HP Tuners for 2005-2015

Yeah, and ACIS is huge. I have some info from this weekend to back this up will post up soon.

 

I concur with OV on this.

 

So out of my own curiosity I decided to do some testing with ACIS functionality, mainly logging of data this weekend. In my primitive mind I paid most attention to MAF g/s values as we are dealing with efficiency of airflow into the motor when messing with acis and how acis affects it on MY truck. Reason why i say MY truck is, i have a 1/2in intake manifold spacer, this is located between upper and lower intake and effectively makes the intake runners that much longer AT ALL TIMES. Like stated earlier I hope someone can provide a stock n/a'd WOT 1st through top of 2nd gear pull (auto would be awesome) so I can compare to my numbers that i found this weekend.

ACIS tuning was stock numbers. For tests I simply ran from bottom of 1st gear rolling at 5 or so mph, to the top of second gear for 3 different pulls. 1 stock functionality, 2 vacuum disconnected n plugged - valve resting (which is short intake runner mode), and 3 vacuum disconnected n plugged - valve held full open with ziptie (long intake runner mode). The main reason why I did this was to see if i needed to adjust the upper boundary of ACIS of when it switches off long runner mode.

NOTES: MAF g/s on vertical, RPMs horizontal, SCALING NOT THE SAME BETWEEN GRAPHS.





Take aways:

• Stock ACIS tuning for WOT is pretty spot on for my truck.
  • 1st gear where load is less a cross over point of around 4200 rpms would be ideal
  • 2nd gear where load is more a cross over point of 3950 would be ideal
  • Splitting the difference around 4100 as setup stock seems to work well.

I have a hunch that due to the IMS, my crossover point (of long and short runners graphs) is ~ 150-200 rpms less than what others would see (so there could be gains there for non IMS people like JustDSM alluded to previously), also I have another hunch that the flatlining seen especially in the 2nd gear pull of MAF numbers of stock and short runner at 5k+ rpms is more pronounced due to the IMS.

I might do some more testing with ACIS functionality at less than WOT to see what can be had there.

And lastly, still doing some playing with trans shift points for less hunting at lower gears / lower throttle, and 5th gear. Things are looking good there, ill update yall on that soon after i tweak things just a smidge more.

 

welp just got some FIC 650cc injectors. i have a bad stock one (me thinks) and figured what the hell lets get some good replacements.

also going to be putting on my quick change pulley to play with different size pulleys.

 

sounds like one heck of a cool camping adventure. Bought the taco so wouldn't have to take the 3500 on the beach. Have a lance 1191 stick in the back of that when we go to over night events or mountains with the motorcycle trailer.
On the hp tuners if you can really gain 4 mpg @ almost 25% that's some great numbers but has anyone actually done a dyno of before and after gains? Hp is tops in almost everyone sport motor related just wonder what the real numbers were.. Like tuning the cam out it really wakes up a modded motor. For those that are looking to squeeze the best out of a motor and performance ways hp is the way to go.

 

I may have gained 0.5mpg (only 2 tanks through it) but I was a consistent 13mpg before so thats something. Really enjoy how the truck drives. Have not tested the revised vvti tune. Still want to mess with the trans tune some when i get a chance. Remembered why i stopped using 5th gear (it unlocks every chance it gets and drives up temps), so if i can adjust that to more throttle situation then i think id be happy.

am i reading this table correct? at 1400rpm it takes 16% throttle and it unlocks? at 2800rpm it takes 32% to unlock? etc.. engine rpm or driveshaft rpm?

also do all these tables that say pedal percentage really mean tps %? because in cruise the pedal reads constant

 

We've had one member here dyno a baseline tune on a totally stock truck, and it unfortunately didn't show much improvement at WOT. On that particular baseline tune, fueling and timing were adjusted, no VVTi or ACIS changes were made.

 

Good datapoint here. I gather from your location in KS it's pretty "flat" there?

It seems those contending with hills/higher loads are really seeing the benefits in mileage. Given how rich the COT mapping is on the trucks it makes sense. If you're able to cruise in the 50/60% load range and maintain your freeway speeds, you're probably not going to see the mileage improvements someone loading the truck up a little more (in the 70% range).

 

yeah its flat but windy. relatively my UG generally shows around 80% engine load on the highway (4th gear, 35s, auto, 3.73s)

 

Would you care to send me a simple datalog of you getting onto the freeway and a mile of cruise? (Just normal driving/acceleration like you would drive it normally). I'd really like to take a look.

 

sure. let me find your post with the scanner file and ill try to get it later this week

 

Thanks justldms.
For those that play hard every weekend with the trucks still would be fun to have it tuned out. Like my 2014 dodge Asian transmission could put a programmer on there add 300 pounds of torque but for what I do with it pulling trailers stock does all I need.
Am going to do some more reading on super charging these things. Not interested in it but will enjoy reading the build sheets..

 

Took at trip between Dallas and Ft Worth today; about 33 miles each way. Got 14 from D-Ft, and over 16 on the way back at 75 most of the way. Had more traffic getting out of Dallas + some elevation change. I tried to be good the whole way and use cruise control as much as possible. My foot twitched a few times with the effort, but I had a co-worker with me.

 

anything regarding trans shift points and tcc apply and release all relates to OUTPUT rpms (driveshaft). As far as pedal % im not sure. Id imagine being drive by wire, on cruise control, the ecu "simulates" a pedal %. Ill grab a datalog on the way home of cruise control to confirm this, also TPS% dont go to 100, typically around 80-81

 

My throttle map spreadsheet can be useful converting throttle opening degrees to percentage and vise versa. That may be useful. Maybe not, but I thought I’d throw that out there in case that’s helpful.

 

Got a snout cutter for you if you don’t already own one.

 

Yes it is pedal %, always transmission shift/TCC etc. tables work based on the drivers "intent" regardless of what the throttle blade is doing (sometimes the drivers demand is converted to a torque value instead of pedal. You are almost correct for cruise. Cruise commands a certain amount of throttle angle when active, the code chooses the highest of cruise commanded throttle and the driver (pedal) commanded throttle. That's how you speed up when you hit the gas when cruise is enabled and when you lift off cruise continues.

 

Received my mpvi2 today. Pulled file immediately and got an error when it tried to match to database. Emailed the file off to @HPTuners and they had it uploaded by evening. Promptly fired it off to @JustDSM and had his tune back within 2.5 hours. Uploaded and runs great. Thanks everyone! AWESOME SERVICE ALL AROUND!!!

Initial observations??? Throttle response is huge improvement and really changes the feel. Exhaust tone is smoother/quieter (long tube headers up next). Overall power is more even without the mid-rpm flat spot.

 

i've got one, but thanks for the offer.

 

So what is the consensus on what our rev limiter can be set at? Why did the Ucon go to 6200? I don't know that I'll change it, but a few more rpm's would push the hp up. I know, greed leads to bad things and I really don't want it to go boom.