Yeah I pretty much figured that question would fall on deaf ears as how to read out the CM2200 and Cm2350's.
No offense other EFILive, just would be nice to know what is needed for the cummins ecm's.
Yeah I pretty much figured that question would fall on deaf ears as how to read out the CM2200 and Cm2350's.
No offense other EFILive, just would be nice to know what is needed for the cummins ecm's.
Last edited by 30 RUM; April 29th, 2016 at 10:43 AM.
Ok this is simple then. What equipment or programs does your import feature work with? All or any that you know of. I know that you don't own any of the other equipment I've been aware of that for awhile. I bet I can find the post that said something to the effect "we have been asked not to divulge what software or equipment was used or can be used" by this we are given a feature that we aren't given any info as to what we can use to utilize it? I'm asking right now what does it take?
2015 3500HD crew cab long bed, 6" fabtech, slightly tuned, emissions intact.
2005 dmax ccsb, EFI live tuned DSP 5 Full built motor, S471 billet single, More better built trans this time. and lots of other things.
1984 CJ7 powered by a 2000 LS1. 4L60E.
2012 Jetta TDI 6 speed manual, (yes the dirty the bastard haha)
2003 Jetta TDI,
1986 K10 LQ4/4L80E
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Hi guys ... I don't work with diesels at all ... but I find the tuning of these interesting. Here is a link to a YouTube video. Should give you some insight into what the tuners are up against with these ECMs.
https://www.google.com/url?url=https...KLZCvDi52CkH8w
Yes, this is all too common with European vehicles (this is also what MUST happen with the Dodge EcoDiesel ECM). Although Cummins and the LML are partially locked down it could be a lot worse as that video demonstrates when tuning via the CPU debug ports is the only option. This is what the Alientech type products are used for.
I suspect for that market when the current generation ECM's are replaced the tuning game will end, the manufacturers know what gaps they left open now and they will be closed. Sure where there is a will there is a way but with serious computing power coming very cheap now there is no reason why they couldn't put on the fly decryption in the ECM's for all the maps, then that is it, hang up your boots and go home.
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Stand Alone ECM's for off-road and performance will be the answer then.
Just like any other road block, if there is a market there will be a product, instead of playing in their sandbox, build your own sandbox to play in without all the nonsense.
The amount of tunable vehicles is massive, I still tune 2001 LB7's, they are 15 years old.
If we can just get Trump to dismantle green policies and the EPA completely then it will be a good day !!
2015 3500HD crew cab long bed, 6" fabtech, slightly tuned, emissions intact.
2005 dmax ccsb, EFI live tuned DSP 5 Full built motor, S471 billet single, More better built trans this time. and lots of other things.
1984 CJ7 powered by a 2000 LS1. 4L60E.
2012 Jetta TDI 6 speed manual, (yes the dirty the bastard haha)
2003 Jetta TDI,
1986 K10 LQ4/4L80E
None that I know of, but if things keep going down a rathole then the aftermarket will respond.
The issue I see with the new ones is all the CAN Messaging issues on these newer LML's and Cummins, if the engine is not in a truck that needs all the messages then its a great platform.
The LML in my opinion has the most potential with the higher pressure piezio injectors, the response of the injectors and the processing power of the ecm is far and above anything else in the previous models, if the code could all be stripped out of the nonsense it would be far better.
LBZ code structure ( LESS ANY EMISSIONS CODE ) in an LML with a Fixed Vane charger pr VVT and no nonsense tables is a dream setup.
I still think LB7's make the most power than any other model, LBZ is probably the second highest HP/TQ Model.
I had both and have tuned tons of them and the LB7 is still my favorite, just the injectors suck.
I no longer monitor the forum, please either post your question or create a support ticket.
Motec M1 can drive most diesel injectors and you can write your own code for it. Or take an OEM design and use it as a reference design. CM2350 has lots of grunt and flash space. The right team, and RTOS you would be good to go. It would take years to make all the truck accessories work going backwards but the engine side ( no emissions) could be done in a year or two.
All this is fantasy land theory BS anyhow. EFI crew has to play ball with the EPA to put bread on their table and not get the wrong people mad. You cant fault them for that.