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

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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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Two Yeets
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...
Hasn't dropped below 70°F, so I haven't dealt with the cold starts. Runs great outside of that, very responsive with the high pressure turbo.
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Two Yeets
For pros, reduced turbo whistle vs some other tuners could be added. My CTT tune had the high pressure turbo at an obnoxious volume. I like the sound of straight piped diesels, but that was getting old. Another pro is they can view every detail of Longevity's progression on this thread, so they know exactly what each update is doing to their truck.

For cons, it's still being developed, so there will be lots of updates. Many won't care about that, but some people probably want to flash once and be done.
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NavyCuda
Two Yeets said:
For pros, reduced turbo whistle vs some other tuners could be added. My CTT tune had the high pressure turbo at an obnoxious volume. I like the sound of straight piped diesels, but that was getting old. Another pro is they can view every detail of Longevity's progression on this thread, so they know exactly what each update is doing to their truck.

For cons, it's still being developed, so there will be lots of updates. Many won't care about that, but some people probably want to flash once and be done.
Click to expand...
NavyCuda said:
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.
Click to expand...
Updated, Thank you!
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darkgenerals
pros
  • Sounds better?
  • Future releases of higher horsepower tunes


About the cons, some of those are not specific to your tune but a platform issue. Like the cruise control is more of a Nissan thing because its hidden in their tables. Also on the cold weather thing, once you get the High Idle worked out that may alleviate some of that?

On a side note, your way more responsive and customer focused. I've been talking to a local tuner in the DFW area and its taken two weeks of sporadic FB messaging to get prices on his tunes. Its hard to stress how important being able to talk to the person behind the tune and see the thought process going into changes that makes you more trust worthy than some company like GDP. Good luck having the chance to actually talk to the tuner personally at some of these other tuners.

on a side note, if your curious the local tuner is charging 1050 for Sotf and 950 for single pack. He also mentioned transmission tuning, but I highly doubt it. He would be the only tuner in all my searching that claims to tune the Transmission.
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Two Yeets
darkgenerals said:
pros
  • Sounds better?
Click to expand...
That's more of an opinion, but who wouldn't enjpy the throaty sound of the Longevity tune?

darkgenerals said:
Also on the cold weather thing, once you get the High Idle worked out that may alleviate some of that?
Click to expand...
I agree that it just needs more fuel, and high idle is the best approach instead of just adding more at regular idle. No point in burning more fuel if it's warm outside, because pretty much anyone with high idle available will use it in the winter. It'll also be nice other reasons like ramping up the alternator to run some accesories (winch or something) that need more current, or an belt-driven on board air compressor. I look foreward to a helpful feature that we never got from Nissan and Cummins for some strange reason.

darkgenerals said:
On a side note, your way more responsive and customer focused. I've been talking to a local tuner in the DFW area and its taken two weeks of sporadic FB messaging to get prices on his tunes.
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I was running a CTT tune before Longevity. I don't know if those guys just stopped giving a shit, or if they got spanked by the EPA, but they quit responding to some questions I had or even releasing updates. Even when the were repsonding, it took days to hear back from them.
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NavyCuda
Two Yeets said:
I look foreward to a helpful feature that we never got from Nissan and Cummins for some strange reason.
Click to expand...
Cummins has all those features in the calibration and configuration. Nissan, as the customer seems to be responsible for the tuning of the calibration to their setup.

Given the feature sets and capabilities of the ISV and the Titan I genuinely believe there was going to be a one ton variant of the XD eventually. I feel high idle and exhaust brake would be considered one-ton features.

Who thinks of warming up their half-ton before working it vs if they had a one ton. The exhaust braking capabilities of the ISV easily cross into the dangerous, accident waiting to happen area.

In terms of cold weather start up, the problem is the start up. If the engine doesn’t start, the warmup strategy is moot. As best I can tell, the engine attempts to start in it’s normal operating mode, then switches to the desired operating mode after the engine is running. This is my problem, I call for so little fuel in the normal operating mode the engine won’t start. Ether can be extremely dangerous so the only safe way to assist the engine on start up is a block heater and battery charger.
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darkgenerals
So the local tuner in my area claims they are the only ones to have cracked transmission tunings on our trucks. I’m very skeptical of these claims, since he’s using eztuning according to him and none of the bigger names have cracked it. Plus I would think his company would be more widely known in the Nissan world.
Navy if you would like, I can press him further to see how they are accomplishing it. I’m hesitant to buy a tune package from him, just to see if it’s true.
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NavyCuda
darkgenerals said:
So the local tuner in my area claims they are the only ones to have cracked transmission tunings on our trucks. I’m very skeptical of these claims, since he’s using eztuning according to him and none of the bigger names have cracked it. Plus I would think his company would be more widely known in the Nissan world.
Navy if you would like, I can press him further to see how they are accomplishing it. I’m hesitant to buy a tune package from him, just to see if it’s true.
Click to expand...
I'm kind of indifferent. If someone had actually broke the aisin, we'd be hearing about it in the Ram community first.

I also really question what could be usefully done, when the aisin is a stand alone component and works independently of the engine. Yes it looks at what the engine is doing, but the engine doesn't actually tell it what to do. This is the big difference with the Cummins engines vs the PowerStroke/Duramax. The Cummins is sold just as an engine, the engine doesn't actually care what transmission is on the other side of it, it just does as it's told. So a manual conversion on our truck would be rather simple with the calibration.

There are two separate tcms for our transmission, unlike our engine, which has the same ecm from start to finish. That strongly suggests there will be two different calibrations for the transmission.

The other issue, at least for me, is that I have learned how the ecm works, how the data is communicated and stored. There is so much missing from ez lynk, I wouldn't be able to trust it. I've actually got play with some of the Cummins software for our ecm. I wrote my own editor because my ecfg isn't real. Aisin's engineering tools are not out in the wild, at least, I haven't found them yet. So the learning curve to turn the transmission would be huge and the real money would be in the Rams anyways, not our truck.
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darkgenerals
NavyCuda said:
I'm kind of indifferent. If someone had actually broke the aisin, we'd be hearing about it in the Ram community first.

I also really question what could be usefully done, when the aisin is a stand alone component and works independently of the engine. Yes it looks at what the engine is doing, but the engine doesn't actually tell it what to do. This is the big difference with the Cummins engines vs the PowerStroke/Duramax. The Cummins is sold just as an engine, the engine doesn't actually care what transmission is on the other side of it, it just does as it's told. So a manual conversion on our truck would be rather simple with the calibration.

There are two separate tcms for our transmission, unlike our engine, which has the same ecm from start to finish. That strongly suggests there will be two different calibrations for the transmission.

The other issue, at least for me, is that I have learned how the ecm works, how the data is communicated and stored. There is so much missing from ez lynk, I wouldn't be able to trust it. I've actually got play with some of the Cummins software for our ecm. I wrote my own editor because my ecfg isn't real. Aisin's engineering tools are not out in the wild, at least, I haven't found them yet. So the learning curve to turn the transmission would be huge and the real money would be in the Rams anyways, not our truck.
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That’s fair, I figured I would offer.
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NavyCuda
Experimental.V.2.51 => v2.52 Update

When I calculated the turbine maps, I forgot to zero some of the slack throttle turbine positions, which just so happened was on the fuelling threshold for cold warm up. So it was jumping back and forth between open and closed. It should be fixed now. Otherwise there is no significant different between 2.51 and 2.52.

darkgenerals said:
That’s fair, I figured I would offer.
Click to expand...
I really appreciate it and in future, when Longevity is done and HeavyHaul/TurboRoo are starting to hit the wild, I would be far more interested in taking on another complicated project!
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NavyCuda
Editor

It doesn't look like much, but this is a lot of hours of work! There were so many bugs I had to root out just to get the drop boxes to work right. It took hours, going over every line one by one to figure out why when I added a calibration, it would stop showing the calibration dropbox, and then only show the configuration. I didn't demonstrate drag and drop, but it works as well. Demonstration UID loading works perfectly.

I've made a few changes to how the parameters are handled, so if I had showed any of the parameters the app would have crashed. It's just within grasp, but it seems like it takes forever to make that last little step over the threshold. Always some other little bug here and there.

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NavyCuda
Editor

Still so many small bits and pieces to work though. I'm realizing that by accident my document interface is starting to look a bit like the LCARS interface from Star Trek the Next Generation. I've been hammering a ton of hours into this, as much as I can get away with. I have started looking back at the whole of this project and realized it's been a monumental undertaking. I'm feeling better about how long it's taking to develop these different tools.

Business

As I've stated a few times, it's clear that performance tunes is where the real market appeal is. Since I need this to be a viable business, I have to head in that direction. That said, I'm kind of stuck between a rock and a hard place. I can't reasonably test a high performance tune on someone elses truck. I'm going to have to put it on my truck. I'm also going to need to have more in-depth data logging than just ez lynk. These things all cost money. I can't aggressively push longevity, or future products until I have more to show for it. Since I'm paying to be here on the forum and anyone who is willing to read through this behemoth of a thread will have a much better idea what they are getting into, I can push here a bit. I've considered starting a paytreon, but that falls back to having nothing to show for it. As long as I'm working on development, I don't have time to make youtube videos. These posts take long enough, but I have to keep my thoughts/plans somewhere.

As the editor project is starting to wind down, development on longevity v3 will be winding up. When the first public version of longevity v3 is released, there will be a price increase. Why am I mentioning this now then? One, I need to close some more sales, it has really dried up the last little while. Two, those of you waiting for HeavyHaul and TurboRoo, you're going to have to buy longevity to be able to get HH or TR anyways. Three, the people who helped me get the charge air map to where it is now, deserve to have gotten a deal for being early adopters.

Now, as I've always been, I'm trying to be completely open about my operations. I have no hard prices set for HH or TR yet. Be forewarned, the pricing on HeavyHaul and TurboRoo will come with some sticker shock when I do decide on the price. When Longevity.V3 comes out, it will be going up to $500CAD, which I think is just shy of $400USD. If a person wanted to get HeavyHaul, and they have Longevity, they buy HeavyHaul, I release it to their VIN. If a person does not have Longevity, they will have to buy Longevity, HeavyHaul and/or TurboRoo. Longevity mostly just covers the cost of assigning the VIN in ez lynk. Since I'm supporting just one engine, I have to be far more aggressive in my monetization.
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darkgenerals
Are you thinking on the same range as other tuners? Most other packages are in the 600 to 900 range. I’ll be interested in the heavy haul and v3.
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NavyCuda
darkgenerals said:
Are you thinking on the same range as other tuners? Most other packages are in the 600 to 900 range. I’ll be interested in the heavy haul and v3.
Click to expand...
Anyone who owns longevity will get v3,v4 and any possible updates to longevity. I'm not separating the longevity versions. I still want to keep longevity as cost effective as possible, since its intended purpose is to extend the lives of the engine, so it has to be a good price so people will want to use it.

The total cost is going to depend on the customers wants. If the customer just wants longevity and heavy haul, I'm going to try to come in on the low side of the rest of the tuners. However, if someone wants to get longeivty, heavy haul and turboroo, it will end up in the top end, or over everyone else.
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darkgenerals
NavyCuda said:
Anyone who owns longevity will get v3,v4 and any possible updates to longevity. I'm not separating the longevity versions. I still want to keep longevity as cost effective as possible, since its intended purpose is to extend the lives of the engine, so it has to be a good price so people will want to use it.

The total cost is going to depend on the customers wants. If the customer just wants longevity and heavy haul, I'm going to try to come in on the low side of the rest of the tuners. However, if someone wants to get longeivty, heavy haul and turboroo, it will end up in the top end, or over everyone else.
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NavyCuda
darkgenerals said:
View attachment 48498
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I wish I was better at that. I hate dealing with taking money.
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darkgenerals
I will throw this out there, if you need another truck to test performance tunes on I will sign up. I'm not the best at articulating stuff in text but I will try my best to take good data logs and relay things I've noticed.

I had my first chance to try V2.51 on an extended highway cruise, we did about 200 miles of all 70+ MPH in moderate traffic in the DFW area. The truck is so relaxed cruising at 70mph that when I need to pass someone or get out of a situation, the truck is slow to react. When I would go to pass quickly, the truck would take 2-3 seconds to downshift twice, build boost sluggishly, and start gaining speed. Due to the downshift, by the time the truck builds boost, its shifting again. My wife made the comment the truck is like an old man to react. From a dead stop the LP side is way faster to build boost and the transition from HP to LP is less noticed, when compared to cruising at 1400 to 1500 RPM and you need all the boost now. V2.51 is damn near perfect from a dead stop but from a roll its a little laggy.

I want to preface my comment that maybe this is normal for a diesel, I'm coming from a 2012 with long tubes, and a tune. As soon as it would downshift, it was screaming and passing people. On the positive side, we averaged 18 MPG on each 100 mile leg.
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NavyCuda
darkgenerals said:
I will throw this out there, if you need another truck to test performance tunes on I will sign up. I'm not the best at articulating stuff in text but I will try my best to take good data logs and relay things I've noticed.

I had my first chance to try V2.51 on an extended highway cruise, we did about 200 miles of all 70+ MPH in moderate traffic in the DFW area. The truck is so relaxed cruising at 70mph that when I need to pass someone or get out of a situation, the truck is slow to react. When I would go to pass quickly, the truck would take 2-3 seconds to downshift twice, build boost sluggishly, and start gaining speed. Due to the downshift, by the time the truck builds boost, its shifting again. My wife made the comment the truck is like an old man to react. From a dead stop the LP side is way faster to build boost and the transition from HP to LP is less noticed, when compared to cruising at 1400 to 1500 RPM and you need all the boost now. V2.51 is damn near perfect from a dead stop but from a roll its a little laggy.

I want to preface my comment that maybe this is normal for a diesel, I'm coming from a 2012 with long tubes, and a tune. As soon as it would downshift, it was screaming and passing people. On the positive side, we averaged 18 MPG on each 100 mile leg.
Click to expand...
Laggy response is more of an old diesel problem. Park of the issue is that we have a 400hp turbocharger system on a 300hp engine.

Our engine being so relaxed means the entire turbocharger system is oversized.

So if I want to chase economy, the engine loses some responsiveness. If I chase responsiveness, it takes energy to keep the turbos ready to light without hesitation.

I don’t talk about it alot, but maybe I should… Shifting manually. Anytime I think I need the engine to be more responsive, I double tap downshift. Longevity is best utilized with diliberate actions.

Your observation is absolutely correct. The engine is so relaxed, so low on it’s output scale that the sheer difference in power request takes time. This might actually get even worse after timing is complete as the engine will have even less losses.

In terms of actually developing high performance tunes, I’m kind of intimidated by that. Building longevity, it’s basically staying close to stock. The stock calibration is very well written and is very forgiving. When it comes to turning things up, the margin for error rapidly dwindles. I entered into this, wanting to help save these engines from the scrap heap. Building a tune that turns up our engine is in direct opposition to that. I would feel absolutely gutted if my work took out someones engine. With a high performance tune, someones engine will eventually come apart. If I do my job right, it will only be by accelerated wear and not a catastrophic failure.

The ISV is capable of performance no other diesel v8 in a pickup can match. Performance that would tear itself, the transmission and the truck apart. I’m not talking big hp or torque either, but how quickly it can produce it. It can and will very freely rev.
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Two Yeets
darkgenerals said:
in the DFW area
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I'm sorry to hear that
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Two Yeets
NavyCuda said:
Anytime I think I need the engine to be more responsive, I double tap downshift. Longevity is best utilized with diliberate actions.
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I'm running 2.52, I'm going to try that next time I want a good boost of speed for testing.
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