Running an Edge Insight CTS2 with a Smarty ME Delete Tune on the 6.7 Cummins

ByKenji Alvarez

Short answer: the CTS2 and Smarty ME play fine together

The Edge Insight CTS2 is a passive, read-only monitor. It pulls data off the OBD-II bus and puts it on screen — full stop. It does not write to the ECM, does not touch tune files, and has no mechanism to interfere with a calibration that is already flashed. Your Smarty ME tune lives inside the ECM now, not on the tuner device sitting in a drawer. Plugging in the CTS2 is no different, from the ECM’s perspective, than connecting a scan tool.

Why they don’t conflict

The Smarty ME works by flashing a calibration into the ECM over the OBD-II port. Once that write is complete, the tuner can be unplugged and the tune stays put. The CTS2 then takes that same OBD-II port and polls the ECM continuously for live parameters: boost pressure, coolant temperature, fuel rail pressure, intake manifold temp, and whatever else the truck is broadcasting.

The two devices never need to interact with each other. The Smarty writes once. The CTS2 reads forever. No shared state, no conflict.

What changes on a deleted truck

This is where it gets slightly less clean. The delete tune instructs the ECM to behave as if the DPF and EGR are still installed and healthy — that’s the mechanism that kills the fault codes. Some of those spoofed signals surface in the CTS2’s PID list.

Exhaust temperature readings from the factory sensors that used to sit behind the DPF can read oddly, especially if those sensors were pulled or bypassed during the delete. Don’t anchor your driving habits to those numbers.

The solution most deleted-truck owners land on is Edge’s EAS (Expandable Accessory System). It’s a small external module that lets you wire a real EGT thermocouple — pre-turbo or post-turbo, your call — into the CTS2 as a proper gauge channel. If you’re running any serious horsepower on the Smarty maps, a real probe at a known bung location is worth the extra step anyway.

The OBD-II port: who needs it and when

Both devices share the same port, but not for the same job at the same time. Day to day, the Smarty ME is finished — the CTS2 owns that port for monitoring.

If you ever need to go back in with the Smarty to switch maps or update the calibration, unplug the CTS2 first, complete the Smarty operation, then reconnect the monitor. Straightforward. A short OBD-II extension cable mounted somewhere accessible under the dash saves wear on the port itself if you expect to do this more than once or twice.

An OBD-II Y-splitter (sometimes called a pass-through adapter) is another option if you want both devices physically connected all the time. It works fine for monitoring with the CTS2. Still disconnect the CTS2 side before running a Smarty flash — less signal noise on the bus during the write is always better practice.

Getting it set up

The CTS2 mounts via the included suction cup or an A-pillar bracket. Run the OBD-II cable from the port under the dash and route it up the pillar. The unit powers on with the ignition and on first boot walks through a vehicle identification process, after which it auto-populates the available PIDs for your truck.

On a deleted 6.7 you’ll get boost, coolant temp, fuel rail pressure, intake manifold temperature, and transmission temperature right away with no extra hardware. Add the EAS module for a real EGT channel — the stock exhaust sensor locations don’t give you useful data once the DPF is gone.

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