HP Tuners for 2005-2015

I still have my APR cam gears installed. I hate hearing URD cause APR invented them.

 

I actually wholeheartedly agree with you here. There was no way folks were going to stick with the stock 3.0 pulley and not want higher boost out of their blower.

TRD hooked it up big time in a very undercover way.

I would ultimately like to disconnect from the FPR mod and run a properly fueled tune which is not boost referenced that way I am not dumping fuel at part throttle instances.

 

Obviously use what I posted with good judgement. One tune won't be ideal for every truck. Very small pulleys should be custom tuned,

As far as 2TR I only have plans for the 3rd Gen 2TR.

 

Gentlemen, I've created a FB group for this. If interested just search for HP Tuners Toyota. Hopefully we can get a good group going and share ideas and data.

 

Joined

For anyone else joining, here's the easy button:

 

My initial impression is they aren't going to do much for a truck running the VVTi advanced like it is with the TRD tune. But.. That is just based on the fact the TRD tune increases overlap basically from Idle-Redline under load. Conventional wisdom says overlap is "bad" for supercharged applications.

The gears make more sense to me with the advance of the N/A Tune than the TRD, because the N/A tune retards the intake cam back to "straight up" at high rpm/load, reducing overlap.

 

After doing the necessary logging to understand what the ECU does/when/why, I can say there is some beauty (and clunkiness) to how these ECU's work. You guys have made a lot of observations of what the TRD cal does with various setups, and have really done a good job developing work-arounds to get fueling shortfalls corrected. One such thing being boost-referencing the FPR.

I'd like to point out that these methods and tricks are great ways to tune the engine when you don't have access to the "decision making process" inside the black box behind the glove box. At initial glance at that decision making process, I was a little confused, but once you make sense of the what the truck is doing, log it, follow the data trail, you'll see that it's beauty and curses are all right there. There are a few very simple changes that can be done to rid the TRD tune of many of it's faults with adjusting two simple tables. (this would be a starting point)

But the N/A and TRD tune's command a 14.7:1 AFR from 0-5600 from 0-75% throttle. Your part throttle lean problems can be fixed by simple adjusting when the Enrichment map comes into play and thus commanding a richer AFR. See my next post with the table converted to the actual commanded AFR the TRD tune will shoot for at >75% throttle. Adjusting that enrichment point from 75% down to ~50% or so will correct your part-throttle lean problems with the TRD tune.

Adjusting the Enrichment map will allow you to custom tailor the AFR curve of the truck under that newly commanded throttle position. Want to run 12:1 at 3000, and 11.9 at 4000 no problem. Simple change.

I'm really hoping to get with someone who has a supercharged Truck in the DFW area to spend a little time on the dyno. If there is anyone out there interested. I'll provide you with the MPVI2, associated credits, and tune in exchange for your truck on the dyno. I'll cover the cost of the HPTuners and Credits.

 

Attached is the commanded AFR the truck will shoot for at >75% throttle (stock)

But that's only half the story... You might ask, but my TRD tune runs richer than that.. Well, I know why.

And it's due to the cat over-temp protection built into the ECU. This right here is what ruins the fun, even for my lowly little N/A truck. There is a number of maps that are referenced which tell the truck how hot the cats and WB O2's are in the manifolds. When the ECU determines these are above temperature it can dump upwards of 35% in N/A trucks and up to 50% in S/C trucks fuel over the baseline fuel calculations.. This.. This right here is why the TRD tune in stock form runs so damn rich..

It ruins the fun in my N/A truck too.. But thankfully that can be turned off for those running headers. The guys with stock manifolds will need to decide if they want have adequate AFRs for power production, or long-living cats..

 

Don't shoot me for saying this in a performance thread, but 35% over fuel sounds like considerable fuel economy improvements can be made here too.

 

If you're foot is in it a lot, absolutely.

 

Here at 8900ft, my foot HAS to be in it!

 

+1.

Thanks for posting the direct link, since the group didn't show up when I searched for it.

I had the same thought! I'm looking for a reasonable balance of performance and economy. 35% over-fuel sounds like it misses on both counts.

I feel your pain!

 

I bet it was due to what Matt @OVTune discussed. Improved VVT-I mapping, and probably some additional timing/fueling changes.

 

I'd like to point out that it's not a static 35% but can be up too for the N/A folks. Up to 50% for S/C trucks, though the correction is a little more "forgiving" in the S/C trucks than the N/A.

 

I'll come down and play with ya.

 

I'm free anytime. I'll even cover half the cost of the dyno since you have the MPVI2.

 

I didn't initially see it either so when I found it I had to post the link!

The 12 MPG city mine gets doesn't bother me, but having additional range and less stops for fuel is a good thing. The LRA 33 gallon fuel tank helps a lot with that, but more range is always welcomed!

For those with headers or no care about protecting the cats, this can be changed to disabled to turn off component temperature protection. Keep in mind that the component protection is also for the WRAFs, so the life of the WRAF's may be affected.

A screen shot for visual aid showing up to 50% over the normal equivalent ratio:

 

Can you handle two at a time? Pun intended.

 

Lol. Truth.