HP Tuners for 2005-2015

No reason to.

 

You don't do the fpr to the blower bypass, it hooks up to where the boost gauge would hook into. A one way valve off the T at this point would allow the fuel rail to only see boost but never the vacuum.

 

Grow some balls and buy a laptop....problem solved and cancer free!

Seriously, there are a lot of people here that will help you out for free, including @JustDSM. Or you can give him a small donation and he will remove any guesswork by refining a tune specific for your truck!

For me personally, I want to tune my own truck so I can see and learn how changes effect each other. @JustDSM has helped me immensely in understanding the tuning process and I know I am only just beginning to understand.

 

Just got some Astro A40's and an Elite controller to do just that with my 15 yo. If he wont come spend time with me and my hobbies then I will adjust to spend time with him.

 

There is no reason to do this if you are properly tuned the fuel pressure regulator mod will not cause you to go pig rich under part throttle instances and will run smoothly and correctly at idle.

You'll love it man! My tune is so far left field now that I don't think it would be a good baseline for anyone here unless they were similar to my own mods. Lol.

 

@JustDSM sent me an example tune to start from so I will have a good baseline.
I will most likely start by richening all the fueling values slightly then testing expecting it to be rich.
Something to remember....rich is safe so start rich, then lean out incrementally for power.
Rich doesnt throw engine pieces out of the block, lean can.

 

Correct, but the FPR is there to account for all intake pressures, if you have the one way valve in line the FPR will never open up under low boost, no boost, vacuum to allow fuel to flow back to the tank properly. Your way would essentially make the fpr almost fully closed in high boost mode the entire time.

 

Are you going to be doing a full tune on your own for learning purposes?

I've always been okay with rich even if it's of the pig type. Not that it is desirable because it can foul out sensors, plugs, and the cat converters, but at least it wont cause a big fat boom while you are driving down the road. Lol.

 

How are you doing this? I had thought about this a bit months ago but never did pursue it.

A one way check valve would hold boost pressure in the line so once you go into boost, fp would stay at the "referenced" pressure and never drop back down.

How are you able to bleed the pressure back to atmospheric without dipping into vacuum?

 

I've been running my own tune since we got this little Genie!
I had mucho help from @loginfailed and @JustDSM getting set up and have bounced around a lot of ideas with them.
Outside of that, it's been playing with different values and seeing what results.

I have two 5 hour datalogs from my last trip to AR!
I know I'm a nerd but it's so cool to be able to see in real time how gas or other variables effects the data.

 

Exactly what I was thinking, just explained in a different way.
How do you boost reference AND get pressure to drop back to atmospheric without also going into vacuum?
A check valve would hold the highest "referenced" pressure and stay there which would essentially be a constant fp increase.

 

You are auto right? I'd be interested in seeing some shift point modifications and ultimately some line pressure increases to help aid tighter shifting on top of what us already with modded valve bodies have. That is about the only thing missing at this point.

 

You'll have mail here in a few min. Any chance you'll be able to try it "on the drive home?" and give me some feedback?

 

from what i can tell at WOT you can maybe increase line pressures from 515/520ish to 540 ~4% ... but less that WOT you could definietly increase line pressures to possibly firm up shifts.

Also as noted before, TRD Cal tunes are actually less in line pressures at lower throttle openings than the N/A counter parts.

 

If you want access to my stock file repository to look at transmission stuff let me know. I think I've got just about all of the later models and some of the early trucks

 

Yes I am.

 

Ahh shoot. I would love to but thinking about it I think I left my laptop at home and wont be back home until late afternoon. Either way I'll be more than happy to test out the new file and get you some feedback, it just wouldn't be today.

 

That would be cool! But from the TRD cal another member gave me (which has same max line pressures, just different - softer - shift curves), its looking like max line pressure for WOT shifts is pretty much already there. But maybe im looking at things wrong.

 

OK. Im having a brain fart..... Im having a hard time wrapping my head around what Log's are saying as far as Throttle % (which seems to top out around 80.8 %) vs mapping that to throttle plate Degrees.

In my head im seeing WOT accelerator pedal showing 100%, Throttle showing 80.8%.... 80.8 % of 84 max degrees throttle plate angle = 67ish deg, so not fully open?

Maybe the logs are just showing a % unit instead of degress for the Throttle data point... 80.8 degrees would make more sense as thats way closer to the 84* max

 

I've struggled a bit with this as well.

I've got some additional PID's unlocked on my Calibration ID that allow me to see the requested deg versus just percentages for our rev-hang testing.

There's some oddities I recall observing in the logs in relation to actual degrees versus that PID's reported %. I don't remember specifically what they are off hand, but I can certainly pull up the log and look/refresh my memory. I surely need to do more logging with those PID's to get a better grasp on things.