HP Tuners for 2005-2015

No stranger to the hood, but you wouldn't say that if you looked at most of my beads.

 

Well I’d like to remap the throttle to be like the 05-11 trucks if possible. Deleting the SAI/O2 sensors also. And since you are far away it wouldnt really make sense for me to try and have you tune the truck cus it would be a pain in the ass I think. But I don’t mind down time, I have a daily driver now that isn’t my truck

 

If you pick up the MPVI2 cable, you can send me datalogs, and I can tune it just as if I was sitting in the truck. And you don't have to send the ECU

 

If i logged my ovtune with the mods I want to add (2.7 pulley, meth injection vs now which is 2.85 with no meth) would you be able to make an optimized tune for the 2.7? I have a feeling it will maybe run slightly lean going to just the 2.7 with no meth as is with the current tune but I could be wrong.

 

TRD tune is loaded onto the spare ECU. ECU is paired to truck and it’s starts and idles. Read the truck with the MPVI2 and have the TRD tune opened up in the editor.

I have to pause for now, to take my son to an appointment. When I get back later, I’ll do some edits to try and get the 60lb injectors playing nice.

Thanks to @JustDSM for staying up late and doing a bunch of math to give me some values to enter into the tables.

Looking forward to tinkering further this afternoon!

 

Same here. My beads are fugly, but they hold!

 

I certainly could. Here's an example of a email tune I did back in 2006/7 for a EVO IX that was running a stock turbo, 880cc/min injectors, full exhaust, boost controller and my tune developed via email. He ran 11's at Bandimere Speedway at over a mile elevation.



I'll be happy to work with you with your truck. We'll talk more about this off-line and I can give you specifics.

 

Awesome work getting that ECU converted to TRD spec. I have to say it was definitely interesting seeing the TRD calibration compared to the stock N/A tune. I'll be doing a write up shortly about the specific differences between the two, and potentially addressing some of the oddities I see and discuss why Gadget suggests you guys keep your N/A tunes when using the UCON.

I am also excited to have @loginfailed test my 60lb injector calibration. We're finally making real progress!

 

I really wanna get into tuning. I guess I gotta pony up and start messing around. I still got some reading to do on this. Gonna have to find a dyno close to me now tho.

 

Immediate initial observation with the TRD tune, I think there's fruit on the table that's well within reach

 

Soooooo.... has anyone with the tuner, verified any transmission tuning capabilities? I'd really like to be able to reduce the shift time and possibly increase pressures a bit. Some slightly firmer, less drawn out shifts would be nice.

On that note, I do feel like my 07 shifts a bit faster and has a better shift mapping in 4 than it does in D, which is something I wouldnt have expected.

Anywho, I'm def a newbie with tuning, but I know there is a lot that can be done to improve transmission performance via HP tuners on GM transmissions, just curious if there is anything that points to the realm of possibilities with our trucks.

 

I imagine though that the N/A tables cannot be expanded to the size of the TRD tables, correct?

Would the owner of the MPVI2, be able to upload a "TRD map" to an N/A truck, say in the scenario that they needed the enlarged tables because they wanted to add a turbo kit?

 

I'll post up the the differences here shortly so you can see the differences. The N/A tables could be expanded in terms of rescaling the axes, to match those in the TRD cal, but the real difference is the resolution of the tables. They have expanded resolution on both axes.

Currently, the MPVI2 cannot directly load the TRD Cal. You'd need to find a willing dealer or someone with a Mongoose cable and a Techstream subscription.

The increased resolution of the maps would definitely be the way to go for a custom turbo setup.

 

That is the necessary knowledge. Thank you.

 

Here are the main differences. There are a few others, but the stuff of interest is likely going to center around these:

TRD VVTi

TRD Base Ign Timing

TRD High Octane Timing

N/A VVTi


N/A Base Timing

N/A High Octane Timing

 

I don't have an auto vehicle that I can mess with, but I can assure you that the tables available (posted earlier in this thread) do what they say they do. Currently shift time isn't adjustable/defined, but you can increase line pressure and other things to firm shifts.

If I can get a calibration from an earlier truck and confirm the shifting algorithum or throttle mapping is different, you can apply those values into the newer truck and get that feel. I think you can improve things, I don't think the Toyota transmission has quite the complexity so adjustments are somewhat limited, but perhaps we'll see further refinement to the definitions in VCM Editor which enable us to make changes which are not at this time possible.

 

Here's a peek.

 

How did you load the TRD tune?

 

You 100% certain that the TRD High octane map is not accidentally a duplicate photo of the N/A timing map?

Since the TRD High Octane screen shot only has 100% load, but the TRD VVT-I map goes to 150%, as well as the low Octane.

 

Mongoose cable.