Revisiting DX3 power options....

[wfo9]

This is the info I found on ISL9 Vs L9.

2017 L9

With ratings from 260-380 hp and 720-1,250 lbs.-ft., the 2017 L9 will continue to lead its class with the highest power-to-weight ratio, offering optimized ratings for some of the toughest duty cycles. New for 2017 is a 350 hp/1,150 lbs.-ft. rating that maintains more power and torque across a wider rpm range, ideally suited for tough vocational duty cycles. With some further enhancements in reliability on an already proven heavy-duty design, the L9 will continue to be the productivity champion, especially in the most demanding work truck applications.

2017 Single Module Aftertreatment

The Single Module aftertreatment system is a customer-voice-driven design that combines the Diesel Oxidation Catalyst (DOC), Diesel Particulate Filter (DPF) and Selective Catalytic Reduction (SCR) systems into a single canister. This MidRange system features up to 70% reduction in space claim and up to 30% reduction in weight over current aftertreatment systems. Simple and optimized Diesel Exhaust Fluid (DEF) dosing with the UL2 Urea Dosing System eliminates the need for engine coolant lines to and from the DEF injector, reducing installation complexity and allowing for easier serviceability. The injector's proprietary atomization nozzle minimizes the risk of deposit formation, and offers a freeze-robust design and improved reliability. Furthermore, a range of systems ideally sized for the engine and rating ensures the most efficient operation, for improved fuel efficiency across a diverse range of applications.

I also read something about isolating the cab heater circuit from the cooling system circuit.

[RV Randy]

OK, I had the ECM calibration update done yesterday at Freightliner Fountain, CO. The cost was $145.00 & $14.50 for shop supplies. That part of the work took about 45 minutes including a quick test drive. They went from version HB80051.13 to HB80051.21. The info below was on another bit of paper they gave me that I copied here:

This calibration provides multiple improvements and features with the most noticeable being a new torque curve with a peak of 1,150 LB-FT at 1,400 RPM.

Operator Benefits of new Calibration:

• Transient Response Improvement - Low-end acceleration improvements
• Throttle Map Updates - Optimized for both off-road and on-highway drive cycles
• Cold Weather Improvements - New grid-heater controls logic

They explained to me that this update was used most commonly on cement trucks and other commercial rigs that carry heavier loads and do most of their miles in town at medium speeds.

Driving it home I noticed pretty much the improvement they described. Better acceleration from a stop and mid-range. The tranny in "D" still fast shifts up at 1400 rpm each gear from a stop but it does get up to speed a little snappier. I did this from a traffic light on a stretch that immediately goes uphill after the light. Best way to describe this is before, doing the same thing, there was a bit of a flat spot after each up-shift before it would resume building rpm. Now the flat spot is gone.

Going North on I-25 @ 70 mph I hit some slower traffic going through the city. Most noticeable improvement was when I was behind a slower moving truck which slowed me down to about 55 mph @ 1400-1500 rpm. Once the left lane cleared I was able to pull out and punch it, much crisper/quicker throttle response and immediate acceleration to match that lanes speed and pass the slower truck. Doing that same thing @ 70 mph was maybe a bit less noticeable as far as acceleration but still crisper.

Going North on I-25 you climb Monument Hill, about a mile long grade thats fairly steep. Previously I would punch it at the bottom and hit the grade @ 70 mph with WOT, I would slow to about 65 by the time I hit the top. Doing the same thing now I had slowed to about 68 mph at the top.

So not a night-day difference but noticeable. The rig is currently totally winterized with all coach tanks B/G/FW empty, full of fuel (rig was in this mode for all of my before - after tests described above). The real test will be once racing season resumes and I am towing the heavy trailer with water on-board. I would expect to see the same minor improvements then i.e. it will hold speed a little better when rpm drops down to the peak 1400 rpm torque range but will still require manual shifting if you want to maximize performance. Totally worth the small cost in my opinion.

It took them about 1.5 hours to do my full oil, filter, fuel filters, diff oil check, chassis grease points. Price with all filters and 7 gallons of Delo 15w-40 was $261.00

[Orangecrush]

Randy,

Thank you. Quick question, your rv is a 2017, right? I wonder if this same calibration is available for a 2018. I was told that the software was different for 2018.

Thanks, glad to see it gave a little bit of difference.

Mark

Originally Posted by RV Randy

OK, I had the ECM calibration update done yesterday at Freightliner Fountain, CO. The cost was $145.00 & $14.50 for shop supplies. That part of the work took about 45 minutes including a quick test drive. They went from version HB80051.13 to HB80051.21. The info below was on another bit of paper they gave me that I copied here:

This calibration provides multiple improvements and features with the most noticeable being a new torque curve with a peak of 1,150 LB-FT at 1,400 RPM.

Operator Benefits of new Calibration:

• Transient Response Improvement - Low-end acceleration improvements
• Throttle Map Updates - Optimized for both off-road and on-highway drive cycles
• Cold Weather Improvements - New grid-heater controls logic

They explained to me that this update was used most commonly on cement trucks and other commercial rigs that carry heavier loads and do most of their miles in town at medium speeds.

Driving it home I noticed pretty much the improvement they described. Better acceleration from a stop and mid-range. The tranny in "D" still fast shifts up at 1400 rpm each gear from a stop but it does get up to speed a little snappier. I did this from a traffic light on a stretch that immediately goes uphill after the light. Best way to describe this is before, doing the same thing, there was a bit of a flat spot after each up-shift before it would resume building rpm. Now the flat spot is gone.

Going North on I-25 @ 70 mph I hit some slower traffic going through the city. Most noticeable improvement was when I was behind a slower moving truck which slowed me down to about 55 mph @ 1400-1500 rpm. Once the left lane cleared I was able to pull out and punch it, much crisper/quicker throttle response and immediate acceleration to match that lanes speed and pass the slower truck. Doing that same thing @ 70 mph was maybe a bit less noticeable as far as acceleration but still crisper.

Going North on I-25 you climb Monument Hill, about a mile long grade thats fairly steep. Previously I would punch it at the bottom and hit the grade @ 70 mph with WOT, I would slow to about 65 by the time I hit the top. Doing the same thing now I had slowed to about 68 mph at the top.

So not a night-day difference but noticeable. The rig is currently totally winterized with all coach tanks B/G/FW empty, full of fuel (rig was in this mode for all of my before - after tests described above). The real test will be once racing season resumes and I am towing the heavy trailer with water on-board. I would expect to see the same minor improvements then i.e. it will hold speed a little better when rpm drops down to the peak 1400 rpm torque range but will still require manual shifting if you want to maximize performance. Totally worth the small cost in my opinion.

It took them about 1.5 hours to do my full oil, filter, fuel filters, diff oil check, chassis grease points. Price with all filters and 7 gallons of Delo 15w-40 was $261.00

[RV Randy]

It's titled as a 2018, but could be a 2017 chassis, I don't know for sure.

[hook47]

Mine is also a 2018 built in early 2017. Engine data plate shows 350HP. I am also interested in the outcome of the questions being asked about the upgrade.

[mookieblaylock]

Interesting...when they recalibrated yours they seem to have changed minor versions of the HB80051 software. When I had mine done they changed from version HB80051 to HB80058. Glad you were able to see an improvement.

Just got back from a 1200+ mile trip to OK with a GCWR around 45k lbs. Rig did great and pulled the hills with very few issues. I have noticed a slight drop in mileage with the new calibration...at least when pulling decent loads.

[Orangecrush]

Originally Posted by mookieblaylock

Interesting...when they recalibrated yours they seem to have changed minor versions of the HB80051 software. When I had mine done they changed from version HB80051 to HB80058. Glad you were able to see an improvement.

Just got back from a 1200+ mile trip to OK with a GCWR around 45k lbs. Rig did great and pulled the hills with very few issues. I have noticed a slight drop in mileage with the new calibration...at least when pulling decent loads.

You know you're not allowed to use the word "mileage" and RV in the same sentence, right?

Mark

[mookieblaylock]

Originally Posted by Orangecrush

You know you're not allowed to use the word "mileage" and RV in the same sentence, right?

Mark

Lol, yea I understand. It seems to be a topic that’s brought up frequently, so I thought I’d mention it.

[DX3MAN]

Has anyone been able to confirm if this was available for the 2018?

[RKBob]

Originally Posted by Orangecrush

You know you're not allowed to use the word "mileage" and RV in the same sentence, right?

Mark

Guys, mileage is a relative conception when you go from gallons per mile to miles per gallon..! I’ll soon be joining your “big boys club”. The cash is on the table.😎

[BBC Cobra]

Thanks to mookieblaylock and RV Randy for posting software version numbers. I asked my FL dealer about updating the tune to 1150 tq and was told it would cost several thousand dollars for new pistons, rods, injectors and additional warranty coverage. I am going to try again with the information provided.

[The Renegade]

Crush. I sent you a PM

[RV Randy]

Originally Posted by BBC Cobra

Thanks to mookieblaylock and RV Randy for posting software version numbers. I asked my FL dealer about updating the tune to 1150 tq and was told it would cost several thousand dollars for new pistons, rods, injectors and additional warranty coverage. I am going to try again with the information provided.

I think it depends on what type of shop you go to and who you get to talk to at that shop. We do know from Brian that it is a several thousand dollar option to order a chassis new with the 1150 tune versus the 1000 tune, so it is real. We've also determined it does not require new rods, pistons, etc. That is what is involved when you "up rate" an engine for bigger HP, etc. This is a simple re-calibration of the SW in the ECM.

I think this is a marketing issue with FL. If you order the chassis new with 1150 they get 2K of additional revenue. If you pay $150 and get it done in the field they get nothing. The field techs have to have the SW tool to flash your ECM since some repairs may require wiping the ECM clean (or installing a new blank one) and then re-loading the 1150 tune you bought from the factory. The smart techs have figured out they can wipe the 1000 tune from the ECM and re-load it with the 1150 calibration. They just charge you the labor to do it. Some of the shops may not know how to do this, or they may have been told by FL they aren't supposed to do it. Remember, I got the "no" answer initially at the FL shop I went to, but once I spoke directly to their Cummins engine specialist it changed to "sure, no problem". And, it has no warranty implications since it is a factory tune.

Harley does the same thing on their engine ECM's, but they lock them. If you want to increase HP on their engine (quite a bit) you can buy the Screaming Eagle kit which is nothing but SW and a cable to plug into the ECM. You can do the install/upgrade yourself with a PC. But their kit will only allow you to install the SW on your bike and your VIN. The PC reads your ECM and writes your VIN to the disk before it loads the new tune, if you try to use it on another bike it will stop the upgrade.

All of the aftermarket tuning kits work the same way. The only issue there is they frequently over-tune the engine which can cause damage to hard parts like injectors, pistons, valves, etc because the extra fuel causes excessive EGT's. When the engine is torn down its easy to see this type of damage and they can check and see that your ECM was modified outside of factory specifications. Thats when warranty claims start getting rejected.

[ghhardin]

I am newbie owner of a XL 40C with the

Cummins ISL turbo diesel , 380 HP @2000RPM, 2200GOV RPM 1150 LB/FT @1400 RPM


I am looking at upgrades to perform to maximize the rigs performance for the hills of the Rockies in the Denver area.



From the thread, RV Randy was able to get the ECM SW upgrade from Frieghtliner.


I also see that site like Big Boss Performance Tuner also offer this capablity.


Will my rig benifit from an upgrade??


Any thoughts?

[steverkemp]

Originally Posted by ghhardin

I am newbie owner of a XL 40C with the

Cummins ISL turbo diesel , 380 HP @2000RPM, 2200GOV RPM 1150 LB/FT @1400 RPM


I am looking at upgrades to perform to maximize the rigs performance for the hills of the Rockies in the Denver area.



From the thread, RV Randy was able to get the ECM SW upgrade from Frieghtliner.


I also see that site like Big Boss Performance Tuner also offer this capablity.


Will my rig benifit from an upgrade??


Any thoughts?

You may not find this Dyanamax centric thread to be the best source for answers. The Freightliner owners here have a different ISL engine configuration in their business class M2 chassis than what is available in the class A custom chassis that a Berkshire XL is built on. Good luck!

[ghhardin]

I wondered.... thanks for the response


-g

[Ka0t1c07]

So i read there is a Cascadia chassis coming soon? Anyone know some details on it?

[FOURWHL]

Soon may be a bit optimistic. Waiting on freightliner to offer the correct chassis wheelbase in the new cascadia. Then they're a year plus out for prototyping.

Disclaimer: just my interpretation from posts I've read

[bclemens]

Originally Posted by FOURWHL

Soon may be a bit optimistic. Waiting on freightliner to offer the correct chassis wheelbase in the new cascadia. Then they're a year plus out for prototyping.

Disclaimer: just my interpretation from posts I've read

accurate interpretation. You good reader.

[FOURWHL]

Originally Posted by bclemens

accurate interpretation. You good reader.

Aw shucks