over fueled to get there.

For Project MCLB Heavy Hauler, we wanted to utilize some of the most powerful tuning out there for our 2006 Dodge. This project is going to be built over the course of many months, so there will be quite a few steps to get to our end goal. The tuning had to be flexible enough to work with each of our steps, since having the coin to take a truck from bone stock to fully built in one step isn’t necessarily something most of us have.

The AutoCal comes with two cables. One, plugs into the trucks OBD II connector and the other into your computer.

Thumb_Rotator_EFILive

EFILive, aren’t they only for Duramax?

“We were being inundated by the Dodge community with requests for the same type of tuning ability as the Duramax community enjoys. To date we’ve released the ’06-’07 5.9L Dodge Cummins tuning software and ’07-’09 6.7L Dodge Cummins tuning software.  Our developers continue to work on enhancements for those platforms and extending our Cummins year model support,” explained Donna Blackmore, Business Manager for EFILive.

What makes EFILive so unique?

EFLIive’s uniqueness comes from the fact that they are not actually a tuning company. They have spent countless hours developing the software, reverse engineering and integrating their customer operating systems to allow tuners almost complete access to all engine parameters. This access, allows experienced tuners the ability to really go in and tune the engine as they want. They have full access to injector pulse width, timing, shift points, RPM and  pretty much any other parameter.

We were the first to offer the Diesel community a better and cleaner way to tune their engines — Donna Blackmore

“We were the first to offer the Diesel community a better and cleaner way to tune their engines,” commented Blackmore. “Other companies produce handheld tuners with pre-loaded tunes. EFILive, FlashScan, and AutoCal are the tools that give customers the ability to create their own tunes to suit their conditions, hard parts, and requirements for their own trucks, rather than taking a one-size-fits-all approach. EFILive is very lucky to have dealers and customers who work and have been with us for a long time, some Beta test our software and, also, have created successful Diesel Tuning businesses,” mentioned Blackmore.

 

One of the other really unique aspects of EFILive is the ability to use a programmer, but change the power levels as you drive. Traditionally, if you use a programmer, you would have to pull over and re-tune the truck if you wanted a different power level. Since EFILive has pretty much full access to the ECM, they have come up with a way to deliver additional tunes to the ECM without reflashing. Then by adding a CSP5 switch, owners have the ability to choose which tune the ECM is running simply by turning the knob to the appropriate setting.

All of this is done on the CAN bus and for the installer, it is very easy to install the switch (see below). There are some modules that can be programmed to change the tunes as well. EFILive AutoCal has the ability to switch the tunes without reflashing the truck (but, we recommend your passenger switches tunes via AutoCal or you pull over so you keep your eyes on the road).

The Blank Stare

The AutoCal programs the truck like a standard programer does. With the key on, engine off, plug in the AutoCal.

Since EFILive isn’t a tuning company, when enthusiasts buy one of their products, it actually comes blank. Yep, blank! There are really two options when it comes to EFILive. Option one, is to purchase the FlashScan programmer that allows you (the tuner) to tune your own truck with complete access. Their tuning software is free to download, but requires FlashScan to actually program the truck.

Option two, purchase their AutoCal and have one of the best tuners in the country tune your truck. So, let’s see, we can try and tune the truck ourselves and risk breaking something or we can have an expert tune the truck for us… Yeah, we opted for AutoCal!

AutoCal

“AutoCal is a unique product, we realized early on that our customers required another piece of hardware that complemented FlashScan and took the tunes created by the tuner to their customer base,” said Blackmore. “AutoCal really took tuning to a new level, very quickly tuners were able to compete directly against the traditional handheld market, but with hardware containing all the EFILive bells and whistles.  Effectively, the tuner creates custom tunes for a truck that can be emailed and installed onto AutoCal remotely, but what makes it so unique is that you can also data log how the vehicle performs and send that feedback back to the tuner for review.  Tune revisions can also be made remotely.  AutoCal can read diagnostic trouble codes (DTC’s) as well as PID’s (Parameter Identification), and offers a multi-vehicle licensing,” continued Blackmore.

 

IMG_Dyno

Who to use for Tuning?

For us, there is a pretty short list of tuners in the market that we would entrust this type of project to. One name that is always around the top of most people’s list is Eric Eldreth from Innovative Diesel Performance. In the Ford world, Innovative Diesel is one of the “go to places” for all things Power Stroke (tuning and parts), but over the years, has been expanding their offerings and now does quite a bit of Duramax and Cummins business.

A good rule of thumb is that when you are upgrading your truck, if you upgrade the fuel injectors or turbocharger, you should have new tuning done — Eric Eldreth

“We have been doing custom tuning since 2001,” said Eldreth. “We have been extremely successful with the Ford stuff and it was a logical progression for us to start offering EFILive tuning. We actually have been doing it for quite some time for the Duramaxs, but it was only available through our dealer network. Now with the addition of the Cummins tuning, we are offering it to everyone.”

 

The beautiful thing about custom tuning is that we can slowly upgrade our truck and we don’t have to worry about potential issues. If we upgrade to some large injectors, we can have a lot of the extra fuel pulled out. The truck will still run well until we upgrade our turbocharger, transmission or whatever the weak link is.

When it comes to this project, Eldreth was the first person we called, not only for tuning, but for help in selecting the right parts to reach our horsepower goals. “Because we tune so many trucks from all over the country, we see a lot of combinations,” commented Eldreth. “We have really learned what works well and what doesn’t depending on what they are trying to do with their trucks.”

“A good rule of thumb is that when you are upgrading your truck, if you upgrade the fuel injectors or turbocharger, you should have new tuning done,” explained Eldreth. Each of these components drastically affect the drivability of the truck and how everything is working. Other modifications like exhaust, intake, intercoolers, elbows and similar bolt on upgrades really just help the engine run more efficiently and don’t alter the key characteristics of the combustion cycle.

Downloading the software installs two programs. EFILive Explorer and EFILive Scan and Tune. The Scan and Tune allows owners to adjust the AutoCal settings. Some of the important settings are what PID’s to monitor and what type of vehicle is being tuned.

For us, we plan on upgrading a few of the weak components before we start diving into more horsepower. By opting for custom tuning now, we should be good for quite some time before we need to have new tunes written.

CSP5 or not?

Since adding a five position switch isn’t necessary, the big question is should you?  It is generally a little extra, but having the convenience of changing a tune anytime is pretty nice. Ultimately, it depends on your driving style. The AutoCal is able to switch tunes, some modules can be setup to change the tunes or you can install the CSP5 switch.

The CSP5 switch has a rotary dial with a circuit board behind it. Care must be taken when handling and mounting it. For our ’06 there are two plug options, standard 90 degree and a pass through. We opted for the pass through. One word of advice from Innovative Diesel is to remove the plug when programming the truck. They have had a few customers who experienced issues programming the truck with a pass through.

We opted to install the CSP5 switch because it was easy, cheap and we aren’t 100 percent sure when we will be at a point to do our next upgrades. A little convenience now, is well worth the cost.

So, what do you get

What am I getting for the money? That is the ultimate question isn’t it? As we mentioned before, the EFILive AutoCal comes blank. It is important to do some research and see who is doing what tuning and if everything is happy with them. There are a number of great tuners in the country and with the internet, they don’t have to be in your immediate area to use them. Getting a tune sent to you via e-mail is pretty common and most of the tuners are more than happy to walk customers through how to install everything. (Here is a list of EFILive dealers.)

We opted to mount our CSP5 switch where the cigarette lighter is. The first step was to remove the entire housing, and cut the plastic frame down. Then we used a Bondo bumper retail kit to fill in the hole.

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FICM Voltage Testing

Caution! The following test procedure will expose you to hazardous voltages that can injure or kill you. Use caution when testing your FICM. DO NOT allow your test probe to come in contact with the test screw and FICM housing at the same time, FICM damage will result!

For this test, you will need an accurate digital voltmeter. Perform this test when the engine is cold and the outside temperature is below 60 degrees. The FICM is mounted to the engine on the drivers side under the coolant overflow tank. Start by removing the two bolts that hold the coolant reservoir to the cowl and push the reservoir out of the way forward and to your right. You do not need to disconnect any of the hoses. On top of the FICM is a small cover held on by two #20 Torx screws; remove these two screws and pry the cover off. On 2003 and early 2004 trucks, you will see 7 screw heads under the cover (pic of 7 screw version). On 2004 and later trucks you will see 4 screw heads (pic of 4 screw version).

For the 4 screw version, take your voltmeter and set it on DC volts and connect the ground lead to battery negative, and with the key ON measure the voltage at the screw on your right—closest to the driver’s side fender. The voltage should be right at 48 volts. Anything between 47 and 49 is good. Have an assistant cycle the key and measure the voltage during the initial key-on buzz test. Voltage should not drop below 46 volts. Next measure the voltage while cranking the engine. If voltage stays at or above 45-46 volts, the FICM is fine. Abnormally low battery voltage can give a false low FICM voltage reading, so make sure your batteries are good. The procedure is the same for FICM’s with 7 screws, except that you will be checking voltage at a different screw. Put the positive lead on the left-most screw in the row of 4 screws. If the voltage is above 46 volts in all the tests, your FICM is in excellent condition. If it is between 36 and 45 volts its OK, but not great. If it is between 25 and 35 volts, you have serious FICM problems.

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