HP Tuners for 2005-2015

Mine did it on and off but not immediately after installing the pump. it was weird, one of those things that just started happening one day. I thought it was my ucon delaying the start, but it ended up not being that. It was always after letting the truck sit for a few hrs when it would act up. It would need to reprime the whole system before it would fire up

 

A few months ago I got caught in limp mode after a P2440... Fortunately I had my scanner with me at the time and was able to clear the code while driving in order to get home. I knew exactly what the issue was so I took it into the dealer with my fingers crossed hoping they would fix it under warranty (2012 w/ 80k at the time).
To the dealer's credit (Enterprise, AL Toyota) they fixed everything pretty quickly and at no charge to me... new SAIS pump and valve assembly and updated the firmware to make the pump run after shutdown.

Anyways, since that little incident, I've decided to drive my truck exclusively off-road. I figure with the money I save not having to pay for registration and insurance on an off-road only vehicle, I could finally justify the cost of an HP Tuner MPVI2 in order to fix this point of failure once and for all.

Been reading through this thread casually and looks to be a wealth of information. I did have a few questions before I jump into this:

What is the difference between the MPVI2 and the MPVI2 PRO? Looks like its just an extra cable?

Does HP Tuner still have the option in the VCM software to "turn off" the SAIS system for my exclusively off road vehicle without throwing any codes (both CEL and hidden)?

Looks like they sell on Amazon, so I figure around $500 to not have to worry about this system failing in the future and to be able to tune myriad other settings is probably worth it.
Thanks in advance to those that can hopefully answer my questions! Can't wait to be able to take my SAIS-free truck down the highway.....on a trailer.

 

so the pro provides access for extra input sensors of your choice. Not necessary for what you want right now and can be added later at the same cost anytime when desired.

yes, just have to follow a proper sequence.

yes, $500 is right on. You can save some money if you have someone near you to share the device but $300 for the device and $200 for the credits to unlock your ECU go infinitely write and change.

 

This guy gets it. props sir. Welcome to the rabbit hole.

 

@loginfailed do you remember what you figured out here? Just did the 160 deg thermostat last weekend and today I threw P0128 on the drive back from work

 

P0128 TOYOTA Possible Causes Leaking or stuck open thermostat Low engine coolant level Insufficient warm up time Faulty engine coolant temperature sensor Engine coolant temperature sensor harness is open or shorted Engine coolant temperature sensor circuit poor electrical connection

With the aid of HPtuners you can correct this code

 

yup, you need to adjust the ECT temp from 80C down to 71C or so. I think there are two locations in the programming for it. There are certain adders that stay on prior to the ECT reaching the set temp.

 

@JustDSM can u give me a hand with this ?

 

There are a few locations. Poke your head through all the tabs and find the ECT hot temps, there are a few around the 170* area and another at the 182*f i think that would likely need to be lowered.

What are your temps with that tstat?

 

I was watching the temps after it threw the code and they were 159-160 cruising

 

burrr cold!

Not sure what others running colder tstat's have set the "Hot" temps in the tune to. But id imagine a few deg under that (155?)

 

@garciav are you n/a? I have a 160 and 170 thermostat sitting on the shelf I've been putting off installing. Wonder how much I'll benefit being naturally aspirated with bolt-ons. Are there any known problems with running too cool of a thermostat? I'm in the PNW, and see low teens in the winter and 100⁰ in the summer. Would love to hear if you were able to add any extra timing.

 

I’m supercharged... would have to ask justdsm if he was able to add extra timing as he did the tweaks for me

 

Absolutely, I have today (it’s 2am) off work so I can dedicate some time for you.

I know I spoke with one of you about known issues with the Mishimoto tstat, popping codes in @mightytacoman setup.

There is likely stuff that is not yet currently defined that is at work here. What I’m getting at, is even setting everything to 160° does not immediately mean it’s “all good”.

Regarding the extra timing, I did not add anything extra as I will typically use that increased knock threshold to expand/improve the safety net. That is, unless the end user wants a more aggressive tune and is willing to collect datalogs and go through a revision or two to get things dialed.

 

The open/closed loop table we don't have access to I have narrowed down to being related to the COT temps. What the "trigger" is after temp conditions are met is still a complete mystery but we have an idea of where to beg hptuners to release the load tables we need.

 

good call. It seems like OL and CL triggers are based upon driver throttle demand angles, but purely my own guesstimate.

 

I haven't seen anything in the logs I've done that jumps out and says "yup- time for open loop" (in regards to the tables we already have access to) monitoring loads, pedal positron, timing, coolant temps, etc all seem irrelevant to kicking into OL. It could be a combination of two (or more) of those. Perhaps a preset table the ecm looks at and wants values within X% of or it will go into OL.
Purly speculation. Perhaps @OVTune can shed some light on the tables he's found that can kick the trucks in or out of OL/CL that are related to COT protection.

 

it's based on throttle position.
below X throttle > demand stoic
above X throttle > demand open loop
open loop = calculation of all preset tables = fuel

I don't know how or what tables are labeled what in HP Tuners


There are also delay timers for OL / CL based on coolant temp, 02 heating, etc. I'd have to know exactly what scenario you're looking for to give you a better answer.

 

@OVTune
I'm pulling this from memory so anyone feel free to add or correct me here.
We have access to the OL/CL that is purely based on the pedal positron.
Another table is based off of coolant temp to activate then maf (in lbs/hr) vs timing advanced/retarding.
A 3rd table is based off of catalytic temps to activate then air load vs rpm.

There appears to be a table we don't have access to that is activated through catalytic temps then unknown factors.

 

So to take full advantage of the 160 deg thermostat is a more involved process, not just plug and play ?