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Initially we a looking to support from 2006 onward.
Sorry Andrew, Ross jumping in to your post here.
2006 up are all CAN based ECM's, we will be supporting those first up, 5.9L first, 6.7L to follow. After that we will go back to the earlier non CAN ECM's (SCI bus), but only as far back as 2003. I think 2003 was the first year they used the PowerPC based CM846 ECM, anyhow it will be those.
I can't wait for this to release...
Whats the latest on the cummins EFI?
the cummins already has EFI. Its had EFI since 1998 when the 24-valve came out.......Quote:
Originally Posted by DSALRAM
Any recent updates?
:hihi:Quote:
Originally Posted by DURAtotheMAX
seriously, that is probably my biggest pet peeve by a mile on the forums...I dont know why people abbreviate EFILive with "efi", and I dont know why it bothers me so much. I guess just the fact that im guessing 95% of the people (on the diesel forums mostly, because its so stupid easy to tune diesels that everyone and their brother has it, whereas on a gas engine, you actually have to know what you're doing...so its fair to say that anyone with a gas car who buys efilive is 'smarter' and more knowlegeable...its only the diesel forums) think that "EFILive", the "EFI" stands for someones name or something.Quote:
Originally Posted by bballer182
I guarantee if I went on the diesel place and asked "does anyone know what the 'efi' in EFILIve stands for?" 75% of them wouldnt have a clue. Or "does anyone know the meaning of the name "EFILIVE" and how Ross and Paul might have come up with it? I understand if people are lazy and dont want to type the whole "EFILive", but seriously, EFILive is just one of those things that you cant abbreviate, because saying "EFI" is totally different than saying "EFILive". You shouldnt abbreviate something if the abbreviated version has a different meaning. It not only makes you look ignorant, but it causes confusion too.
Hey nice duramax, you got EFI on that???? Um yeah, its had EFI since the day it rolled off the assembly line. UGH. :rolleyes:
Ben
LMAO! that's funny bro!
+1... :laugh:
Sorry, we didn't think of that on naming day, could have been worse, we could have called it the "programmatic specificity flasher".
Oh, I should add, we just had delivered the new updated V2's with the SCI bus support, so development can continue on full steam ahead with Cummins again.
So does this mean old V2 units will not work for cummins support when it's released?Quote:
Originally Posted by GMPX
It means the CAN based Cummins can be read with existing V2s (based on a previous post) but 03?-05s are SCI Bus and will need to have the SCI bus updates (dont know if its just hardware or firmware, I assume both).Quote:
Originally Posted by rcr1978
See Andrew's post: SCI/CAN Cummins support
It is a physical hardware change to the V2 internals, so the SCI support is unfortunately not able to be enabled by a firmware update alone.Quote:
Originally Posted by ScarabEpic22
Update time.
We have successfully implemented re-flashing in to our version 8 development software for the 5.9L. So at this stage all technical challenges have been completed, we have a few things left to tidy up before we would consider releasing this as a beta.
One of these issues is more an issue in the ECM itself. Anyone who has ever used the Tech Authority system to program a 5.9L will know you have to go through a VIN learn after the flash is complete. This is because there is IMHO a bug in the ECM's reflash code handler that dictates you need to do a full reflash of the ECM even though you tell it to only write to a small section. In doing so the ECM clears out some critical memory area that needs to be rewritten before the ECM will come back to life correctly.
It's not a big challenge to handle this properly and we will be testing some processes shortly.
To answer the question on the old (existing) V2's working with Cummins, we are going to allow an upgrade to those V2's that will allow them to work with the 2006+ ECM's (the CAN based ones), this will not be a free upgrade, but it will save you needing to buy a whole new unit. Upgrade pricing has not been set, we will be having discussions with our resellers on what they feel is fair for everyone.
I know everyone wants time frames for a release, I don't want to set any false hopes as we have a pretty busy schedule (including overseas travel) before the year is out and Paul (the main software guy) is recovering from a pretty serious back operation, however we are 100% focused to get 5.9L tuning out as a beta before the year is out.
FYI, Below are the warnings shown with the Tech Authority factory on-line programming software.
http://download.efilive.com/Staff/GMPX/FlashError1.png
http://download.efilive.com/Staff/GMPX/FlashError2.png
Cheers,
Ross
Great news - thanks!
SOOOooooo....... how much are we talk'in ??Quote:
Originally Posted by GMPX
don't you think you will sell a BOAT load of VINs and streams ??
Quote:
Originally Posted by GMPX
:lookaround:Quote:
Originally Posted by L31Sleeper
I bet if you have to ask, you can't afford the supporting mods... :devil_2:
Supporting mods.......hell I can't even afford a diesel truck. But my customers can !!
Hey Ross are we going to get CSP2 / CSP5 ??
Switchable tunes will of course be something we look at for the Cummins but definitely not before everything else is sorted for them. There is certainly enough space in the ECM's memory for such modifications but I don't know what sort of spare inputs it might have.
My suggestion would be to do the TCM before CSP. Trans tune-ability will be a major advancement big turbo Cummins trucks.
Just my $.02,
Nick
This is some really great news.... keep up the good work guys!!!
Im patiently waiting......!!
Nick, one of the Dodge experts might correct me on this, but the 4-speed 48RE doesn't have much in the way of electronic control, from what I can see on the wiring diagrams you only have, Pressure solenoid, 3-4 Solenoid & TCC, nothing like the Allison (or GM's 4 speed transmissions). Those 48RE solenoids are controlled from the ECM :)Quote:
Originally Posted by vortecfcar
The 6.7L went to a more complex full separate ECM & TCM system with the 6-speed 68RFE.
I know the DODGE 4 speed trans is actually a fairly wierd control pattern as it uses an electrocic governor control to shift. Basically they took the old fashioned governor assembly off the rear and put in an electronic control for it to make it shift. It is a wierd control system by all acounts as the pressure control actually controls the shifts and not line pressure per say so much.Quote:
Originally Posted by GMPX
Great news EFILive! This is gonna be HUGE for the Cummins folks!
I feel like I should send them a 'Thank You' card or something.:fluffy:Quote:
Originally Posted by GMPX
Well why is that? You're still dealing with a 40 year old trans. Have you even taken one apart?Quote:
Originally Posted by vortecfcar
I don't need to take one apart to know it shifts too soon.
Your attitude is unnecessary,
Nick
Easy guys........I noticed long ago that things come across very differently on a forum.
I went back and re-read some of my old posts on here and Pacific Performance and
thought "wow I sounded like a Jerk"
Hello, I am Les.
I am the lead dyno tuner for Left Coast Diesel in Concord Ca. I am VERY excited to see this come to life for the Cummins crowd.
I have been a loyal Smarty tuner for the past 3 years, and enjoy all that Marco has offered, but I feel that the introduction of EFI Live to the Cummins crowd will drastically change the diesel performance world.
I plan on following this as closely as I possibly can, and reading as much tutorial information as humanly possible, so that I can provide the best support and customer/personal satisfaction as I can.
If anyone has helpful advise/info on how to contact the software engineers, to possibly get a hold of a BETA product that would be great. I have 3-4 2006+ CR Cummins at my disposal along with unlimited access to a Dyno Jet Dyno, to do as much testing/learning/feedback as possible.
I am sure with myself being a "Newbie" to the EFI crowd, not much merrit will be given to my wishes...but I do hope that with the release of this product for BETA, and ensuing public release, I am able to obtain as much knowledge and information as possible.
Thanks for your time
Les
Yep, all shifts, with the exception of overdrive, are controlled with governor pressure. There is a shift solenoid for overdrive, and there is also the converter lockup solenoid.Quote:
Originally Posted by THEFERMANATOR
I remember having a hard time wrapping my head around this idea when I first heard about when I was working for DODGE. It made no sense to me to do it this way when a shift solonoid is so much more precise and controllable.Quote:
Originally Posted by JoshH
Quote:
Originally Posted by GMPX
So if the pressure solenoid controls the governor pressure and the governor pressure controls shifts then the PCM can control shifts.Quote:
Originally Posted by JoshH
So shift points (as in MPH) via pressure control? What about shift firmness?
Pressure controls both in a Turbo 350 transmission right ?
Seems like a LAZY way of adding computer controls.
Lazy but cost effective.
Most VB guys can tailor shift firmness and points based upon your requirements.
To me I'd rather have hard parts fail then chasing electrical gremlins.
In the 47Re it was done via the throttle pressure cable, on the 48RE it is done via a force motor that is mounted externally of the trans.Quote:
Originally Posted by GMPX
The shifts are also controlled by the throttle valve. I totally forgot that the newer trucks have an electronic motor that controls it (I think it's called a TTVA?). The older trucks use a cable. I can never remember what year they switched.
Really, the shifts are controlled by both throttle valve and governor pressure. Governor pressure has to overcome throttle valve pressure to move the shift valves. Higher throttle valve pressure will generally create later and firmer shifts.
Quote:
Originally Posted by L31Sleeper
Generically (most transmissions):Quote:
Originally Posted by GMPX
- pump fluid is regulated into line pressure (by the pressure solenoid in this case),
- line pressure feeds the governor,
- the governor regulates line pressure into governor pressure according to how fast the governor is spinning (spring loaded weights flying outward)...
i.e. governor pressure is "vehicle speed signal" pressure...
i.e. line pressure does not control governor pressure, but rather it simply provides fluid pressure which the governor regulates into the vehicle speed signal pressure...
i.e. shift firmness is still controlled by line pressure, but the side effect is that with higher line pressure, governor pressure will be higher, so the upshifts will come sooner, it will hold higher gears longer, and it downshifts later... however most governors are designed to have a reduced sensitivity to line pressure being high or fluctuating by having cleverly calculated areas on both sides of the governor valves that line pressure acts on so that governor pressure relies mainly on how far the spring loaded weights move... i.e. if line pressure is high, the valves do not move as easily.
So the PCM is not controlling the VSS-vs-TP shift schedule.
Then, at each shift valve, governor pressure opposes throttle pressure (they act in opposite directions on the shift valve)...
if governor pressure wins, then the shift valve moves to the upshift position,
if throttle pressure wins, then the shift valve moves to the downshift position.
Throttle pressure is also used to assist line pressure to increase shift firmness at high engine torque (by having cleverly calculated areas on the line pressure regulator valve).
:)
Joe, you've got to get out more :)
Paul