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Hacking your ECM using Calterm 3.6 (by Rawze May-2013)... WARNING! WARNING! WARNING! WARNING! WARNING!

THIS MUST NOT TO BE DONE ON ENGINES WITHIN THE USA!!! There are steep penalties for modifying the emissions components on any engine that falls Under EPA regulations. Doing so will land you with SERIOUS FINES!! I am by no means an expert on this Calterm software, but I do know that there seems to be a serious lack of help out there on how to use this stuff. It claims it is an engineering development tool used to monitor ECM's for Cummins engines with the ability to alter the calibration data. Well, It will do just that, but the problem is that it is not very friendly and the help files are vague at best. The process that I am about to share doesn't come from any formal training, but rather by the hours and hours spent via trial and error trying to figure this stuff out, and the bold willingness to risk my truck and its ECM for the purpose of engine exploration and the pursuit of the all mighty MPG. My truck is a 2011 Pro-star with an ISX that has EGR and DPF. The ECM is a CM871, and the Calibration that was in my engine was the original from when the truck was new. I run Linux on all my computers, so I used VMWARE to create a WindowsXP-Pro machine with a Corporate key so that it needed NO Internet connection whatsoever. In Linux, I had to disable security for RS232 devices in the kernel with the following code so that it didn't interfere with the INLINE adapter or VMWARE with the following script... #----(Rawze '2012 Disable linux RS232 device interference/security)-------function file_get_linenumber { awk "/$(escaped $2)/ {print FNR; exit}" "$1"; } #Disable security for rs232... FILE="/etc/modprobe.d/blacklist.conf"; NEEDLE="blacklist pl2303"; ln=$(file_get_linenumber "$FILE" "$NEEDLE"); echo "ln = $ln"; if [[ -z "$ln" ]]; then sudo chmod 777 $FILE; sudo echo '#Disable security for rs232 devices (allows USB gps and other RS232 devices to work)...' >> $FILE sudo echo 'blacklist pl2303' >> $FILE fi; #-------------------------------------------------------------------------------------------------

I set up the VM and used this hack to disabled Auto-run on all drives... 1) From start menu Chose Run and run 'gpedit.msc' 2) Navigate to Comp. Configuration->Administrative Template->System folder. 3) Open the 'Turn Off Auto-play' option on the right side of the screen. 4) Choose 'Enabled' and 'All Drives', then apply the changes and close the window. I stripped all the eye-candy off of it, bla bla bla. And got it to my personal liking. After that I copied ALL of the software I wanted to install into it, Installed VMWare Tools, Disabled ALL Internet connectivity, then hacked the .vmx file with the following settings BEFORE actually installing any engine software. Remember when adding these settings, that you cannot have any duplicate entries in a .vmx file...

uuid.action = "keep" monitor_control.restrict_backdoor = "TRUE" rtc.startTime = "1364189400 " tools.syncTime = FALSE time.synchronize.continue = FALSE time.synchronize.restore = FALSE time.synchronize.resume.disk = FALSE time.synchronize.shrink = FALSE = FALSE = FALSE This makes the system clock perpetually March,28,2013 @ 01:30AM. So that any software installed to the VM never expires, as well as isolating the VM from its host so that no engine software could see the hardware ID's of the host itself. This makes it easy to move or copy the VM to other computers if needed without loosing your software licenses. There is a downside to these settings, and that is that Copy-Paste will NOT function to/from the host any more, so if you want to transfer something to/from the VM from the host, you will need to do it via Memory stick. I then set up some engine software that included Insite 7.5, Inline, FaultCheck, PowerSpec 5.2, and Calterm 3.6. on it and got them all registered (not going into detail about that). I have an Inline-5 Adapter, so I installed the drivers for that and used a generic, but good quality USB-TO-RS232 adapter from Radio Shack to get the adapter set up on COM2 (I had to also disable COM2 in the BIOS of the VM beforehand as well). Yes, I could have used the USB cord for the inline adapter, but I found that the communications is much more stable and reliable using the RS232. Running the Calterm software, I checked under 'Options' and found that I had NO privileges, so I closed the program and hacked the Calterm_3.lic file. I just simply added the following to the bottom of the file and made it look like this...

<LicenceFile xmlns:xsi=""> <Products available="AllProducts" /> <ToolFamily family="Engineering" /> <ToolFamily family="FieldEngineering" /> <ProductGroup available="true">MR</ProductGroup> <ProductGroup available="true">HD</ProductGroup> <ProductGroup available="true">HHP</ProductGroup> <ProductGroup available="true">LD</ProductGroup> <ProductGroup available="true">LDA</ProductGroup> <ProductGroup available="true">LDD</ProductGroup> <Feature>ToggleSecurityKey</Feature> <Feature>CRCFiles</Feature> <Feature>SendOperation</Feature> <Feature>SPEEDDownload</Feature> <Feature>SPEEDUpload</Feature> <Feature>IgnoreRangeLimits</Feature> <Feature>Unlock</Feature> <Feature>CalibrationEditor</Feature> <Feature>SaveFileCalibration</Feature> <Feature>SaveModuleCalibration</Feature> <Feature>ModuleEditor</Feature> <Feature>HexEditor</Feature> <Feature>BlockUnBlockFaults</Feature> <Feature>Download</Feature> <Feature>Export</Feature> <Feature>Overlay</Feature> <Feature>Assemble</Feature> <Feature>Divide</Feature> <Feature>ChangeRunLocation</Feature> <Feature>SecureDownload</Feature> <Feature>StopEngine</Feature> <Feature>SubfileTableEdit</Feature> <Feature>TemporaryWritestoSecureModules</Feature> <Feature>TVOTVC</Feature> <ProductGroup available="" /> </LicenceFile>

After that I Re-ran Calterm and went to Options-> Security and chose Liscense file upgrade, and chose my hacked Calterm_3,lic file then upgraded. After that, all the options were now available in the left window. The next thing I did was get Calterm set up with my DLA. I went to Options->Datalink, and set up the DLA. In my case, I had to choose the following... Protocol: J1939 Adapter: RP1210a --< this is the correct setting for an INLINE-5 adapter.

Vendor: Cummins Inc. Device: DeviceID-20,COM2,INLINE 4/5 J1939 Tool Adress: 0x8A --< I changed the default so that there is no interference from other devices in my truck.

I saved the parameters and closed Calterm and before going any further, I ensured there was NO ECM passwords in the ECM by using the Insite Zappit software and deleting ALL ECM passwords including the OEM. I also ensured that I had the meta-file for my engine, or at least one that was close to my CM871. All meta-files are stored under the 'c:\Calterm III\ecfg' folder. For my engine, the closest one I found was done so by opening the files one at a time and reading the XML code at about line 11 or so. There is a line that that reads '<module_name>CM87x</module_name>' for the correct file that goes to the CM871. The other files will read a different ECM type. I actually took the time to rename all the files in the folder so that I would not have to look inside them again to see what ECM they belonged to. At this point, I then ensured I was still connected with my cables and turned the truck key-switch to the ON position. The key-switch in the truck HAS TO BE ON to connect to the ECM, just like in the Insite software. Re-ran Calterm, and Chose 'Select Product' from the main menu. I chose 'Eagle-Red' from the menu as this is the closest product representation for my ISX Engine. Next I Chose 'Tools->Unlock'. I clicked on the 'Find devices' button, and ensured the 0x00 was listed in the device address box, then chose 'Display Cur. Status' and saw that the ECM security was set to Secure. I chose the button 'Switch', and it changed to 'Unsecured'. I then Chose 600D under module status and chose the 'Apply' button. For some reason, just choosing 'Switch' without re-applying the 600D option caused the ECM not to stay unlocked, but setting the 600D and Apply options made it stick. I closed the Unlock feature and chose 'Open Module'. At this point, I had to choose again 'Eagle Red' from the top list, then I selected the configuration file (the CM87x metafile I had found) from the file chooser, then hit 'Automatic'. I got a warning message for the config file not matching the actual module config, but the versions were very close. One ended in 0.33 and the actual module ended in 0.91 I think. This is perfectly ok. If you get an INLINE adapter firmware warning, then this is NOT ok. This will cause many problem when

hacking the ECM, so correct the problem if you have to, or upgrade Calterm to match the INLINE firmware. My Inline frmware is 5.46 and my Calterm is 3.6.008 and they match. (Firmware 5.32 requires Calterm 3.6.007). When the screen opens all th way, then Press F7 on the keyboard to remove the circle-slash from the Screwdriver symbol at the bottom of the screen. This puts the software in Edit mode. If your ECM is unlocked properly and ready for editing (from using the Unlock Tool), then you will also see a symbol at the bottom of the screen that looks like a padlock that has been opened. If the padlock is closed, then you will have to use the Unlock Tool again to get it unlocked. The ECM MUST be unlocked before you can make ANY changes to it. With the ECM Unlocked, first thing is first. You need to add the Engineering Security Key as the first entry in screen0 to monitor. This will ensure later, when you make changes to the ECM that the Unlock setting gets saved to any CAL files you might create, as well as tell you its current state whenever you load or re-load a calibration. To do this, choose the first blank spreadsheet-looking field in screen0 and press F1. And search for 'engr_sec'. Check the little checkbox next to the '_Engr_Security_Key' paramater and choose 'Apply'. Going back to Screen0 should now show the paramater in the first field and also show 'DISABLED' for its current setting. If this is the case, then you are good to go for editing the Module. MAKE A BACKUP FILE FIRST! Choose 'Upload' from the main menu and make a backup of your ECM before going any further. This will ensure you can recover from a failed download, or a parameter change that might corrupt the ECM. During the Upload / Download process, it is not unusual to get some alarms on the dash of the truck. This is because the ECM is put in boot-loader mode and taken out of Application mode during the upload. After the upload is done, add parameters to Screen0 that you want to change. Note that not all parameters are editable. Many parameters are hard-coded, but this really doesn't limit you much because somewhere else in the thousands of parameters is the bypass, or actual editable setting to replace it. One thing that helped me in finding editable parameters is the descriptions. Just about any description that has the words 'Tells the Tool', or 'informs the Tool' are NOT editable. These are output parameters only that actually are just Outputs of other settings and results. Many of the variable names include prefixes to indicate their functions, For example, C_ indicates a user-adjustable control, and T_ indicates a control toggle. EMO_ indicates a function related to emissions management. There are many other prefixes, and learning what they mean by studying the comments is very helpful. Many parameters are Copies of others with a different name, so be thoughtful and investigate thoroughly before choosing something to change or monitor. Anyways, When you have some parameters selected and you Edit their value, If the ECM will let you change them, then the Value field will turn Yellow indicating there was a change. Make your changes to all fields desired, then use the 'Save' button at the top to actually commit them into temporary ram-space in the ECM. These changes will stay until the power is cycled on the ECM (the keyswitch in the dash of the truck turned off, then on a again). This makes it easy to change something and then test it without screwing up your ECM. To permanently change something, you need to get a little creative. First, Set all the changes you want to make, Then use the 'Save' button to send them to the ECM, then Choose the 'Upload' function from the main menu. Upload the file and save it as a CAL file. After that, You will need to choose 'Download' to Download it BACK to the ECM. The ECM will then have the edited file as its main

Calibration file and the changes will then be permanent. You can compare the module, or the new cal file to your original backup to see what changes you have made if you get lost along the way using the compare tool. If you decide for some reason to hack a .ecfg or .cal file directly then there is a tool to Re-certify the file's CRC. Just choose 'CRC Files' from the main menu and select the hacked .ecfg or .cal file and then add them to the list and choose ok. They will be updated with the new CRC info permanently. I hacked my .ecfg to make it match my exact engine calibration software version to eliminate the warning messages whenever I opened the Module Editor this way.

Some cool parameters to check/monitor while troubleshooting the engine or perhaps test driving the truck...
EGA_DL_Engine_Speed Final_Timing _Turbocharger_Speed FTT_q_CompFlCmd_v The current live RPM of the engine. The current live engine Timing (0.0 = 7.01 TDC) The current live speed in RPM of the turbocharger. The current live fuel flow rate command. Live Commanded VGT postiton %.

_VGT_Actuator_Position_Commanded ENGN_Final_Torque_Cmd -

The current live torque load on the engine.

Derates and Engine Protection Shutdowns...

There are tons of parameters that deal with derates and engine shutdowns. Searching parameter names that include 'DRT' or 'EPD' in the name are almost always related to derates. Some derates will cause an alarm in the dash, but there are many that are silent. Silent derates are in place to protect the limits of the engine components and happen on a regular basis as a normal part of engine operation. The consequences of turning them off may be severe, depending on what it might be, if the driver of the truck is not aware that those components can now be pushed beyond their intended limits. Disabling ALL derates will improve performance and fuel mileage for the

engine, and because I drive my own truck, and no one else does, I disabled them ALL rather than try and sort them out. Engine protection shutdowns can also be eliminated so that when a shutdown alarm occurs, then engine will not be effected by it. The bad thing, is that if your engine runs out of oil, it can destroy itself in short order, but the good thing is that you can bypass or unplug a component or sensor that may have failed, like your EGR valve, or DPF can without it shutting you down. Firetrucks, school buses and other emergency vehicles are often set this way so that in an emergency, the vehicle can still be moved. Here is the map to disable all derates and shutdowns...

Disable Engine Protections and Shutdowns

C_EPD_Derate_Suppress_En C_EPD_CHT_RPM_Drt_En C_EPD_EMT_Trq_Drt_En T_EPD_Shutdown_Override_En C_EPS_s_Enable T_AFW_Enable C_TSD_Active_Enable T_EPD_Shutdown_En C_ADD_s_ReportFaultEnable T_AT_Engine_Shutdown_Enable C_EPD_AECD_Trq_Drt_En C_EMO_EgrOffEPD_Enable C_CCP_Mod_Err_En T_EPD_CCP_Torque_Derate_En C_CCP_Least_sev_Err_En C_EPD_EP_RPM_Drt_En T_VSS_Tamper_Sensitivity 1 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0

<-- {Enable for Alternator Warning. 1=On / 0 = Off} <-- {Enable Protecton for VGT Turbo Overspin}

<-- {Anti-Theft Can Shutdown Engine 1=Yes / 0=No}

<-- {Disable Crank Case Filter Alarms. Punch a 3/8" hole into Crank Case Filter so the engine can breathe easier After Disabling This Alarm.}

Deleting the After-treatment system on the ISX Engine (CM871).

These parameter changes completely remove the logic for the DPF and After-treatment (Dosing) injector. It took many hours of research and comparison of CAL files to get the proper changes. These changes should work on ALL CM87x engines that have a DPF and no DEF system. The Information has been verified and tested as well. After making these adjustments, Remove the DPF and DOC and hollow them out with a hammer and chisel, or replace them with a muffler. The main Wiring harness going to the DPF then needs to be unplugged and wrapped to prevent corrosion. Please take note that these changes do NOT affect the EGR system itself, only the After-treatment system. If the vehicle has more that 200k+ miles on it, then the IMAP (Intake Manifold Air Pressure Sensor) should also be removed from the intake and replaced or cleaned thoroughly with a dry toothbrush to ensure accurate charge pressure feedback to the ECM. This will ensure maximum horsepower and fuel efficiency as the ECM will now rely heavily on this sensor for its torque curves because of the lack of extra sensors that were arranged at the DPF. Here are the changes that need to take place...

Disable DPF
T_OCL_FacePlug_Disable C_PTM_ATM_Input_Override_En T_OCL_FacePlug_Disable T_EMD_Low_Eff_ErrReset_Enbl C_EPD_Derate_Suppress_En C_APM_NR_OverTemp_SysIO C_APM_NR_OverTemp_SysPerf C_APM_tm_DPFOut_HiTmptr P_OCD_fn_DOC_NmlEff C_EPD_Soot_Spd_Derate C_OFC_FCEnable C_PTM_AppLbl_Monitor_En C_PTM_SwitchTest_Enable_Time C_PTM_DL_RTD_InhibitRegenEn C_PTM_IneffDesoot_NoLamp_Enable 1 1 1 1 1 01D90E3F 006EC103 10 1 1900 0 0 0 0 0

C_PTM_IneffDesoot_YLamp_Enable C_EMO_DocFacePluggedEnable C_EMO_SwappedThermistorEnable C_PTM_MobileRegenVehSpdDisEnable C_EMO_HiEOPMEnable C_EMO_HiEOPMEnable C_PTM_MobileRegenVehSpdDisUserSel T_TFC_Texh_ULim_Allowed C_AIM_FT_DPFDeltaP_Enbl C_SRegen_Switch_Mux_User_Selectable C_AIM_FT_DPFOutTmptr_Enbl T_SRegen_Switch_Mux_Enable C_CHH_EGRTubeClogEnable C_AIM_FT_Filter_Init_Enbl C_EMO_DocMissingEnable C_AIM_FT_Filter_DeGreening_Ext_UserSelect C_EMO_DPFMissingEnable C_EMO_DPFPluggedEnable C_EMO_EgrOffEPD_Enable C_ATD_RTD_T1T3Field_En C_EMO_HiEOPMEnable C_DLC_BAS_Zero_Fuel_Ndot_Enable C_AIM_FT_DOCInTmptr_Enbl C_AIM_FT_DOCOutTmptr_Enbl C_AIM_FT_Filter_DeGreening_Enbl C_AIM_FT_Filter_DeGreening_Ext_Enbl C_AIM_FT_Filter_DeGreening_UserSelect C_AIM_FT_Filter_Init_UserSelect C_APM_DOCDelta_Hi_Select C_APM_NR_HCDesorb_Check

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

C_ATD_FT_AFT_History_Enbl C_ATD_FT_HET_Setup_UserSelect C_HIM_FT_DoserTest_Enbl C_HIM_FT_DoserTest_UserSelect C_HIM_FT_Dosing_Enbl C_HIM_FT_Dosing_UserSelect C_SFP_FT_Soot_Fill_Enbl C_SFP_FT_Soot_Fill_UserSelect C_CCP_Mod_Err_En T_ATD_FT_HET_Setup_Enbl T_ATM_Enbl T_HIM_Enbl C_RegenInPTOUserSelectable T_OCM_Enbl T_SFM_Enbl C_CCP_Least_sev_Err_En T_DOP_DPFLampEnable C_EPD_AECD_Trq_Drt_En T_EPD_CCP_Torque_Derate_En C_SRegenSwitchUserSelectable C_EPD_Soot_Trq_Drt_En T_OCD_DOCD_LoEff_Keyon_Clr_En

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


DISABLING / DELETING YOUR EGR WILL KILL YOUR TURBO IF PRECAUTIONS ARE NOT TAKEN ! The main problem that is created whenever the EGR on a newer engine is disabled is that Exhaust gas temperature (EGT) is no longer regulated. Newer VGT turbo's are not designed to withstand the higher exhaust gas temperatures created when there is no longer EGR. With EGR in place, Exhaust gas is regulated to roughly 570 Deg Fahrenheit. Modern VGT Turbo's like the Holset brand can handle 1350 Deg F for only 3 minutes at a time, and an outer casing temperature of no more than 900 Deg F at the exhaust housing. With NO EGR, a clean burning diesel can have EGT's as high as 1400+ Deg F or more during a hard pull. What this means is that SOMETHING or SOMEONE (the driver) will have to manually regulate this temperature while driving under heavy torque conditions. The easiest and cheapest way to do this, is to install a $50.00 Pyrometer in the dash of the truck and put the sensor on the OUTSIDE of the exhaust housing of the turbo. If pulling up a steep hill and the turbo casing reaches 850+ Degrees F, then the driver will need to back off the accelerator, choose a lower gear, and use less torque. The only other alternative to this is to replace the turbo with an older-style turbo that is less fuel efficient. There is a second problem that is created by the higher exhaust temps as well, and that is the accumulation of heat on the exhaust side of the engine overall. After high torque conditions, this extra heat MUST be bled off before the engine can be shut down, or exhaust components, including, yet again, the turbo, can be damaged over time. What this second problem translates to is that after a hard hill climb, or other heavy torque conditions, the engine must be idled for several minutes before shutting it off. Again, that Pyro gauge on the outside of the turbo housing can help you with this. When the Pyro gauge is less than 450-500 Deg F. it is safe to turn off your engine without causing heat damage to the turbo. This is actually a problem that exists on most all bigger diesel engines, even with EGR still active because the exhaust gas is allowed to get 800+ degrees at times during Regen cycles, or at high altitude conditions. This warning is from experience and from researching and performing failure analysis on several dozen failed turbo's after an EGR delete was performed, so don't say I DIDN'T KNOW ANY BETTER when your looking at a popped turbo, a runaway engine, and $3,000 plus just to get a new turbo.

Switching OFF EGR...

The EGR logic on the ISX CM87x engines is deeply embedded. After all, The Entire ECM and all of its programming was re-designed for just that purpose. To completely remove the EGR from the engine, including its hardware, some pretty tricky things have to be done. There are a few places out there that have figured out some of the changes needed, like PDI and others, but NONE OF THESE BUTCHER SHOPS HAVE ACCOMPLISHED IT CORRECTLY SO FAR!!! What you end up with, After spending several thousands of dollars to these over-priced crooks, is an engine that cannot control the

turbocharger correctly. Their solution to try and cover these facts up, is for you to buy some Over priced After-Market Mechanical Turbo for several thousand more dollars. The end result is an engine that has no more engine brake, or a very crappy after-market exhaust brake, as well as little or no control by the ECM to maintain decent combustion efficiency. Secondary effects include excess head and exhaust pressures, poor cylinder compensation, poor timing control, and if you decide to keep your existing VGT, destroyed turbocharger(s) and possibly a cracked head or gaskets. I was challenged with these same problems when researching this subject, and know full well that THE ECM CAN IN FACT OPERATE THE ENGINE VERY WELL with its existing VGT and EGR switched OFF. The 'Combustion Manager' has the final say, as to weather or not the EGR should be on or off, and making it WANT the egr off is the problem. It cannot be satisfied by disabling the EGR logic or any components. The only thing that will make it happy so that it runs the engine as efficiently as possible while the EGR is actually off, is if it is being told to do so by the 'Emissions Manager'. The Emissions Manager is the only thing in the ECM has this ability because the EGR can actually cause the engine to stall and shut down when it is being operated in extreme high altitudes (like the top of veil pas at 12,000 ft), or while the engine is below 140 degrees for the same reason. It can also request an 'off condition' if there is a fault in one of the EGR components. THE PROPER WAY is to leave the EGR logic ON, and Instead, convince the Emissions Manager that there are conditions present where there is no need for it to be on. BOTH must be happy for the engine to run as efficiently as possible. Knowing all that would make it Easy right?... NOT!!!. Someones first assumption would be to make the engine think its at high Attitude all the time, but the problem with that, is that the Combustion Mgr needs the correct Altitude for the engine to keep combustion efficiency at its peak. The same problem exists for the engine temperature, so this leaves only one obvious option left, and that is Component Failure. Component failure does in fact work to disable the EGR, but causes other problems. Some calibrations are lenient on this, but some aren't. That is why some people get away with unplugging their EGR valve or EGR Temp sensor, and others do not. Suppressing these errors is easy, so this is a viable option, but the Emissions Mgr will stop, or perhaps get stuck while performing other tasks, like a 'Turbo or Pipe cleaning cycle'. These things help keep the engine and turbo healthy, so how do we 'Get our Cake and Eat it Too'? The Emissions Mgr determines how much EGR we need by calculating it. It uses EGT, and various other sensors and tables to do this, and comes up with some results. Lowering Exhaust Gas Temps by a large amount, by editing how the engine calculates EGT makes the Emission Mgr want far less EGR. It can be so much less, that it can actually shut OFF the EGR just for that reason alone. Also Fortunately, the Combustion Mgr does not use EGT in its calculations, unless it becomes excessive. This means that if EGT were very low, then BOTH managers will be happy. This is the start of how I got the EGR turned OFF, and all the Managers happy about it. After that, I just set some insurances, or redundancies, in place to ensure the conditions are permanent no matter the actual engine conditions. Now, with both Managers happy, the component faults, removal, etc, do not interfere with their operations. It is NOT recommended to remove the 'Exhaust Back-pressure sensor' or the 'Turbo Inlet Temp Sensor'. These help with engine and

turbo efficiency. It is however perfectly OK, but not necessary to block / remove the EGR cooler, Egr Valve, 'Egr Temp Sensor', 'Delta-P Sensor', and/or block the EGR mixing pipe after the parameters are changed. IT IS ALSO HIGHLY RECOMENDED to re-map the turbocharger for optimal NON-EGR performance via the 'TGC Min/Max Closing Tables'. This will improve horsepower and fuel mileage by allowing the combustion manager to move the VGT where it needs to for full non-egr operations. It knows what to do,... Give it some breathing room to do it.

Turn Off / Delete EGR

C_EGR_Enable T_INM_EGRT_Lead_Enable T_CBL_EGR_Frac_User_Override C_CBR_EGR_Off_Override_Value T_CBR_EGR_Off_User_Override T_EMO_Cap_EL_User_Override C_EPD_EMT_Virtual_Sensor_En C_TPE_Exhaust_Offset_Parameter C_TPE_Exhaust_Boost_Parameter C_EPD_EGR_RPM_Drt_Err_Sev C_AIP_EGROrificeTmptr_Ovrd_Val C_CBL_EGR_Frac_Override_Value C_CSE_EGR_Frac_Cmd_On_Thd C_EMO_Cap_EL_Override_Value C_TGC_ULim C_TGC_LLim C_EMO_EgrOffEPD_Enable C_CHH_EGRTubeClogEnable C_EPD_AECD_Trq_Drt_En C_EPD_EGR_RPM_Drt_En C_EPD_EGR_Trq_Drt_En 1 1 1 1 1 1 1 1 1 511 260 0 1 16 65 5 0 0 0 0 0 <- {THIS MUST STAY ON Or VGT Turbo will not function Properly.} <- {THIS MUST STAY ON Or VGT Turbo will become Eratic During Turbo Cleaning Cycle.}

C_EPD_EGR2_Trq_Drt_En T_AIP_EGROrificeTmptr_Ovrd_En T_EGA_DL_AZ_Enable T_EGA_DL_CS_Enable T_EGA_DL_Pos_Estimate_Enable C_EMO_VGT_EGR_Chi_Allowed T_EMO_AAP_AECD_Enable T_EMO_Air_Handling_AECD_Enable C_EGRDeltaPEnable T_EGR_DP_IR_Enable T_CIT_Adj_Enable T_TIB_Fuel_Adjustment_Enable

0 0 0 0 0 0 0 0 0 0 0 0

Suppress EGR Missing Component Errors and Allow for ON / OFF Switch to be wired into Engine Fan Solenoid CAGT_Block_Fault_Codes CFTR_Block_Lamp_Fault_Codes 0 2367 0 3385 1 2368 1 2375 2 111 2 2377 3 2375 3 1667 4 2377 4 2274 5 1667 5 1893 6 2274 6 2254 7 1893 7 0 8 2254 8 0 9 0 9 0 10 0 10 0 11 0 11 0 12 0 12 0 13 0 13 0 14 0 14 0

VGT Re-Mapping (Improves Power and Fuel Economy)

These Values MUST be set for Tables to be Active T_TGC_Variable_ULim_Mode 1 T_TGC_Variable_LLim_Mode 1 C_TGC_MaxLimitVariableRateEn 1
C_TGC_Max_Closing_Table X/Y 0 5 32 0 6 30 30 550 6 30 30 575 6 30 30 825 6 30 30 900 6 30 30 1000 6 30 30 1100 6 30 30 1200 6 30 30 1300 6 30 30 1400 6 30 30 1500 60 60 60 1600 60 60 60 1700 60 60 60 1800 80 80 60 1900 80 80 6 2000 80 80 6 2100 80 80 6 2200 80 80 6 2300 80 80 6

38 68 68 68 68 68 68 68 30 40 40 68 68 68 68 6 6 6 6 6

50 68 68 68 68 68 68 68 30 40 40 68 68 68 68 6 6 6 6 6

75 68 68 68 68 65 65 65 65 65 65 65 65 65 65 6 6 6 6 6

100 68 68 68 68 65 65 65 65 65 65 65 65 65 65 6 6 6 6 6

150 68 68 68 68 65 65 65 65 65 65 65 65 65 65 6 6 6 6 6

175 68 68 68 68 65 65 65 65 65 65 65 65 65 65 6 6 6 6 6

200 68 68 68 68 65 65 65 65 65 65 65 65 65 65 6 6 6 6 6

225 68 68 68 68 65 65 65 65 65 65 65 65 65 65 6 6 6 6 6

250 68 68 68 68 65 65 65 65 65 65 65 65 65 65 6 6 6 6 6

275 68 68 68 68 65 65 65 65 65 65 65 65 65 65 6 6 6 6 6

300 68 68 68 68 65 65 65 65 65 65 65 65 65 50 6 6 6 6 6

325 68 68 68 68 65 65 65 65 65 65 65 65 65 6 6 6 6 6 6

350 40 68 68 68 65 65 65 65 65 65 65 65 65 6 6 6 6 6 6

C_TGC_Min_Closing_Table X/Y 0 5 32 38 0 5 5 5 10 550 5 5 5 10

50 18 18

75 20 20

100 20 20

150 30 30

175 40 30

200 60 30

225 60 30

250 60 30

275 60 30

300 60 30

325 60 30

350 68 30

575 825 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300

5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5

5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5

5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5

10 10 10 10 10 10 10 15 40 40 45 5 5 5 5 5 5

18 18 18 18 12 12 12 30 45 50 50 5 5 5 5 5 5

20 20 20 20 13 13 13 40 45 50 60 5 5 5 5 5 5

20 20 20 20 15 14 14 40 45 50 60 5 5 5 5 5 5

30 30 30 30 25 25 25 40 45 50 60 5 5 5 5 5 5

30 40 40 40 32 32 32 40 45 50 60 5 5 5 5 5 5

30 40 45 45 45 45 45 45 45 45 45 5 5 5 5 5 5

30 40 45 45 45 45 45 45 45 45 45 5 5 5 5 5 5

30 40 45 45 55 55 55 55 55 55 55 5 5 5 5 5 5

30 40 45 64 60 60 60 60 60 60 60 5 5 5 5 5 5

30 40 45 64 64 64 64 64 64 64 64 5 5 5 5 5 5

30 40 45 64 64 64 64 64 64 64 64 5 5 5 5 5 5

40 50 45 54 54 54 54 54 54 54 54 5 5 5 5 5 5

Tweaking the Engine Brake...

The ISX uses charge pressure to increase the strength of the engine brakes. The condition is known a VGT OC or Over-Closed condition. In an Over-closed condition, the VGT is used to produce back-pressure to place resistance on the engine. This also results in increased charge pressure at the intake manifold, making it harder for the engine to compress the cylinders as well. This double-action of resistance makes the engine brake for the ISX one of the strongest in its class of engines. For this to happen properly, the ECM must have control of the VGT, and it also needs the ability to force the turbo past its normal 'Boost-Providing' range of operation. The VGT has a travel range from 0 to 100%. From about 5-70%, it will provide boost for combustion, but above 70%, although it will provide boost, it will provide the excess back-pressure needed to force exhaust gases into the EGR system, so that it can 'Overcome' that boost at the intake manifold. It is this same excess in exhaust back-pressure that is needed for the engine brake, so between 70% and 100%, there is little increase in boost gain, but much back-pressure gain. When this is happening, the turbo's actuating ring is extended past the main housing and relies on a keyed retainer ring in the most rear housing to keep it in place. This retainer ring suffers heat expansion on a constant basis and has been known to vibrate at high frequency as it gets worn. The sound is almost Identical in nature to the sound produced if the turbine were to touch the housing. This annoying 'squeal' is actually not nearly as harmful as it would seem, but can easily confuse a driver or mechanic into thinking the turbo is bad. If this vibration becomes severe to

the point of fluctuating the engine during over-closed conditions, then it is time to replace the turbocharger. Usually, by the time it gets this worn, the rest of the turbo will show signs of failure as well. Here are the tables that control the Over-Closing limits during engine braking events with modified values to provide maximum braking ability. Please note that values above 90% closing can be difficult for the VGT Actuator to achieve or maintain as the outer retaining ring gets worn, so higher values should be avoided.

Engine Brakes
T_ERC_ServiceBrkActivateEn T_FCC_Engine_Brake_En C_FCC_Engine_Brake_Time C_FCC_Engine_OverSpd_Thd 1 1 15000 2500 <-- 1 = Engine Brake Activates when Brake Pedal is pressed (and Jakes are turned on in the dash). <-- 1 = Engine Fan is used to help engine brakes <-- 15000 = Make fan come on after 15 seconds. <-- Max RPM Engine Fan can spin before it Explodes!

Use VGT to make Engine Brakes Stronger

C_TGC_E_Brake_OC_ULim_Table RPM 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 % 6 6 30 50 80 90 90 90 90 90 90 90 90 80 80 72 C_TGC_Exh_E_Brake_OC_ULim_Table RPM 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 % 6 6 30 50 80 90 90 90 90 90 90 90 90 80 80 72

2100 2200 2300

72 72 72

2100 2200 2300

72 72 72

Engine Timing...
The Engine Timing can be monitored via Parameter [ Final_Timing ]. When watching this parameter, you will quickly notice that it will swing both Positive AND Negative. It is not the absolute timing of the engine, but rather an Offset to the mechanical timing set when the engine is built. The actual timing is 7.01 Degrees forward of this parameter. Thia means that when the timing is zero, the mechanical Timing is at 7.01 Degrees, and when this parameter reads 1.0, the mechanical timing is actually 8.01 TDC. The ECM has the ability to alter the engine timing greatly, and is mapped via several timing and fuel tables. The engine is mapped correctly, and is set for very good fuel efficiency vs power already, so if you are not planning on doing something radical with the engine, these tables are best left alone. There is however the issue of EGR, or lack thereof, once it has been deleted. The Timing is generally retarded a bit by default due to EGR. This means that without EGR, there is a slight power increase due to timing, but also an increase in actual EGT's. Without EGR, the timing can be advanced easily via a 'Timing Shift' to further improve engine fuel efficiency, Lowering EGT's as well, wich help protect the turbo and improve fuel mileage at the same time. Studying the mechanical process heavily, I also noticed that when it comes to timing, there is little or no live 'lead compensation' for mechanical lash in the engine concerning timing. Having lead compensation in the engine timing on the fly will allow the engine to run slightly smoother, as well as make the fueling rate more stable, witch saves fuel. Studying how the injectors are actually primmed during a fueling/timing cycle actually revealed that the timing actuators actually finish their cycle very close to when the overhead cam starts to compress the injector for combustion. Because of this, a slight shift forward in Hydraulic delay during the timing actuator process, would result in the cam actually ending the timing cycle mechanically just ahead of the solenoid. Too much shift and the timing cycle becomes erratic, and too little causes the timing to become very unstable. The default hydraulic delay set in [ CTS_ti_TmActDelay_c ] of 1.3 ensures the timing cycle ends before the mechanics takes over. Shifting this delay forward a bit will cause interference from the cam (and also increases timing slightly). The lash in the cam itself will alter the timing, and the result is a mechanically compensated timing offset, witch now includes the engine lash. A value of 2.4 seems to work quite well for this on engines that do not have other timing or actuator problems. Shifting the timing forward to improve fuel economy works well, but the further the shift, the higher risk of cylinder flashing. With less forward compression and a lower angle on the piston arm, there is less resistance for engine cam to be pushed forward, resulting in a faster, hotter burn. Since the burn is faster, less residual heat is produced, but much higher combustion temps will occur. This can result in burning the tops of the pistons and / or scoring them, the injector, or the valves if it is not kept in check. Most documents on this subject for diesel engines agree that the problem will not likely occur under heavy engine load until the timing shifted forward more than +12-14 degrees. This must be kept in mind if you plan on performing any timing shifts to improve fuel mileage. The further the shift

in timing, the better fuel mileage will become on the ISX, but also, top end torque will suffer resulting in slightly less power. This is NOT the same as lowering the power, or slowing acceleration rates on the engine to save fuel, but rather an actual trade-off of fuel economy, cleaner, hotter burning fuel, lower EGT's, and less engine strain at the expense of direct torque. With all that said, I have some parameter examples. Please note also that with the hydraulic delay set further ahead, the timing is actually cut short from the actual numbers used for the shift, and is slightly less. For Best Power and Performance (Lower Fuel Economy and Higher EGT's) CTS_ti_TmActDelay_c 1.3 T_CBL_SOI_Increment_Enable 1 C_CBL_SOI_Increment -0.7 For Best Power vs Fuel CTS_ti_TmActDelay_c T_CBL_SOI_Increment_Enable C_CBL_SOI_Increment

2.4 1 0.5

Trade 5% power for Much Better Fuel Economy and Lower EGT'S CTS_ti_TmActDelay_c 2.4 T_CBL_SOI_Increment_Enable 1 C_CBL_SOI_Increment 3 Max Fuel Economy Possible via Timing Shift. CTS_ti_TmActDelay_c 2.4 T_CBL_SOI_Increment_Enable 1 C_CBL_SOI_Increment 8 Can be as much as 2+ MPG. Very Low EGT's (8-10% Power loss on top end)

Cruise Control... Make Cruise Control Operate Down to 3 MPH. (Great for long hill climbs)
C_CC_MaxRoadSpdLowerLim C_CC_MinReferenceSpeed C_CC_CancelSpeed C_Road_Speed_Limit_Default 5 5 5 140

Reading Incal Files...

At some point, it is inevitable. You are going to need to reference, or compare your edits to a factory calibration for a particular engine. Incal is a set of software disks that have ALL of the latest factory calibrations for ALL engines. These files are stored on the disks in their various folders and can be easily searched for, but Calterm will not read them in their current format. The files on the disks are compressed and password protected, so they will have to be uncompressed before Calterm will read them. To Uncompress a particular calibration file, just copy it from the CD, then re-name it, changing its extension to '.rar'. Of coarse, you will need WinRar to De-compress it, and of coarse, it will ask you for a password. The pw is either going to be 'ndse' or 'ocec' (special thanks to Simmax for providing these passwords) depending on what kind of file it is. After decompressing it, Calterm will read it just fine. You can aslo use them for making Compare files. This is extremely handy in identifying what settings have been altered in an engine, especially engines with edited calibrations from other companies. Anyways, thats all I wish to elaborate on for now. I hope this helps those out there that are willing to experiment a bit and are not afraid to 'Brick' their ECM like me. I thinks its absolutely ridiculous that no one wants to share information about these engines, but instead want to horde it and charge thousands of dollars to others when they likely got it for free themselves. I am an old-school hacker that definitely thinks that the more people that have access to something, the better off it becomes, because this allows input from many sources and ideas that the limited minds of the manufacturer(s) never thought of. Good Luck, Rawze.