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While there are many who bemoan the demise of the carburetor, there is no denying the power potential of modern computer-controlled engines. Simply plug in a programmer to your OBD2 port and you can not only add more power, but account for larger diameter tires and gearing changes, increase fuel economy, and more. Perhaps no engine responds better to aftermarket tuning that the veritable Cummins turbodiesel that is popular in Dodge and Ram pickup trucks, but when shopping for a programmer for our 2008 Dodge Ram 2500 we were overwhelmed by the available options. Below is the information we used to make a decision about which programmer was best for our specific needs, but the same thought process can be applied to any vehicle.
Our test truck is a 2008 Ram 2500 with a 6.7L Cummins diesel and G56 six-speed manual transmission. All of the stock emissions equipment are still in place, including the diesel particulate filter (DPF) and exhaust gas recirculation (EGR).
When comparing programmers, you might see some wild horsepower claims. On turbocharged applications where boost pressure is increased, an extra 100 horsepower might not be unreasonable. On a naturally aspirated gasoline engine though, you have to be realistic about your expectations. Ask questions of the manufacturer, such as what other modifications were performed in order to get the power numbers that are advertised. Another consideration is that many gas tunes increase ignition timing, requiring premium fuel to maximize performance. Be conscious of this added expense, it might be one you are willing to make but you don’t want to be caught off guard when you go to the pump. Our diesel truck has a G56 manual transmission, but owners of Rams with automatic transmissions need to be mindful of how much more horsepower their truck can reliably handle. Just because a programmer can add 100 horsepower to the Cummins engine doesn’t mean the factory transmission will like it, particularly with older 48RE and 47RE transmissions.
The Edge Evolution CTS3 comes loaded with three different programs that can be loaded on the fly, including Economy, Towing, and Performance. There is also a “Hot” tune that adds 125 horsepower and an additional 340 ft-lbs of torque to the Cummins engine, but you have to pay an additional $100 to unlock the tune and sign a waiver, since that much extra power can wreak havoc on the factory drivetrain.
There are three basic ways to increase power on a modern electronically controlled turbodiesel engine. They include increased injection timing, fuel pressure, and injection duration. Increasing the fuel pressure requires the injection pump to push more fuel through each injector each time it opens, so your entire fuel system has to be up to the task. This can be an issue for some diesels, such as Ford's 6.0L Powerstroke, that relies on oil pressure to operate the injection pump.
A diesel engine doesn’t use spark plugs, so timing refers to when the injector opens relative to the piston stroke rather than when the spark plug ignites. Increasing the duration that the injector is open adds more fuel, and altering the timing of when that fuel is released can also increase power.
The Evolution CTS3 reprograms your vehicle's stock computer. It resides in the cab with one simple cable connection to the OBDII port. The Evolution is used to save the stock files from the vehicle's computer and then upload the Edge calibrations into the vehicle's computer. The Evolution CTS3 comes with multiple power levels and can be installed in minutes without even popping the hood.
There are plenty of diesel tunes that are advertised for “off road use only” and defeat the factory emissions systems. In our case that meant removing the Exhaust Gas Recirculation (EGR) and Diesel Particulate Filter (DPF), but on newer vehicles the Diesel Exhaust Fluid (DEF) is also defeated. There are plenty of compelling arguments that deleting these systems increased fuel economy and reduces EGTs, but doing so also violates federal emissions laws if you drive the vehicle on public roads. Since this truck is registered in California and used to pull a horse trailer all over the state, that was not an option. In addition to being California Air Resources Board (CARB) legal, the Edge Evolution CTS3 even allows us to perform manual regeneration of the DPF, which is useful when idling for long periods of time.
There are dozens of different parameters that you can monitor with the Edge CTS3. Exhaust gas pressure (EGT) is the most important thing to monitor on a diesel truck, so we made that the largest display in the middle of the screen. Our 2008 Ram reads from the factory EGT probe, but you can add a variety of different sensors to monitor temperature and pressure through Edge’s Expandable Accessory System (EAS).
There are some programmers that plug into your OBDII port and recalibrate the factory ECM, and there are standalone monitors that read information from the ECM, such as the Edge Insight. Edge’s Evolution CTS3 combines both in one product, with a high-resolution touch screen. Long gone are the days when you needed a dash full of gauges like an airplane to monitor your engine’s vitals. There are over two dozen different parameters to choose from with the CTS3, and even more can be added with Edge’s optional Expandable Accessory System (EAS). In our case, we wanted the exhaust gas temperature front and center, but the ability to see the actual coolant temperature and voltage rather than rely on the sweep of an analog gauge has proven valuable even for items that are already displayed on the stock gauge cluster.
We also monitor the fuel pressure, which is useful for troubleshooting and can allow you to shut down the engine before damaging expensive components such as injection pumps. With the CTS3, in addition to selecting which parameters you want to display, you can also set upper and lower warning limits that will flash and make an audible alarm if they are exceeded. This is useful when you are towing a heavy load up a steep grade and are watching your mirrors more closely than your EGTs.
The Evolution CTS3 has the ability to account for different gear ratios and tire sizes, from 22.5 inches all the way up to 42 inches tall. This was useful to correct the speedometer and odometer readings on our Ram after adding 35-inch tall BFGoodrich Mud-Terrain KM3 tires.
When shopping for electronics for our vehicles we like to look for products that combine multiple features in one product. For instance, the Evolution CTS3 can read and clear Diagnostic Trouble Codes (DTCs) so an additional scan tool is unnecessary. Other useful features include the ability to change the top speed and RPM limit and even the capacity to force the diesel particulate filter (DPF) into regen mode if necessary, such as after long periods of time idling. The DPF pressure can be monitored to provide input on when this might be necessary. The Evolution CTS3 can also log 1/4-mile and 0-60 times and adjust your speedometer and odometer for gear ratio changes and oversized tires, making it a no-brainer when it came time to purchase a programmer for this Ram 2500.
Edge offers both the CS (Color Screen) and CTS (Color Touch Screen) monitors. The CTS has a larger screen, since no real estate needs to be devoted to buttons. The tradeoff is that it costs approximately $100 more than a CS monitor. Note that both the CTS and CS are available either with tuning (Juice with Attitude, Evolution) or purely as monitors.
Installation of the Edge Evolution CTS3 is straightforward, particularly if you have ever installed a monitor in a vehicle previously. To eliminate any confusion, Edge includes thorough instructions to detail the process. They also have Frequently Asked Questions (FAQ) listed on their website and a dedicated support line during week days.
While Edge offers optional A pillar mounts for popular applications like our Ram 2500, the Ford Super Duty, GMC Sierra and Chevrolet Silverado, the included suction cup mount fits anything with a windshield and can be positioned wherever you want it. It is also easy to remove if you lease your vehicle or when you decide to sell your truck.
We routed the cable from the OBDII port up to the CTS3 monitor through the panel on the driver side of the dash and secured it in place with the included zip ties. We did notch the top of the plastic panel slightly with a box knife in order for the panel to sit flush with the cable routed through it.
