How to have a one injection event common rail

They may have a plug and play type set up out there. I'm not completely familiar with their whole line. I'm referring to the 15.1 or 15K box :bang. The jr. must be pretty difficult too, haven't heard of many of those on race vehicles.
 
Still for five to eight grand of the jr, I'd once again have a rather straight forward p-pumped engine than to have it still be common rail just so I could say it was a common rail...
 
2001shrtbedcmns said:
Still for five to eight grand of the jr, I'd once again have a rather straight forward p-pumped engine than to have it still be common rail just so I could say it was a common rail...
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I agree, it would be a lot simpler. It seems there is quite a following to see who's going to be the first to hit a big RPM in a CR. Which I think could possibly be followed by a KA-BOOM. :hehe:
 
People keep saying a p-pumped common rail... would it just be a p-pumped 3rd gen....lol
 
outlaw99 said:
you can have just one injection event with a cr.. the truck would rattle like crazy... we have so many events because of the higher fp and the way it burns the 3rd event is only for emmisions.. I would say we would still need 2 events... unless you change the bowl design and the injectors along with it which by then u might as well p-pump it...
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I run Pilot in my Dmax at idle. Just to quite it down. Loosing the pilot does make it rattle with the correct tuning. It is noiser than with but not that bad.

Convicted1 said:
So is this confirmed that EFIlive is in the works for the Bosch ECU?

Or just rumor?
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Spectre32 said:
Rumor
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They are working on it it is it will hapeen or not who knows. The trouble is that the Cummins software has way more injection paths. Dmax LB7 / LLY have basicly 3 paths. LBZ/LMM have 5. Cummins I have heard over 20.

triton said:
the Dodge software is proprietary so it is only rumor. If anyone were to some how make a EFI out of Dodge's software... they'd likely head to the slammer.

GM and Ford softwares aren't proprietary meaning at some point they sold the rights to it.
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OBDII governs all light trucks. It is what requires the abilty to read, scan, and so on.

EFI Live is not using Cummins software. It does not use GMs either. The code in the ECM is hexadecimal. EFI Live has their own proprietary software to organize and label the data in the ECM. EFI Live would be no different to Cummins than any other Downloader.

What is different is that no tune is included. It just organizes things in an interface that is easy to understand so the end user can make the final adjustments he desires.

Will it happen?I dont know. EFI Live is short on promises and long on delivery. They also said they would never do LBZ stuff. Which like Cummins uses a Bosch ECM. But they did.

I am not holding my breath waiting for a Cummins version.
 
Man, I can't believe what idiots would spend $15,000 on a computer and then another $1,000 on connectors and then 2 years now on trying to make a harness and a base map... :bang

They should just give it to some of the guys on here and they would have it done and running in a week.... :umno:
 
DPDIESEL said:
Man, I can't believe what idiots would spend $15,000 on a computer and then another $1,000 on connectors and then 2 years now on trying to make a harness and a base map... :bang

They should just give it to some of the guys on here and they would have it done and running in a week.... :umno:
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A P-pump would be wayyy easier. IMHO the bosch box is not for the faint of heart, or anyone without a fat wallet and lots of time. :bang
 
It would be easier but where is the fun in that? So you can be 1 of 1000's that have a p-pumped truck??
 
DPDIESEL said:
It would be easier but where is the fun in that? So you can be 1 of 1000's that have a p-pumped truck??
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Yes! Who needs anything else when you have a P-pump? Computers aren't good for anything other than keyboard racing and acting like a bada$$ on the internet. They have no business on a truck. :)
 
What would be the benefits of p pumping a common rail? Would it reduce the chance of melting pistons? I have some stuff ready to go on my truck(twins, dual cp3 kit, studs springs,etc.), but with all the discussion on melting pistons I am a little worried. I know that I want be able to use the pumps and the injectors that I have but my thinking is that I could sell the pumps and injectors to help pay for the p pump conversion.
I use my truck a daily driver with very little towing and no sled pulling.
Should I keep what I have or look more into the p pump conversion?

Thanks
 
Jethro6213 said:
What would be the benefits of p pumping a common rail? Would it reduce the chance of melting pistons? I have some stuff ready to go on my truck(twins, dual cp3 kit, studs springs,etc.), but with all the discussion on melting pistons I am a little worried. I know that I want be able to use the pumps and the injectors that I have but my thinking is that I could sell the pumps and injectors to help pay for the p pump conversion.
I use my truck a daily driver with very little towing and no sled pulling.
Should I keep what I have or look more into the p pump conversion?

Thanks
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P pumping is just the old school guys talking. There's not a thing wrong with dual CP3's. They'll supply all the fuel you'll ever need. Don't be so worried about melted pistons either. Just pay attention to your programming and gauges
 
triton said:
the Dodge software is proprietary so it is only rumor. If anyone were to some how make a EFI out of Dodge's software... they'd likely head to the slammer.

GM and Ford softwares aren't proprietary meaning at some point they sold the rights to it.
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even if they live in a forigen country ?
 
not enoughsmoke said:
even if they live in a forigen country ?
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yes. Marco is able to do a lot with what he does but, he doesn't have full access to all the features of programming our ECM's have. If he did, we'd have more than a POD out of the Smarty.

If anyone were to make a programmer that altered the programming, you can bet Dodge would be all over it. The Smarty doesn't "alter" it.
 
triton said:
yes. Marco is able to do a lot with what he does but, he doesn't have full access to all the features of programming our ECM's have. If he did, we'd have more than a POD out of the Smarty.

If anyone were to make a programmer that altered the programming, you can bet Dodge would be all over it. The Smarty doesn't "alter" it.
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EFI Live is from New Zealand.

The Smarty "alters" code it has to. That is how things like pulse width, timing and so on are changed. It uploads the Stock tune into the the hand held. Makes the required changes and reflashes the ECM. That is "atlering" the code.:owned:
 
That may be but, GM's software isn't proprietary.

Yes, the Smarty " uses " altered code but, it doesn't alter the Dodge software. When you load a Smarty, you're loading software written by Marco, not altered Dodge software :owned:
 
triton said:
That may be but, GM's software isn't proprietary.

Yes, the Smarty " uses " altered code but, it doesn't alter the Dodge software. When you load a Smarty, you're loading software written by Marco, not altered Dodge software :owned:
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Exactly Triton. Sorry Johnboy :owned:
 
here's a thought. Since our injectors inject fuel when the fuel psi is higher than the psi exerted by it's spring, can a stronger spring be used in them to compensate for the higher psi we want/try to run ? Maybe that would give a more precise injection ?

The higher psi may be causing the needles to stay open longer than they should even when the ECM tells them to close ?

Could it be we're trying to run too high of rail psi and the injectors although not falling a part, are just not built for the psi's we try to run..... or am I way out in left field ?
 
Mark Chappel told me,..

triton said:
here's a thought. Since our injectors inject fuel when the fuel psi is higher than the psi exerted by it's spring, can a stronger spring be used in them to compensate for the higher psi we want/try to run ? Maybe that would give a more precise injection ?

The higher psi may be causing the needles to stay open longer than they should even when the ECM tells them to close ?

Could it be we're trying to run too high of rail psi and the injectors although not falling a part, are just not built for the psi's we try to run..... or am I way out in left field ?
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TST obviously has an inside track on anything Cummins. He told me for performance/racing then you want to be at 27.5k. You don't want to run there daily,.. but to chit and get you want it there for maximum performance. You know he has seen the testing on this. I've gotta think Cummins Engineers know what makes their engines kick. :Cheer:
 
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