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Get Longevity.V2.50 for the Cummins ISV Now! $420CAD!

41056 Views 657 Replies 38 Participants Last post by  NavyCuda, 
NavyCuda
Get Longevity.V2.45 Now!

See: IMPORTANT NOTICE if running Longevity!!! - Longevity...

IMPORTANT NOTICE if running Longevity

See: Get V2.41 Now!!! - Longevity Tune for the 5.0L...

Available!!!

See : #308 but basically I can't wait around for the government and lose from every direction. I really want to be the Titan XD ISV Specialist.

Paused :(

See : Released!!! - Longevity Tune for the 5.0L...

RELEASED!!!

Well a soft release at least, but I am accepting orders. Initial roll-out will be slow, but as the payment processor builds confidence with me as a business that will improve.

See this post.

UPDATE

It's been a long haul and while there is still more work to do to get this tune perfect, it has reached the point where it can be made publicly available.

Jan 31, 2023 this tune will be available for purchase. Please PM me for details.

Original Post follows:

This post will end in mostly a question, but first a story that leads up to that question.

My wife and I bought a 2019 Pro4X brand new at the beginning of 2020. Last month I finally had the spare funds to delete and tune my Titan. I put a 0hp tune on the truck because my goal is fuel economy. By tank calculation I'm seeing the fuel economy has improved from 13.6L/100km to 12.5L/100km. The indicated L/100 has not dipped below 9.9L/100km since removed the dpf, but my best indicated economy was 8.7L/100km with the emissions still intact.

One day I had to leave home while the truck was completely cold after removing the dpf and noticed the turbos hunting really badly, ended up making the engine rpm hunt as well. I hooked the ez lynk back up to the truck and started data logging. 4 psig drive pressure, 1.1psig boost at idle. Peak drive pressure of 61psig. Can see the turbos hunt and in general the ecu seems to be holding boost and excessive drive pressure, and has too much gain on the reaction to throttle position.

My best guess is that they didn't adjust the turbo maps to accommodate the reduction of backpressure and that the egr system no longer needs to see the exhaust pressure above the charge pressure. This is leaving a lot of fuel economy on the table.

The tuner offered to reduce the drive pressure for me. However I have been around engines, hot rodding, etc since I was a small child. I can see how I want the maps to be shaped for the turbos. The problem is I need to play with it and make small adjustments until it's perfect. For my driving conditions I'm convinced I can get the hand calculated average down to 9L/100km. No tuner, no matter how polite is going to want to deal with me asking for small changes everyday for the next three months.

So I thought, okay, I'll register as a technician with ez lynk, they have a calibration profile in their ecu editor, it'll be super simple... play with the map, get it perfect... figure out how to block the codes for the dpf delete... Not so simple. I needed a bin. So, I bought the xcal from Nissan for my ecu part number. Dumped it into ez lynk, the data was all disorganized and clearly something was very wrong with it. I thought okay, maybe I need to convert the intel hex to binary, so I wrote an application that did just that. Ez lynk ecu editor did not recognize that as a valid bin.

Now I've opened up the can of worms known as WinOLS... WinOLS recognized both the xcal and my bin. Great, but it's the demo version so I can't export the bin to see if I send it to the truck via ez lynk... After looking at the cost for a WinOLS license, checksum license and the cost for the davos files for the ISV5.0 I'm starting to understand why tuners are so secretive.

Now my question: If I were to pay all the license fees, forum seller fees, successfully write a tune that gave an average of 9-10L/100km (24-26usmpg) mixed driving, 0 hp/0 tq. increase, gave some additional exhaust braking, and also caused throttle response to more closely resemble a 6.0L psd. Would anyone be willing to pay $200usd for 4 weeks or $300usd for permanent support on ez lynk? This would only ever be a 0/0 tune, I would never release anything I wouldn't run on my own engine and I will not turn up my truck.
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NavyCuda
So much work to do! Making all kinds of progress. I’m up to 60% I’ll be alpha testing the editor this weekend.
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NavyCuda
Editor

Placeholders... they are very useful. I've been working on putting place holders in for different state changes. For example, I have done a bit more work on my uid loading component. I realized I have to demo the editor to show people that it works, how it works, etc. I can send a calibration file to anyone I want, because I paid for it and I also generated my own binary from it. That file is effectively mine to do what I want with. The configuration however, especially how much work has gone into it, I don't really want to give the configuration away. Especially considering what I paid for the map pack. So the demo will allow me to have a fully populated document and calibration in the editor without the user having to upload their own calibration and configuration. The only difference, the demo will not allow you to download a modified xcal.

Placeholders, we were talking about placeholders. That's right. So when you click on the accept button, it sends a message to the api server. The api server processes that request and sends back the result. The client then downloads the result and if it is successful, should populate the document. The input field however, needs to change as soon as the accept button is clicked. It will change to some kind of text, ie: "Please wait, loading..." When the download operation is complete and the document is populated, it needs to change again, this time to a link to the document. If the user uploads their own calibration, the input field should disappear.

The placeholders will eventually be replaced with my dynamic components, like a progress bar. If I didn't have the placeholders, the application would not provide any feedback to the user that something is happening. When I'm running the application locally, the results are almost instantaneous. When someone is running the application on their potato computer off some slow internet, it could take seconds to minutes for the application to complete the download process. The user needs to know the application is working and not just sitting idle.

Time Management

Yesterday I got to do hardly any coding, I'm only going to get an hour or two today. I'm helping my wife at the Cloverdale Rodeo, she has a vender booth setup to sell some of her soaps! I've often thought about selling some of her soap here, we make a pretty nice mechanics blend. I'm not sure I want to find out the complexities of selling hygiene products to the United States though. So while the editor is a few more hours away from demonstrating, my time is too divided to get there this weekend. Super Smella Soaps
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NavyCuda
Editor

Made another big bit of progress, my api calls are working much better. However, I have to go back through and rebuild some of the api responses and I don't want to get that deep into coding right now.

Preparing Experimental.V.2.51

Due to the fact I'm putting 350+ km per day on the truck driving back and forth to the rodeo, this is a really good time to experiment with the tune. I'm adding about 10% more pre spool on the majority of the idle zone and almost 100% more pre spool at slack throttle. This will likely increase idle fuel consumption a little bit, but I'm hoping will eliminate the dead spot. The rodeo is right in the heart of a fairly large city area and at the intersection of two major arteries, so I've been doing a lot of city driving. Seeing the haze and feeling a bit of a dead spot right off slack throttle. Something I just don't experience with rural driving. I know someone else mentioned it, but now I've actually experienced it.

However... the last calculated tank average was 11.78L/100km (~19.97usmpg). Pretty happy about that.
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Two Yeets
I'll install 2.51 later today and send a datalog when I drive next.
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NavyCuda
Experimental.V2.51 + 160km

Throttle response is improved a bit more. Doesn’t quite feel as heavy in the lower rpm. The fuel economy as indicated is basically the same as 2.50, but it’s more willing to hold a little bit of boost at highway speeds. Not quite as aggressively as 2.45 mind you.

It feels like a step in the right direction, but it’s also just different enough I need some time to experience it. Two more days of the rodeo, so probably will be another 500-600km put on it.

I also released 2.51 to anyone on the experimental branch. If you currently do not have access to the experimental branch and would like it, please ask. Just note, anything in experimental may be untested and the results could be undesirable.
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darkgenerals
I’ll take access please, I’m not sure what info you need but my last 6 of the vin is 505564.
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darkgenerals
darkgenerals said:
I’ll take access please, I’m not sure what info you need but my last 6 of the vin is 505564.
Click to expand...
Just saw you granted access thank you. Once I get my custom unlock cable working properly, I’ll get it installed. I made my own 10 foot unlock cable and I think I got the pin out wrong, it doesn’t want to unlock the ecu. Hangs at 0% install and fails.
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NavyCuda
darkgenerals said:
Just saw you granted access thank you. Once I get my custom unlock cable working properly, I’ll get it installed. I made my own 10 foot unlock cable and I think I got the pin out wrong, it doesn’t want to unlock the ecu. Hangs at 0% install and fails.
Click to expand...

At least it's a 50/50 gamble! I have new connectors, I should make myself a new extension cable. I partially want to hard mount a cable so I don't have to connect and disconnect it all the time... but, I'd also like to write something so it can be programmed from the obd2 without the unlock cable. That means I need at least a year of consult though... don't have the money for that.
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darkgenerals
Are you aware of the Nissan cable has a resistor or something built into it? I’ve confirmed my pin out and it keeps failing at 0%

Motor vehicle Vehicle Automotive design Automotive exterior Car
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NavyCuda
Have you made any other changes to the truck since the last time you installed a calibration?

If memory serves me correctly, there should be 60ohms of resistance between the two pins on the engine harness side. I don't believe the ez lynk needs to be terminated.
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darkgenerals
No changes to the truck since I reflashed 2.45. I may have to bust out the multi meter

edit: I wonder if my ezlynk shit the bed. I noticed it no longer lights up like it used to. The white lights on top, I still get blue with a blinking red light.
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darkgenerals
Never mind, for future reference the unlock cable and Nissan adapter at some point change color. Black swaps places with red. So if you do make your own, swap black and red’s place on the 3 pin Deutsch connector. Black lines up with yellow and red lines up with green.
Initial tip in is more responsive, revs come up faster for sure. feels pretty similar to v2.45 once your under way.
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NavyCuda
Experimental.V.2.51 + 320km

Half of this fuel tank was V.2.50 and the other half V2.51. Tank average, 11.45L/100km (~20.5usmpg). The weather has been nice and I haven't been using the hvac. I've mentioned it a few times, but if the hvac is on, even with heat, the ac compressor is cycling and with my truck it's at least an additional L/100 of fuel consumption. I was a bit heavier on throttle, spent a fair amount of time at or near to 120kph which is around 70mph. Overall these are impressive fuel economy results.

There is no question the truck is responding better. Hazing is almost gone now, which does explain why not only does it go better, but the fuel economy has improved. It's starting to show a hint of boost at 60+ if it's on anything other than the flats.

The data logs look very good and despite allowing the rotary valve to clamp in some of the idle zone a bit more, there is no additional spikes in shaft rpm or exhaust back pressure. I've also noticed that the high pressure turbocharger feels more relaxed despite there being a larger boost request. @16SL I also noticed, that with this little bit extra pre spooling, it changed the behaviour of cruise control, even empty, so I'm very curious to hear your thoughts.

V2.51 is an improvement, I'm happy with these results but I think there is more room for improvement. That said, tomorrow is the last day of the rodeo. I'll be back onto school work and the editor, so another update is unlikely until I start playing with timing. V2.51 will stay an experimental build.

I find it absolutely fascinating how one small change can have an effect on so many other parts down the line. It's still a bit of a task to get the low pressure turbo lit and it's looking like it will take more fuel and allowed torque to actually light it. It's a big... big turbo.
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QuikCoastie17
This thread is lengthy and seems to be a echo chamber for all of your thoughts, so it’s difficult to find specific answers to stuff you’ve already discussed, so forgive if you have already covered these questions.


You mentioned a Heavy Haul type tune- have you made any progress on that or are you working towards a tune that is dedicated for towing versus economy? Specifically, power, throttle response, hill climbing, engine braking, boost-building before excessive downshifting, and cruise control behavior (not surging or buildings by boost and dumping it to maintain speed).

I know you are focused on longevity and economy, but I know a lot of us are looking for power and HD truck behavior for towing. I have a Civic for economy, so i could care less about economy. I use the truck like a truck everyday now that it’s my dedicated ‘work’ truck.

My second question is: have you considered making a tune specifically for trucks without an EGR in place and upgraded intercooler piping (that usually comes with the kits)? Another one of my tuners made a revision for me after a few hard parts were installed and a few were removed- made a big difference. So curious how much more it could be finessed.

Thanks for all your research and dedication to the software.
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Two Yeets
NavyCuda said:
I've mentioned it a few times, but if the hvac is on, even with heat, the ac compressor is cycling
Click to expand...
Have you tried turning the compressor off by pushing the "A/C" button? If it's illuminated, the compressor will run regardless of selected temperature, but turning that off should prevent the compressor from running. I always turn my compressor off if I want heat or just venting air from outside at highway speeds, when the wind noise is too much for having my windows down.
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NavyCuda
Two Yeets said:
Have you tried turning the compressor off by pushing the "A/C" button? If it's illuminated, the compressor will run regardless of selected temperature, but turning that off should prevent the compressor from running. I always turn my compressor off if I want heat or just venting air from outside at highway speeds, when the wind noise is too much for having my windows down.
Click to expand...
I don’t know what that switch does, but it doesn’t turn off the compressor.
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NavyCuda
@QuikCoastie17 Longevity is is written for egr removed. I haven’t look into custom intercooler, intake plumbing arrangements yet. I’m hesitant to approach that because every aspect of the mass airflow through the engine has been calculated. Those parts change the base math, but the ecm doesn’t know that. Is it enough to matter? Probably not. But in the back of my head it’s like the people that put an 850cfm carburator on a small block that can barely draw 600cfm. If you put the right jets into the 850 and set it up right, it might not run rich, but then you have a 600cfm carb with over sized throttle plates.

I have been trying to build hype for HeavyHaul to help drive sales. At the end of the day, I can only do some napkin math and come up with some charge air tables for it. HeavyHaul and TurboRoo can’t be actively written until Longevity is “done”. I need to properly understand the math to increase the engine output with the least risk to the engine.

It’s kind of catch-22. I need to sell Longevity to fund aspects of development. Longevity however, has limited market appeal. It’s kind of weird, trying to awaken a part of me that I turned off a long time ago. I used to chase power and speed, but lost my drivers licence for it so many times I’ve been broken of that.

I know the thread is long, you are right it is my journal of sorts. I figure it’s the best way to show the community I’m active even if I’m slow as molasses.

I believe the ISV can be fully loaded up to about 700ft.lbs. I think much beyond that is looking for trouble with such a small engine. You’re right about cruise, that’s on my list. I haven’t touched it seriously yet though.

Small changes cascade throughout the whole calibration. A small change in charge air effects throttle response, transmission response, how quickly it builds torque, when it’s going to kick down, etc. The ecm does no working math on its on. Every single value and map is calculated and installed. I’ve heard of the exact same engine, in a Peterbilt vs a Kenworth having issues because the total volume of the intercooler and piping was not correct in the calibration. The ecm is dumb… really dumb. It has about the same level of intelligent response as a vacuum advanced distributor.
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NavyCuda
Experimental V2.51

@16SL @Two Yeets @darkgenerals I believe you guys are the only ones running v2.51 right now. It was cold enough this morning when I started the truck that it went into cold warm up. It seems I have to look at my turbine maps and figure out what's wrong. During cold warm up the rotary valve was opening and closing. I'm guessing it was jumping between minimum and commanded position. It hasn't done that on previous versions, so I have to do a bit of research into that.

I'm not going to pull 2.51 yet, but I will have to make another update to it at some point to fix whatever is going on.
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darkgenerals
NavyCuda said:
Experimental V2.51

@16SL @Two Yeets @darkgenerals I believe you guys are the only ones running v2.51 right now. It was cold enough this morning when I started the truck that it went into cold warm up. It seems I have to look at my turbine maps and figure out what's wrong. During cold warm up the rotary valve was opening and closing. I'm guessing it was jumping between minimum and commanded position. It hasn't done that on previous versions, so I have to do a bit of research into that.

I'm not going to pull 2.51 yet, but I will have to make another update to it at some point to fix whatever is going on.
Click to expand...
No issue for me on V2.51, we've been in the high 60's in the morning. It settles into a even exhaust note, sounds similar to V2.50 with the turbo whistle. Truck is way more responsive, and easier to drive in the city. One of the crazy things I've noticed is I can hear the turbine wheel spin down for a few seconds after shutting the truck down.
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NavyCuda
Opinions Please!

I am writing an email to a potential customer and I realize I need a list of the pros and cons of longevity. One of the cons of being so honest is that it does scare people away, but I'd rather they know what they're getting into before giving me their money. I was wondering if any of you would contribute to this list, either pro or con.

Pros:
-Increase of fuel economy
-Increase throttle response
-Decreased operating temperatures
-Significant relaxing of the engine
-Respects HP Turbo shaft rpm soft limits (does not hit max rpm)
-Respects Exhaust back pressure soft limits (does not hit max exhaust back pressure)
-Drops idle exhaust back pressure from >2.5psig to <0.6psig (on my truck)
-Improves Transmission behaviour
—> There is no TCM programming what-so-ever, the TCM dynamically responds to the behaviour of the engine. The engine behaves so much differently now that transmission does as well.
-Calmer exhaust note
--> reduced turbine noise in exhaust note
-Publicly documented development of longevity.

Cons:
-Can have adverse response to 3rd party hardware and electronics.
—> One customer truck has enough modifications that longevity is effectively undriveable for him.
——> No Refunds.
-Increased oil consumption
—> The lower idle fuel rates means more oil stays stuck to the cylinder walls.
—> May also be related to high pressure turbo:
-HP Turbo at idle, or close to with slack throttle falls below the minimum shaft rpm.
—> This shouldn’t be an issue, as the minimum shaft rpm was to help prevent the oil from coking to the shaft.
——> The emissions systems all held such high exhaust pressure that the high pressure turbo shaft would heat soak if it didn’t have the shaft rpm to transfer heat to the oil and intake mass air flow.
-Poor cold weather startups (<-5°C)
—> So much less fuel is called for at idle there isn’t enough energy to overcome the extreme cold.
——> The engine starts under a normal engine operating mode, and then switches to the cold weather warm up after minimum rpm is reached. So it may not start.
-Low Pressure turbo is harder to light
-Throttle response can be sluggish in the transition from HP/LP to LP only.
-Still some hazing when throttling hard out of the idle zone.
-Undesirable cruise control behaviour in some partially loaded conditions.
-Still under development
--> Sometimes numerous recommended updates in short succession.
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