Caterpillar Ecm Programming Software
The PC-based service tools from Caterpillar provide the capability to access Electronic Control Modules (ECMs) from a personal computer. Many job-critical tasks can be performed with an electronic service tool. The user can display the status of a group of parameters (temperatures, pressures, etc.) simultaneously, view active and clear logged diagnostics, display the current configuration of an ECM and much more. The service tool works with a communication adapter to allow connection to an ECM. A graphical interface makes this software quick to learn and easy to use.
A separate pull-down menu for each function enhances the a ease of use.a The version and identification of the ECM is automatically retrieved and is displayed on a summary screen when the program is started. Diagnostic tests and calibrations can also be performed.
Caterpillar PC-based tools enable service technicians to reprogram ECMs, reconfigure control system parameters, fine tune performance or diagnose the root cause of a failure the first time. These powerful tools allow service personnel to display and analyze vital performance and health information from any system quickly and accurately. The service tool communicates with any system using ATA (J1708), J1939 or the Caterpillar proprietary data link networks. The service tools provide information and features needed to help a technician diagnose problems and perform repairs and to customize and personalize the operation of a product. By allowing customers to design flexibility and configurability into a product, Caterpillar service tools stretch beyond the capabilities of preprogrammed ECMs or onboard display systems. Features Display, graph and log status parameters.
Update your Caterpillar Diesel ECM for increased horsepower and improved fuel efficiency. Fuel savings range from 1/2 MPG to as much as 3 MPG. Custom programming and parameter settings available and emission deletion tuning for off-highway or racing applications.
Retrieve prognostic data including histograms, engine totals for fuel used and miles traveled. View active diagnostics and clear logged diagnostics. View events where irregularities have occurred and have been logged by the ECM. Perform calibrations to enhance performance of the ECM.
Customize the ECM with application-specific settings. Over 100 custom Diagnostic, Information and Service features including: - 2D and 3D Histogram plotting capability (engine software support required). Custom Status screen groups - Snapshots (Download and display snapshot data recorded by the ECM) - Configuration Aid that allows upload/download of same configuration to multiple control modules Languages currently supported: Danish, English, French, German, Italian, Japanese, Portuguese and Spanish. Customised Service Tool Options Customized service tool name Customized graphics for the splash screen and icons Customized installation Aftermarket differentiation,., the tool for one customer does not work on the product of another customer.
Not exactly The boxes ###### timing, by lengthening the injector pulse width after the ECM's normal pulse width. PDI's tuning of the ECM lengthening injector pulse width taking the start of injection only from the engine. In the timing tables under full load, the injection pulse width starts earlier to have the center of the injection cycle timed according to the timing tables in the flash file. PDI moves the timing event up to burn the fuel completely, this increases cylinder pressures, but any increase in power does. The boxes injection event is so retarded, because it can only add length to the pulse width at the end of the injection cycle that fuel is left unburnt and high exhaust temps occur along with the potential for scoring a cylinder.
Click to expand.Complicated topic this one.Mr Haney is right, it takes more than one part to add relaible horsepower. I would think you could possibly make 1000hp with those injectors, Acerts run multiple injections over something like 60 degrees of crankshaft duration so the injector has to flow a fair bit in the time its on to counter the time its off for in that 60 degrees, in theory if you turn the injector on for the whole time you should get a lot more fuel.
On the topic of duration vs timing, there is always more than one way skin a cat, so to speak. Horsepower (actually torque) is a direct result of average pressure above the piston on the power stoke (that would be net pressure when you take into account the opposing force/pressure from the compresion stroke). So the question is how do you get the highest average pressure and still hold the engine togeather? (Bosch has some great books on this topic by the way). We can do two things to increase this pressure; 1- increase the injection duration, ie turn the injectors on for longer, this holds combustion pressure in the cylinder for more crankshaft degrees as the piston travels down the bore.
This does not increase peak cylinder pressure as peak cyinder pressure occurs near TDC. The limitation to this are because as the piston travels down the bore pressure drops off so quickly there gets a point were sufficent combustion pressure and heat no longer exist to burn the fuel and all you are doing is washing the bores with diesel (one of the reasons you hear horror stories about boxes). This is the method all boxes, including edited ECMs use (I'm not talking timing yet). 2- increase the amount of fuel delivered in the same amount of time. This is your bigger injectors and steep ramp cams. This method doesn't add fuel late in the stroke so you do not get the bore washing but to increase average pressure in the same amount of time means raising the peak cylinder pressure. Increasing peak pressure will ususally improve fuel economy due to some complicated thermodynamic but V8Lenny sums it up good with less duration is less time for the heat to escape into the cooling system improving efficiency.
The down side is the higher peak pressure puts extra strain on everything but in particular (on a cat at least) head gaskets and big end bearings. Timing is tied into both of these, if the factory was not bound by emmission laws there would be no real need to mess with the timing except on highly modified engines.
I cant remember exactly but I think the ideal time for peak pressure is 5 degrees after TDC for maximum power and efficiency. Adding bigger injectors or cam puts more fuel in before TDC which bring peak pressure sooner, it now seems modded ECMs can do this also. Also modifying timing alone should gain horsepower as if you inject the same amount of fuel but increase efficiency horsepower will rise (to a point) Now which is best? Really either method has its drawbacks and advantages but a combination of the two appears most successful.
Also one builds off the other, If you increase the amount of fuel per degree of revolution (method 2) the pressures are higher so it takes more degrees of revolution before the presusre and heat drops off to the point were combustion cannot take place therefore you can add fuel for longer (method 1). Of course all of this assumes you are getting enough air in the engine to burn the fuel you add.
Caterpillar Ecm Programming Software
More fuel without enough air is nothing but black smoke and no extra power no matter how you add it. Just my thoughts out loud, I'm a mechanic not and engineer after all.
Complicated topic this one.Mr Haney is right, it takes more than one part to add relaible horsepower. I would think you could possibly make 1000hp with those injectors, Acerts run multiple injections over something like 60 degrees of crankshaft duration so the injector has to flow a fair bit in the time its on to counter the time its off for in that 60 degrees, in theory if you turn the injector on for the whole time you should get a lot more fuel. On the topic of duration vs timing, there is always more than one way skin a cat, so to speak.
Horsepower (actually torque) is a direct result of average pressure above the piston on the power stoke (that would be net pressure when you take into account the opposing force/pressure from the compresion stroke). So the question is how do you get the highest average pressure and still hold the engine togeather? (Bosch has some great books on this topic by the way). We can do two things to increase this pressure; 1- increase the injection duration, ie turn the injectors on for longer, this holds combustion pressure in the cylinder for more crankshaft degrees as the piston travels down the bore. This does not increase peak cylinder pressure as peak cyinder pressure occurs near TDC. The limitation to this are because as the piston travels down the bore pressure drops off so quickly there gets a point were sufficent combustion pressure and heat no longer exist to burn the fuel and all you are doing is washing the bores with diesel (one of the reasons you hear horror stories about boxes). This is the method all boxes, including edited ECMs use (I'm not talking timing yet).
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2- increase the amount of fuel delivered in the same amount of time. This is your bigger injectors and steep ramp cams. This method doesn't add fuel late in the stroke so you do not get the bore washing but to increase average pressure in the same amount of time means raising the peak cylinder pressure. Increasing peak pressure will ususally improve fuel economy due to some complicated thermodynamic but V8Lenny sums it up good with less duration is less time for the heat to escape into the cooling system improving efficiency.
The down side is the higher peak pressure puts extra strain on everything but in particular (on a cat at least) head gaskets and big end bearings. Timing is tied into both of these, if the factory was not bound by emmission laws there would be no real need to mess with the timing except on highly modified engines. I cant remember exactly but I think the ideal time for peak pressure is 5 degrees after TDC for maximum power and efficiency. Adding bigger injectors or cam puts more fuel in before TDC which bring peak pressure sooner, it now seems modded ECMs can do this also.
Also modifying timing alone should gain horsepower as if you inject the same amount of fuel but increase efficiency horsepower will rise (to a point) Now which is best? Really either method has its drawbacks and advantages but a combination of the two appears most successful. Also one builds off the other, If you increase the amount of fuel per degree of revolution (method 2) the pressures are higher so it takes more degrees of revolution before the presusre and heat drops off to the point were combustion cannot take place therefore you can add fuel for longer (method 1). Of course all of this assumes you are getting enough air in the engine to burn the fuel you add. More fuel without enough air is nothing but black smoke and no extra power no matter how you add it. Just my thoughts out loud, I'm a mechanic not and engineer after all. Yes, Well said Jas.
If only you cold find a cheap way to make all that happen. I think We need a few computer guys on here to crack the Ecu's and alow us to tune our own trucks.
Like i do with Subaru's The software is downloaded from the net and you buy or make a cable. Once you have the right 'offset' for the particular engine you can access anything in the Ecu, cut and paste maps from different models,alter cam timing and a heap of other really cool stuff. PDI reflashes in the same way as does Bully Dog, but they charge a fair bit for it to recover the cost of hacking the system. There are no computer nerd truckers out there, who just want to make more power, with out $ becoming involved. So we trust someone else and pay the $ Tony. Yes, Well said Jas. If only you cold find a cheap way to make all that happen.
I think We need a few computer guys on here to crack the Ecu's and alow us to tune our own trucks. Like i do with Subaru's The software is downloaded from the net and you buy or make a cable.
Once you have the right 'offset' for the particular engine you can access anything in the Ecu, cut and paste maps from different models,alter cam timing and a heap of other really cool stuff. PDI reflashes in the same way as does Bully Dog, but they charge a fair bit for it to recover the cost of hacking the system. There are no computer nerd truckers out there, who just want to make more power, with out $ becoming involved. So we trust someone else and pay the $ Tony. Click to expand.Exactly, Just like EFILive for all GM products.
We need software that allows total control. Custom fuel curves, eliminate check engine lights ect.
Here locally you can get a custom tune for a Chevy Duramax about $100. With software like that you could eliminate the overboost code on the bridge engines, remove the EGR system from a cummins and turn off the CEL. All of this is available for the pickups, not the big trucks. We need to pull the nerds off the 'world of warcraft' for a while and hold them hostage until they come up with something usefull.