In the same way that your smartphone’s apps update over your provider’s network, some 2017 model-year heavy-duty engines will sport that same over-the-air (OTA) update capability. International launched OTA updates via a Wi-Fi network last year and explained that OTA updates will migrate over to cellular networks. Last month, Detroit announced Connect Remote Updates, which enables over-the-air engine parameter programming and Detroit-initiated remote engine and other powertrain electronic controller firmware updates. Remote update features will be available to customers during the second half of 2017.
I can already see the nervousness in your eyes as you glance down at your phone that is screaming about the 15 updates you’ve put off for a week. Rest easy—wholesale OEM reprogramming updates will likely be few and far between. Tim Proctor, technical leader of heavy-duty engineering for Cummins, explained that OTA engine reprogramming will make the most impact, day-to-day, in terms of smaller engine adjustments to tailor engine parameters to application or operating conditions.
“Over-the-air update for engine calibration [Cummins Inc.’s Connected Calibrations] is probably not as significant from a day-to-day fleet management perspective as Connected Tuning capability,” Proctor said. “Calibration updates happen, and Cummins will continue to deliver calibration improvements to add value, but an OTA event is going to be something that’s relatively infrequent—maybe once a quarter, for example. Connected Tuning is much more significant. It could be used on a day-by-day or week-by-week basis.”
Before getting too far ahead of ourselves, let’s break down the details. Cummins announced OTA engine reprogramming utilizing two solutions—Cummins Connected Calibrations and Cummins Connected Tuning. Connected Calibrations are engine updates that will come from Cummins and updated OTA. Connected Tuning offers a pre-set lineup of engine operations—such as horsepower up-rates, cruise control speeds and road speed governors—that can be updated at will to match engine performance with mission requirements.
“We can look at the fleet configuration against a use-case and offer advice about how to trim the engine in the best way possible,” Proctor said. “Quite often, we see things like road speed governors or cruise control speeds being adjusted outside of where fleet managers want their products to be running. Not only can we get visibility of that, but also we can provide the functionality to change it back to where you want it to be at the touch of a button.”
Proctor went on to explain that engine recalibration has value beyond fine-tuning to truck applications. It is also possible to recalibrate the horsepower rating to impact the resale value at the end of the engine’s lifecycle within the fleet.
“If you’re a fleet that’s trying to manage all your variable costs down to the minimum—you can buy the 400-HP Cummins engine to maximize fuel economy and then recalibrate the engine at 500-HP when you go to resell the truck. No hardware change is necessary,” Proctor detailed. “Of course, we’re just launching the product and it’s early to talk about the end of the first trade cycle, which is four to six years away, but fleets have to take that into the total value position when making an equipment choice.”
Whereas the hardware of the engine sets the limits of what is possible, software is enabling a seemingly infinite number of operational options within that realistic range. This signals a potential sea change in how fleets think about power—is it within the hardware capabilities or the software flexibility? It’s something to think about as you look toward your 2017 equipment acquisitions.
