DDEC IV Series 60, 50, & 2000 programming

DDEC IV Series 60, 50, & Series 2000 programming

The dynamometer graphs you see below are horsepower and torque at the rear wheels. Wheel or roller torque numbers (sometimes labeled Raw torque) are very high because the rear end ratio and tire size acts as a torque multiplier. The rear end ratio, tire size, transmission gearing and drivetrain losses make roller (wheel) torque and wheel horsepower less accurate and harder to compare than flywheel torque and flywheel horsepower. So I only use roller torque and roller horsepower when referencing a chassis dynamometer test. For everything else I use flywheel torque and flywheel horsepower.

Generally, the higher the peak power and torque go the more heat builds up in the engine and the more careful the operator needs to be to keep it cool. Big programs demand more attention and require more heat management from the engine’s operator. If you’re not sure how much you want, you’re better off being conservative. I won’t talk anyone into numbers they aren’t comfortable with. DCS can also program most DDEC IVs with a three in one Triple play switchable programming that features on the fly selectable program changes to horsepower, torque, injection timing, rpm limit, and engine response. That way you can make some adjustments to the power and torque to fit the situation or operator’s preference without needing reprogramming. The table below are three of the most popular peak power and peak torque settings by year / engine model. Not all engine models of a given year are programmed with the same peak power and peak torque from the factory.

Most popular by my / engine model	Factory Stock / or Economy opt	Mid Power setting (Flywheel HP)	High Power setting(FlywheelHP)
1991 12.7 6067GK40 (conv only)	400hp@1800 1450ftlbs@1200	450hp@2100 1550ftlbs@1200	500hp@2100 1600ftlbs@1200
1992 12.7 6067GK40 (conv only)	450hp@2100 1450ftlbs@1200	475hp@2100 1550ftlbs@1200	500hp@2100 1650ftlbs@1200
1993 12.7 6067GK40 (conv only)	450hp@2100 1450ftlbs@1200	475hp@2100 1550ftlbs@1200	500hp@2100 1650ftlbs@1200
1994 12.7 6067GK60	360hp@1800 1450ftlbs@1200	500hp@2100 1600ftlbs@1200	525hp@2100 1750ftlbs@1200
1994 11.1 6067WK60*	330hp@1800 1150ftlbs@1200	400hp@2100 1400ftlbs@1200	450hp@2100 1500ftlbs@1350
1994 11.1 6067SK60*	350hp@2100 1350ftlbs@1200	400hp@2100 1400ftlbs@1200	450hp@2100 1500ftlbs@1350
1995 12.7 6067GK60	430hp@2100 1550ftlbs@1200	525hp@2100 1700ftlbs@1200	550hp@2100 1850ftlbs@1200
1995 12.7 6067GK60 v2	500hp@2100 1550ftlbs@1200	525hp@2100 1700ftlbs@1200	550hp@2100 1850ftlbs@1200
1995 11.1 6067WK60*	330hp@1800 1150ftlbs@1200	375hp@2100 1350ftlbs@1200	400hp@2100 1500ftlbs@1350
1995 11.1 6067SK60*	400hp@2100 1350ftlbs@1200	425hp@2100 1400ftlbs@1200	450hp@2100 1500ftlbs@1350
1996 12.7 6067GK60	470hp@2100 1450ftlbs@1200	525hp@2100 1750ftlbs@1200	550hp@2100 1850ftlbs@1200
1996 12.7 6067GK60 v2	500hp@2100 1550ftlbs@1200	525hp@2100 1750ftlbs@1200	550hp@2100 1850ftlbs@1200
1996 11.1 6067WK60*	350hp@2100 1350ftlbs@1200	400hp@2100 1400ftlbs@1200	450hp@2100 1500ftlbs@1350
1996 11.1 6067SK60*	350hp@1800 1250ftlbs@1200	400hp@2100 1400ftlbs@1200	450hp@2100 1500ftlbs@1350
1997 12.7 6067GK60	500hp@2100 1650ftlbs@1200	525hp@2100 1750ftlbs@1200	550hp@2100 1850ftlbs@1200 v2
1997 11.1 6067WK60*	365hp@1800 1350ftlbs@1200	400hp@2100 1400ftlbs@1200	450hp@2100 1500ftlbs@1350
1997 11.1 6067SK60*	330hp@2100 1350ftlbs@1200	400hp@2100 1400ftlbs@1200	450hp@2100 1500ftlbs@1350
1998 12.7 6067TK60*	430hp@2100 1550ftlbs@1200	515hp@2100 1750ftlbs@1200	550hp@2100 1850ftlbs@1200
1998 12.7 6067PK60	500hp@2100 1650ftlbs@1200	580hp@2100 1850ftlbs@1200	625hp@2100 2000ftlbs@1200
1998 11.1 6067EK60*	350hp@2100 1250ftlbs@1200	400hp@2100 1400ftlbs@1200	450hp@2100 1450ftlbs@1350
1999 12.7 6067MK60*	470hp@2100 1550ftlbs@1200	525hp@2100 1700ftlbs@1200	550hp@2100 1850ftlbs@1200
1999 12.7 6067BK60	500hp@2100 1650ftlbs@1200	580hp@2100 1850ftlbs@1200	625hp@2100 2000ftlbs@1200
1999 11.1 6067LK60*	350hp@2100 1250ftlbs@1200	400hp@2100 1400ftlbs@1200	450hp@2100 1500ftlbs@1350
2000 12.7 6067MK60*	430hp@2100 1450ftlbs@1200	525hp@2100 1700ftlbs@1200	550hp@2100 1850ftlbs@1200
2000 12.7 6067BK60	500hp@2100 1650ftlbs@1200	580hp@2100 1850ftlbs@1200	625hp@2100 2000ftlbs@1200
2000 14.0 6067HK60	575hp@2100 1850ftlbs@1200	650hp@2100 2000ftlbs@1200	750hp@2100 2150ftlbs@1200
2001 12.7 6067MK60	430hp@2100 1550ftlbs@1200	525hp@2100 1750ftlbs@1200	600hp@2100 1900ftlbs@1200
2001 12.7 6067BK60	500hp@2100 1650ftlbs@1200	550hp@2100 1850ftlbs@1200	600hp@2100 2000ftlbs@1350
2001 14.0 6067HK60	550hp@2100 1850ftlbs@1200	600hp@2100 2000ftlbs@1200	700hp@2100 2100ftlbs@1200
2002 12.7 6067MK60	430hp@2100 1550ftlbs@1200	525hp@2100 1850ftlbs@1200	600hp@2100 1900ftlbs@1200
2002 12.7 6067BK60	500hp@2100 1650ftlbs@1200	550hp@2100 1850ftlbs@1200	600hp@2100 2000ftlbs@1350
2002 14.0 6067HK60	550hp@2100 1850ftlbs@1200	650hp@2100 2050ftlbs@1200	700hp@2100 2100ftlbs@1200
2003 12.7 6067MK2E (EGR)	400hp@2100 1450ftlbs@1200	No tuning options at this time	No tuning options at this time
2003 14.0 6067HK6E (EGR)	500hp@2100 1650ftlbs@1200	No tuning options at this time	No tuning options at this time
2004 14.0 6067HV6E (EGR)	475hp@2100 1550ftlbs@1200	No tuning options at this time	No tuning options at this time
2001 23.9 R1227K12	1480hp@2360rpm	3723ftlbs@1800rpm	–
2002 31.8 R1627K22	1285hp@2110rpm	3753ftlbs@1650rpm	–
2002 31.8 R1637K35	1800hp@2360rpm	4572ftlbs@1650rpm	–

Average job completion time is 2 business days If no other scheduled jobs are pending and when all needed engine and application information is provided before or at the start of the ecm software programming service.

Unlike ecm software programming service the costs of both Software Diagnostic testing and Program Parameter service are dependent on the time spent receiving and reviewing any reported abnormality, request, or parameter change followed by the testing of software or changing of parameter values, reporting back findings or completed changes and ends after a customer side approval or acknowledgement. The only exception is when program parameter service requests are made at the start of or before the start of an ecm software programming/tuning service. When that happens the parameter changes will usually be considered to be part of the ecm software programming/tuning service. Parameter change requests and software Diagnostic testing requests made afterword regardless of circumstance will initiate the start of a new job and invoice. I send out a pre programmed message via text after the initial phone call requesting this information among other things before the start of a job to help avoid this but if for whatever reason it gets ignored then I’ll leave those settings the way they were when it was sent in. Last call is just before the job is invoiced when I text over images of data sheets that list current parameter values for approval. After that it ships back and additional changes will be treated as a new stand alone job and costs for those jobs tend to fall into the range of $150 – $600.

Fuel injector trim updates, Road, cruise, and driver reward speed limits, cruise control, jake, bump idle and pto rpm and mph threshold, increment and rate changes. Automatic to manual transmission swaps, engine fan clutch engagement and disengagement temperature threshold changes, engine protection shutdowns and derates from coolant, oil or charge air temperature and coolant or oil pressure, or coolant level, automatic idle shutdown and optimized idle functions, idle validation, Jake, cruise, manual fan, tail shaft signal and coolant level function removal or function enable. Inputs, outputs and multiplexing changes. Tire revolutions per mile and rear end ratio changes and more.

FLD120/132, Argosy, Classic, Century, Columbia, Coronado glider, Cascadia glider, Western Star, Volvo ACL64, WG64, VNL, International 9100, 9400, 379, 377, 357, 389 glider, W900, T800, T600, Ford, Sterling, Prevost, MCI MC12, 102DL3, Gillig, TMC, Bluebird Wanderlodge, Pierce, Terex, Bertram, Tiara, Viking, Ocean Yacht, Donzi, Monterey, Kohler, Fire commander, MTU, Sturdy, Marine, Genset, Crane, DT-22 Mining, Industrial, and others.

DDEC IV Programs will not run in DDEC III ecms. Also programming can’t give a DDEC III ECM J1939 or EGR VGT functionality. DDEC III hardware doesn’t support those functions regardless of what programming is done to it. DDEC IV ecms can be programmed to run factory programs specifically for engines originally equipped with DDEC III ecms but not the other way around. Think of it like this. You can use programming to make a 4 wheel drive pickup truck only function in 2 wheel drive but no amount of programming can make a 2 wheel drive pickup without a transfer case or front differential have 4 wheel drive.

The easiest way for the info is to text over photos of the door tags, valve cover stickers and injector trim codes and as long as the valve cover is original and the injectors, cam, and pistons in the engine are correct for that engine and application family and build date that will usually cover it. Otherwise I like to verify the engine serial number, engine model, injector trim codes, and make, model and year of the truck, bus, boat, or industrial along with whatever injectors, injector trim codes, camshaft and pistons are in it especially if they have been changed to something different to ensure the best and most predictable outcomes. I have great respect for the work Detroit did on these engines and whenever possible I use the bone stock factory program as the foundation of any engine side programming I do.

The photo below is of a bench test of a DDEC IV that came in a some tune that had 2050ftlbs@1200rpm written in the data tag but was only making 1466ftlbs at 100 percent load. Even before the attempt was made to turn up the horsepower was made torque was lost because the base program was changed to an engine that was not compatible.

About a third of the programming work I do is fixing the programming mistakes of the last guy who plugged into it. It’s been my experience that most ECM tuning shops other than Detroit Diesel are not aware or just ignore the differences between Detroit engines, especially the Series 60 engines. The Series 60 that suffers the worst from this is the more common variation of the 1995 GK60. The biggest factory program available for the more common variation had peak power set to 470hp@2110rpm and 1550ftlbs@1200rpm for peak torque. There was also a less common 1995 GK60 set to 500hp but if an inexperienced tuner overwrites a GK60 that came with a 470hp program with the 500hp GK60 program then horsepower will drop to about 440 and torque will drop to about 1400ftlbs. Why? Because the 500hp GK60 runs a larger injector compared to what injector is factory in a 470hp GK60. This is just one example of why I like to check verify the information programmed into the ecm I’ve received is accurate before I get into any engine side programming on any DDEC that was previously tuned.