HP Tuners for 2005-2015

NOOOOOOO i dont mean to disapoint the mighty Torspd.... im immensely sorry sir.

 

It’s summer break and post graduation. You can do whatever you want. Didn’t you have rc cars running around the other day?

 

Lawls, summer is the busiest time of the year, doesnt mean I dont take a break to run the Slash 4x4 on the onsite rc car track haha.


I did however push a slight change to the truck before the drive to lunch today. Lowered the 60* acis high tps tipping point down to 40* to change to long intake runner at lower throttle openings. But Id really need to get logs with degree values or a % value that make sense for throttle plate opening as its shooting in the dark at the moment with that.

 

Here's a graph with throttle percentage over throttle degrees from one of the logs I sent you. There's some mixed values, so here's the average. A better job with this could be done, but it gives you at least a snapshot based on a real example.

 

Couple of questions before I join the party... Trying to get my ducks in a row before I order the blower. Once I have the magnuson kit installed, can I use the HP Tuners setup to go directly from a stock tune to a FI tune? I get that every truck and setup requires different tuning, and that is the beauty of HP Tuners, but obviously will need a template to start from coming from stock.

 

You will need to get Toyota to flash a TRD calibration to the trucks ecu first. Then you can properly tune for the blower.

 

My advice, pick up a spare Ecu (car-part.com) and have Toyota update that to the TRD cal, match the VIN to your truck, then use HPTuners to do your tuning.

This way you can always revert back to N/A should you need to part ways with the blower.

 

The problem is the way Toyota (and all other manufacturers) report the PIDs, the SAE definition is to show the % relative to a maximum of 5V. Unfortunately, most TPS sensors don't read 5V at WOT. GM, Ford all are the same...

The Throttle Desired Position is even more variable, many manufacturers will show 100% when the PCM is commanding WOT, others will show % of 5V (such as Toyota). I am working to add a bunch of DMA PIDs (direct memory access) to add more useful things to the scanner however it is time consuming
because it needs to be defined for every calibration.

Also there is no benefit on opening the throttle more than the 84 deg or whatever the particular maximum is. It is designed this way becuase there is no performance issue AND more importantly you always want to have a force acting on the blade for safety and to provide consistent control of the blade.

 

Thanks for the update!

 

@JustDSM if you can run an automatic ECU in a manual truck, is there a potential to run a cable throttle? Any idea if a cable throttle body exists that would fit our trucks?

 

But why?

 

Awesome! thanks for the update @HPTuners

 

Some folks have attempted this in the 2GR world when swapping MR2's. The ECU's in those applications had some troubles when disabling codes generated by the DBW system.

I'm uncertain if this is the case with this particular ECU/engine combo.

 

Because rev hang.

 

swap to Auto ECU? JustDSM did it and said he now realizes why there is the rev hang, now we just gotta figure out how to tune it.

 

We'll get it figured out, it will just take some time and testing. The initial testing we did didn't locate the culprit so now plan B

 

Based on all of the discussion about it, rev hang seems like a really huge issue. I have an automatic so I don't experience it. But what issue does it cause? Does it cause you to go slower or not be able to shift properly or what?

 

The above is what you experience at WOT. Even at part throttle and normal cruising RPMs, the RPM just hangs (or even increases due to inertia) when you depress the clutch and release throttle.

Makes it difficult for the synchros and can lock you out of the next gear during aggressive shifting at high RPM.

 

Is Toyota setting them up that way to reduce emissions between shifts?