Vehicle electronic control units (ECUs), also known as electronic control modules (ECMs), are essentially onboard computers that require software to function.

“The software is routinely updated by the manufacturer to correct bugs and improve performance,” says Scott Bolt, director of product management for Noregon, a provider of commercial vehicle diagnostic, repair, and data analytic solutions. “These software updates require the proper authentication and tool in order to be installed.”

Fleet maintenance facilities can benefit from an “all makes and models” aftermarket diagnostic tool that can handle these updates.

“Updates could correct issues such as phantom faults, unnecessary dash lights, and even mechanical problems,” Bolt says.

Noregon’s JPRO Professional tool, for example, allows technicians to see the software versioning on all vehicle components.

“In some cases, like reflashing, technicians must supplement their all makes and models tool with the OE’s proprietary application,” Bolt points out. “But it is best practice to always start with a tool that offers the greatest capabilities.”

One capability a fleet will likely want is access to programmable parameters.

“With programmable parameters, theoretical switches inside an ECM can be turned on, off, or adjusted to fit the particular job a fleet is trying to do,” says Chris Freeman, director of sales/training HD at Autel, a developer of intelligent diagnostics, detection, and analysis systems.

A commonly programmed parameter is speed. For a variety of reasons, fleets may want to limit how fast their trucks can travel. At the same time, a fleet may decide to reward a driver with a couple more miles per hour if that driver has been achieving good fuel mileage.

For the typical linehaul fleet, Freeman says there are some other programmable parameters a fleet can benefit from.

“In some cases, a fleet can control how the diesel exhaust fluid (DEF) is delivered into the system for the diesel particulate filter (DPF) to do the regen,” Freeman says. “Also, you can control a truck’s greenhouse gas emissions, at least within a certain tolerance band. Fleets may also like access to the parameters controlling a truck’s engine protection system.”

Programmable parameters also make it possible for fleets to add systems and features to a truck, such as a PTO, dump body, liftgate, genset, or conversion to an alternative fuel such as natural gas.

“Once the hardware is installed, you can use the programmable parameters to turn those features on in the ECM so they can be used,” Freeman explains.

For instance, if a fleet has some older trucks and wants to make them more appealing to drivers, the fleet could add some creature comfort features.

Another example might be when swapping out a manual transmission for an automatic.

“You need to be able to change the programming in the ECM so the ECM knows what it is seeing on the back end,” Freeman points out.

Changing programmable parameters

With Autel’s diagnostic tool, a technician must connect to the vehicle’s diagnostic connector. A Bluetooth device enables the diagnostic tool itself, in this case the MS908CV, to work within 150′ of the vehicle.

“Everything is then done directly on the tool in the technician’s hands,” Freeman says.

Noregon’s Bolt agrees that technicians have typically sought to execute parameter changes and other software updates while a vehicle is in the service bay. However, over-the-air (OTA) updates are growing in popularity.

“OTA presents some advantages for fleets,” Bolt says. “Perhaps the most significant is uptime. A fleet could avoid a shop visit if an update can be performed remotely. From our analysis, we’ve seen ECU software updates that improve everything from fuel economy to reducing instances of broken fan belt tensioners.”

Noregon’s remote diagnostic solution, TripVision Uptime, allows technicians to adjust parameters over the air. For vehicles already in the bay for planned maintenance, Noregon’s in-shop diagnostic and repair tool, JPRO Professional, offers the same capabilities. An individual fleet can decide which functionality makes the most sense for its particular circumstance. Regardless of which way a fleet goes, there’s a good chance that some serious downtime and money can be saved.

“We spoke to a fleet that spent $10,000 to send mobile technicians to disable idle shutdown on 40 trucks during the polar vortex in 2018,” Bolt says. “Using TripVision Uptime, this function can be performed remotely in a matter of minutes, at no additional cost to the fleet’s monthly subscription.”

“We’ve had other customers comment on how often their trucks’ road and cruise speeds are modified without their approval, leading to safety and liability concerns, as well as an increase in fuel consumption,” Bolt continues. “With TripVision Uptime, the fleet can receive a text or email alert when a truck’s values are modified, and simply log into the portal to revert to their intended limits.”

Choosing the right aftermarket solution

While programmable parameters present an opportunity for fleets to better manage their trucks, Autel’s Freeman says one challenge can be finding an aftermarket tool that will do everything the fleet desires.

When it comes to programmable parameters, most fleets want to adjust road speed and cruise speed. Thus, most aftermarket tools that say they can handle programmable parameters focus solely on these two items. But as Freeman reminds, a fleet may need more than that.

Fleets need to ask the right questions when shopping around — and avoid being too broad.

For example, a fleet might ask a potential vendor if their diagnostic tool offers bidirectional control.

“Every aftermarket tool on the market has bidirectional control of some sort, even if it’s just a single control,” Freeman says. “The problem is that many of the tools are not current, or they have coverage gaps in terms of models or model years. Sometimes an aftermarket tool doesn’t cover certain controls at all; they can only do road speed and cruise speed.”

Freeman advises fleets to ask potential vendors about the specific bidirectional controls they provide. In fact, a good vendor will actually ask the fleet what it wants to accomplish, and then determine which solution best aligns with those needs.

“That is the difference between selling a product and providing a solution,” Freeman says.

When it comes to bidirectional controls and programmable parameters, the right aftermarket solution can help fleets customize their trucks to their specific needs, helping drive productivity, uptime, safety, and profitability.