EFILive will read Dodges.

My truck is powered by a tire chalk, that sucks. Maybe we should wait and see what the mighty CR will do before giving it the p-pumps crown.
 
EFI giving the Cummins a shot..... this is GOOD news!!!
Marco working hard as uasual on a similar product....... :rockwoot: :Cheer:
 
Camotanker said:
LMAO! That was right before I learned EFI Live for Cummins was going to ruin Boob's Christmas plans and the Challenger was getting repo'd! LOL

Hey Unbroken - STFU! You're gay, your truck sucks, and your ***** banning threats are so 2006. I remember when this site used to be cool... but POS's like you make my hemroids hurt. :owned:
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That didn't work out so well did it ? LOL
Funny thing is...I'm not the one that banned him. LOL
 
yea efi live will be pretty nice for cummins. duramax wont have much ahead of us now!
 
SootKing said:
yea efi live will be pretty nice for cummins. duramax wont have much ahead of us now!
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When where they ahead? It's gonna be nice to have this EFI Live but kinda wondering if it will contribute to more blown CR motors?
 
SootKing said:
yea efi live will be pretty nice for cummins. duramax wont have much ahead of us now!
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Ahead? ....... :what:

Kman9090 said:
When where they ahead? It's gonna be nice to have this EFI Live but kinda wondering if it will contribute to more blown CR motors?
Click to expand...

It will until they figure out how to work the tables.......shutting down the events and figuring out the tuning is gonna be great!!
 
Kman9090 said:
When where they ahead? It's gonna be nice to have this EFI Live but kinda wondering if it will contribute to more blown CR motors?
Click to expand...

I think that's pretty much a given, depending of course on just how many things the novice user can change.
 
Kman9090 said:
When where they ahead? It's gonna be nice to have this EFI Live but kinda wondering if it will contribute to more blown CR motors?
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Id say there will be a few, hopefully there will be some tuning class's available as mentioned before. This will be a whole new ball game for us CR Cummins guys so id say the Dmax boys could be very helpful to us!!
 
Hmmmm just curious so excuse this post if it makes me look like a douchebag, but I was wondering how efi live can do anything more in depth than what the smarty does? I thought that the cummins ecm's code was patent protected? Just looking for a little more knowledge. Someday I just might become smart :lolly::lolly:
 
COMP461 said:
Volker I really like you , but the truth is that John tuned the NX Mustang to a faster time , at both Drag Week and the Texas Mile

I’m not going to speak out of school, but the EFI live tune on the NX Mustang goes full fuel right up to 6000 rpm's

This is due to JohnBoy 's great tuning and his use of the RPM Performance data logger.
John and EFI have learned some really cool tricks during Drag Week.
John started the week telling me that the Mustang would have to have 2 cp3 pumps, but before the week was over , and with his and EFI's new finds the Mustang could hold max rail pressure and the Industrial Injection Dragonfire pump was more then enough.

The problem with programmers is that they have a generic tune in them, sure you can punch in a few parameters , but its just part of a simply flow chart, choosing one of the preloaded programs . Your not really tuning but just picking which program to use.

From watching John do magic with EFI, Ill tell you that P Pumps will become tire chalks in all but the most outrageous ultra mod pullers.

And besides with EFI , you don’t have to be a cool kid to get the best stuff.
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Greg are you serious???? Do you give any thought to what you even want to write before you start typing??? I'm quite sure Mike finally had the nitrous turned on when he ran Drag Week this year. Something last year was only applied on the very last day. Even then the car was hardly controllable and had a broken wheel bearing if I remember right. What did the car run??? 9.8 or something?? Maybe a tenth slower than this year?

At the Texas Mile you guys ran some experimental fuel with tons of nitrous and had so much engine temp after the first run that you guys were cutting holes in the grill to let air in. The next run you guys melted the engine down so bad that pistons were stuck to the head...and you have the audacity to question Volkers tuning. Not taking anything away from Johnboy...I know he did an excellent job tuning. Volker did a baseline tune up and wasn't given the opportunity to be there for data reading and calibration adjustments.

You really have a strange way of looking at things. We aren't talking apples to apples here.
 
I was wondering how well that mustang worked with absolutely NO holes up front for air to come through.. LOL

Is it just me.. Or are Tank and Greg starting to sound related? LOL
 
milesdodgeboy said:
Hmmmm just curious so excuse this post if it makes me look like a douchebag, but I was wondering how efi live can do anything more in depth than what the smarty does? I thought that the cummins ecm's code was patent protected? Just looking for a little more knowledge. Someday I just might become smart :lolly::lolly:
Click to expand...

Here's what happens with EFILive on the Duramaxes:

You load the software on your notebook computer. Then you plug the V2 cords from the OBDII port to the V2 then to the notebook.

Now you see what your engine is doing with the scan tool. You record timing, boost, fuel pressure, fuel amount, throttle position, rpm, etc, and you look at it. You figure out what areas you want to change.

Now you download the stock engine file and save it. For the Duramaxes there can be over 200 tables you can change. Pilot injection amount, pilot timing, main injection amount, main injection timing, altitude corrections, MAF correction, speedo correction, engine trouble code elimination or altering, turbocharger control, shift points, fuel pressure, CP3 operation, etc. Make any changes you want, then save it away under a new name. Always save your stock file first.

Now you load the new tune back into it, and start to record the engine again. See what your changes did, and what they didn't do, and repeat the process. It works best if you do it on a dyno if you can.

It is up to you to make the engine do what you want. It is just a tool.

I don't do any tuning myself, but I often help customers with questions on the phone, so I had to learn alot about it. It surprises a lot of men who call that I know alot about our trucks.
 
I will be running Volker's standalone! He knows what he is talking about and I have heard nothing but great things about him. He has tuned some pretty powerful d-maxes. It will take a while to figure every little detail out but when its figured out it will be the best thing since TNT/R!
 
You can't go wrong with Volkers standalone,he is a very knowledgeable guy and a friend of mine.We were right behind you guys at Scheids had the Toy Hauler and the black dmax on a trailer along with my truck and a few others.

I have considered running his as well but might give the EFI a try first.

Heard more about the EFI sounds like it should do well for us.
 
ride42 said:
:hehe: My favorite part is the "retard tuning" comments. I wonder what the average Duramax guy would do if he was in front of a p-pump and told to tune it.
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Turn up the aneroid valve for more smoke obviously!:rockwoot:
 
Kat said:
Here's what happens with EFILive on the Duramaxes:

You load the software on your notebook computer. Then you plug the V2 cords from the OBDII port to the V2 then to the notebook.

Now you see what your engine is doing with the scan tool. You record timing, boost, fuel pressure, fuel amount, throttle position, rpm, etc, and you look at it. You figure out what areas you want to change.

Now you download the stock engine file and save it. For the Duramaxes there can be over 200 tables you can change. Pilot injection amount, pilot timing, main injection amount, main injection timing, altitude corrections, MAF correction, speedo correction, engine trouble code elimination or altering, turbocharger control, shift points, fuel pressure, CP3 operation, etc. Make any changes you want, then save it away under a new name. Always save your stock file first.

Now you load the new tune back into it, and start to record the engine again. See what your changes did, and what they didn't do, and repeat the process. It works best if you do it on a dyno if you can.

It is up to you to make the engine do what you want. It is just a tool.

I don't do any tuning myself, but I often help customers with questions on the phone, so I had to learn alot about it. It surprises a lot of men who call that I know alot about our trucks.
Click to expand...


See thats some of the problem I see with stock ecm's, there are just WAY too many tables and changing just one may change large number of other tables w/o you even realizing it. Now dont get me wrong, its great and it is awesome to be able to crack into those tables and make all the changes we need to make some awesome hp, but... if its going to be a competition truck I want simplicity and a minimum amount of tables. Also I want rid of the stock inj drivers that are too weak to run high rpms.
 
bdp said:
See thats some of the problem I see with stock ecm's, there are just WAY too many tables and changing just one may change large number of other tables w/o you even realizing it. Now dont get me wrong, its great and it is awesome to be able to crack into those tables and make all the changes we need to make some awesome hp, but... if its going to be a competition truck I want simplicity and a minimum amount of tables. Also I want rid of the stock inj drivers that are too weak to run high rpms.
Click to expand...

It is all to often the case that people get so caught up in tables that they forget the reality of the situation. No matter how many tables you have, no matter how many values, no matter how many parameters, functions and so on....

At the end of the day there are only 3 things happening.

- Timing
- Pulsewidth
- Injection pressure

Period.

So unless you're an OEM trying to make a smokeless truck that acts exactly the same for all conditions from the antarctic to death valley all the while getting 100% marks on emissions tests then you don't need or want all that other bs.

For basic engine management you need something relating TPS to pw/rail. You need a function controlling timing, and you may choose a function controlling pw/rail as a function of map to bring in fuel with air. The next may want, would be a rev limiting function. I say may on the last two because if you look to the Mod pullers winning today they don't have EITHER of those... They have hand = cc's of fuel, and a freaking Gear + Bolt that = timing...

How some people then find 200+ tables, maps and parameters essential when attempting to accomplish the same task that a Sigma does with a hand throttle and a timing gear is lost on me.
 
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Charles said:
It is all to often the case that people get so caught up in tables that they forget the reality of the situation. No matter how many tables you have, no matter how many values, no matter how many parameters, functions and so on....

At the end of the day there are only 3 things happening.

- Timing
- Pulsewidth
- Injection pressure

Period.

So unless you're an OEM trying to make a smokeless truck that acts exactly the same for all conditions from the antarctic to death valley all the while getting 100% marks on emissions tests then you don't need or want all that other bs.

For basic engine management you need something relating TPS to pw/rail. You need a function controlling timing, and you may choose a function controlling pw/rail as a function of map to bring in fuel with air. The next may want, would be a rev limiting function. I say may on the last two because if you look to the Mod pullers winning today they don't have EITHER of those... They have hand = cc's of fuel, and a freaking Gear + Bolt that = timing...

How some people then find 200+ tables, maps and parameters essential when attempting to accomplish the same task that a Sigma does with a hand throttle and a timing gear is lost on me.
Click to expand...


Even with EFI Live you faking the PW of the injectors. In my standalone, you don't have to fake arround ... you tell them what you want ... timing, PW, and fuel pressure vs throttle position ... thats it!
 
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