HP Tuners for 2005-2015

PM sent!

Thank you very much for your time in helping all of us!

 

naw no need.... i dont need to push big tires or armor or tow much... if i wanted a quicker or bigger truck, F150 with an N/A direct injected 5.0L v8 and the 10 speed trans hands down.

 

Be gone Satan! Blasphemy.

 

I wonder if @HPTuners or some of the other tuning gurus in this thread can chime in on this. @loginfailed @JustDSM @Hacktacular

1. Full fuel cut on decel when certian conditions are met. Its a fuel saving thing that im fine with just wondering if its a tuneable option

2. Control the the auto trans's adaptive functions (holding gears longer when it senses you are towing due to extra load / holding a gear longer once downshifting on an uphill, auto downshifting when you are riding the breaks etc) and subsequent functions like if it auto downshifted to 3rd due to riding brakes being able to go back up one gear at a time by going D to 4 back to D.

These are all things the auto truck currently does, but things at least i have not been able to figure out given the tuning options to mess with.

 

I haven’t seen in there anything that gives us the ability to change that stuff. There may be more tables that @HPTuners can add as we go along, though.

 

Start a thread, I’ll join ya.

 

If it's anything like other toyotas it's a bit switch and single limiter value for DFCO

 

Is anyone (maybe @HPTuners ?) able to shed some light on what exactly these do?

 

left side used for calculations controlling transmission shifting (firmness / shift related)
(higher values - firmer shifting , rough shifting can happen)

Right side used for calculations for Engine Torque (throttle control, among many other things)
(higher values - changes torque calculation, can cause throttle reduction)

 

Poking around some more. I find it interesting that ACIS is only activated in the medium rpm range under high throttle.

I wonder if thats more of a decision for acoustic control only or for more torque in that range due to longer intake runner.

 

From my limited knowledge about it, both. Longer intake runners for power at high RPM and less intake roar.

But it doesn't seem like a gimmick as Toyota is using revised versions in newer motors and other manufacturers have their own versions. It's a cool idea.

 

you want shorter intake runners at higher rpm. long runners improve torque in the bottom end

 

I believe it's just myself and @loginfailed at this point. long term fuel trim is a touch rich so I will lower my injector constant a tiny bit.

 

Appreciate the overview. I may tinker with the left one a little bit to try and mitigate a 4-5 shift flare that happens on occasion.

 

Log the throttle position and engine speed where the flare occurs, then increase values on the map in this area.

 

This is accurate.

 

I have a couple logs where it occurred, digging through them now trying to find the right ones. I appreciate the guidance!

 

Correct longer intake runners means more bottom. It's the reason I have a half inch intake manifold spacer.

I think what caught me off guard is I would of thought it would of been active in more than one range, like active in most lower rpm ranges

 

High rise intake manifolds in V8 applications optimize power at higher RPM. I'm confused.

 

So how does it work? I plug it in and it has preset settings or it gives me full control of fuel air mixtures sensor and so on. How user-friendly is it I've never tried to program any computer chip of a vehicle