Quote:
Originally Posted by cadillackid
heres the thing... you will likely find dissapointment in tuning on these 444E's.. theres no access to the tuning tables at all... and no one made any aftermarket gear for the 444E as it uses a different computer set than the ford did... servicemaxx is good for tuning a few mid level parameters like speed limiters, radiator fan controls, etc..
my ECM is too old to have any trans parameters in it at all... but most all the trans stuff in this old of an implementation is going to be in the allison TCM itself... you can trace down the wiring.. (or maybe I can look it up in my Navistar docs) to see how they implemnented the electronic trans.. I believe they used a WTEC implementation on these.. (older TCM that talked to your ECM)..
your 2004 allison 2000 99% likely doesnt have the 6th gear valve body in it.. you would have to do the valve body upgrade and a TCM program to get 6th gear... after 2005 they all had the valve biody but just were locked in the TCM... the MD-3060s on the other hand always had the capability of being 6 speeds full valve body and all .
allison DOC software will program all TCMs'' however issue with that is to set shift points and such you have to go to allison school and get certified or they wont unlock that part of allison DOC software... and the pro version of the software isnt cheap..
some TCMs can be programmed using the EFIlive tuning software... mainly GM TCMs.. although some medium duty stuff does too... I have an A41 (6 speed TCM) and its tuneable... my later A53 isnt yet cracked by EFILIVE.. though the A50 (GMC) is..
the economy mode button simply is designed to hold down engine RPMs.. it uses a shift table that is much more uopshift-happy.. if you use it you should notice your transmssion tried to get into 5th gear as quick as possible.. and you have to pretty much slam the throttle to get it to downshift.. or lug the engine to 100% power...
Over-fueling a 444E can be accomplished by "faking" the computer... while you cant change the pulse width of the injector call.. you can tell the HPOP to run higher injection oil pressure which will result in a quicker plunge on the injector and more fuel to the cylinders.. its a tad dangerous as you can set codes doing it which tells the ECM to run in default mode..
you are already at 210 HP so you cant bump yourself any higher via computer only .. the 230 has different hardware in it... different turbo and I like to think the injectors are different but i may be wrong.. you are such a late year that you should have AD injectors already.. I dont know if it had a different cam profile or not..
-Christopher
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So I basically have a bus that's the last of it's generation. International bought out Ward ... called it AmTran (technically my bus is an AmTran because my factory build sheets say AmTran across the top, built in Ward's factory in Arkansas), created IC division as their in house coach builder. Now all IC stuff is built in Topeka I guess.
Anyway I was just yanking your chain about the fuel curve stuff. If it was a gas engine I might dabble but not diesel. I'm like you ... my mechanical know how was born of race cars and street racers. Long ago. Far away. Still I cant help browsing bore/stroke ratios, camshaft lobe specs now & then.
Thanks again Christopher
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