HP Tuners for 2005-2015

This may have been discussed earlier in the thread and if so I missed it.

PSA to anyone looking to add an AEM X-Series Wideband to their setup to log with HP Tuners OVER CAN BUS.

There are a few AEM part numbers. That do CAN communication.

$188 AEM 30-0300 X-Series Wideband UEGO AFR Sensor Controller Gauge

AEM 30-0300:

DOES NOT work out of the box for this setup. There is a guy on The HP Tuners forum that can flash a different firmware to the gauge to make it work, though. If you have ProLink, you can still use it that way, though without firmware flash.

AEM 30-0344

DOES work over CAN BUS

The issue is that 0300 and 0344 have different CAN BUS protocols in their firmwares. The 0300 is meant to work with AEMNet device networks. 0344 is meant to work with OBD2.

I did not know this initially and bought the wrong one. So now I have both models.

 

Did a drive yesterday to get a tune put on my truck by @JustDSM. I don’t let just anyone touch my truck as few do work that I trust. One quick glance in his garage and I gained even more comfort in letting him tune my truck. He was very welcoming and his place was clean and organized. He went above and beyond to make sure that I was happy with everything. He even did a ride along, and data logged my truck to make sure all was well.
I can say that the tune makes a noticeable difference and really improved how my truck runs! It’s no rocket ship as my truck is on 35’s, but drives much better. If you’re on the fence about getting a tune on your second gen just pull the trigger. It’s worth it!!!
Thank you Justin for improving my truck and making me enjoy it even more than before! You took your time and answered every question I had in a way that I could comprehend. You’re truly an asset to this forum and a stand up guy!

 

Wow! Thank you so much for taking a moment to share your thoughts, observations and impressions! I truly do appreciate you putting your trust in me and allowing me the opportunity! I very much enjoyed the chit-chat and car talk too! You've got great taste. You'll have to come see me when you get that 911 HPTuners does those too!

 

Something @Kini and I have figured out. If you buy the AEM 30-0334, you are actually buying a re-flashed

$188 30-0300 X-Series Wideband UEGO AFR Sensor Controller Gauge

30-0300.

 

Not sure if you need this but CAN-H is on pin 6 and CAN-L is on pin 14 of the OBD port

 

Correct!

The 30-0334 comes with an OBD2 adapter.



But if anyone is like me, they don’t want an extra dongle hanging off the OBD2 port all the time. So as @Philby states above, you can cut the plug off and hardwire the cable directly into the factory wiring. Some prefer not to cut the factory cables and there are ways around that. But for those who ain’t skeered, these are the pin assignments.



This is the connector at the gauge end. The colors may vary based on when the gauge was packaged. In my case here (thin gauge wires), the yellow goes to PIN 14 (CAN L) and the red goes to pin 6 (CAN H).


The thicker gauge wires are 12v ignition (red) and chassis ground (black).

 

Not to interrupt all the crazy awesome things I've been reading over the last 10 pages or so but quick question on using this tuner to fix my limpness.

I did the Hewitt Bypass several years ago but for some reason the 2442 code recently came back. Will this bad boy help me remove the SAIC system from the ECU? Any effect if I have the Hewitt bypass installed already? Any newb guide on the proper settings for removing the SAIC system? Last ditch effort before I trade my '12 in for something else.

Appreciation in advance!!

 

In short, yes, your issues can be resolved with HPTuners.

The information you seek is in this thread (somewhere in the 300 pages) but if you send me a PM I can assist.

 

What @JustDSM said. I have just about all emissions based codes turned off. This software is a miracle worker for these trucks. And @JustDSM is the local master tuner.

 

Hey Loginfailed, Glad to see you got the new kit. As discussed earlier, I used gauge kit 30-300, that I bought a year ago along with the OBD2 pass-through adapter from a new kit 30-0334 I bought 4 weeks ago.. I did not send in my old gauge to get re-flashed and it worked so something is up. A couple theories I have are: A. AEM added the code to all the gauges from a certain point onwards, a few extra lines of code on a gauge that is sold in two different kits, saves time and more importantly money. B. AEM is pulling the wool over our eyes by not selling the adapter separately and insisting that 30-0334 is needed

Just to be clear I wrote AEM and asked if I could buy the OBD2 cable for my 30-0300 gauge, they replied: "Unfortunately a 30-0334 is required if you are looking to communicate wideband data via OBD2 port." I took this statement to imply that gauge 30-0334 was needed to communicate via OBD2 but after I read into it, I saw where the same part number is used for the kit and the statement could also imply that I would need the kit to get the adapter. Hmmm?
I believe the data is good, as without the correct code in my older gauge 30-0300, the software would not have recognized the gauge.

I'd be happy to lend my pass-through adapter, once I get my tune done, out to anyone with an

$188 AEM 30-0300 X-Series Wideband UEGO AFR Sensor Controller Gauge

AEM 30-0300 gauge bought within the last 12 months to test and verify my findings.
Aloha, J.

 

Thanks! Conversation sent!

 

Just got this flashed over and ran it yesterday...

Very spicy, very nice indeed. Pedal effort is just where you expect it to be on inclines, the shifts into 4 and the way it stays in 4 on inclines is perfect. Very nice Ben. This is just what the doctor ordered. Thank you mucho mucho!

 

Figured you would like the extra spice of batch 3!

 

Alright. Im trying to wrap my head around base spark and base spark limit tables and why they are the same? And if they are the same why have two tables?

Currently trying to even out KCL values across load ranges at a specific rpm for more optimized spark and always found myself making sure both those tables were the same (just as they have always been in all the tunes, even stock) but wondering why it is.

@JustDSM maybe you have some insight ?


Also, high octane and low octane tables stock, these are the only difference in values, i would of figured the whole HO table would of been much greater than LO across the board, not just in a little area but maybe those are interpreted different by the ecu,

 

The exact equation of how ignition is calculated is available in the toyota diagnostics? / repair / overhaul manual. Whatever it is called. 30k pages one.
basically takes the most retarded value + compensations + KCLV +/- current recorded knock and derives a value from.

some tables are used in very specific conditions, and the "high octane" "low octane" names are just a label, and I don't think it's entirely *accurate.*
Check closely, why does the "low octane" table have more ignition in it?

Because the ECU uses the tables, subtracts from each-other and all sorts of other non sense in the code.
In the end it almost always uses the "base" ignition + compensations.

There are some ignition tables used depending only on fuel status

 

Spark & Knock related MPIDs:

- Airload for Spark (the load value used for Spark table lookups)

- Base Advance (the base spark lookup after ECT/IAT corrections and max limit check)

- HO-LO Interp. Advance (the interpolated spark lookup from the HO and LO tables after ECT/IAT corrections)

- Knock Correction Offset (the current offset applied to the Knock Correction value)

- Knock Learn Factor (this is the HO-LO interpolation factor used above, 0.0 = no knock and HO used, 1.0 = full knock and LO used. The interpolation equation is the usual SPK = LO + KLFact.(HO-LO))

- Base Final Advance (this is the final base advance including knock correction that is passed to the spark arbitration code, if there is no torque management or other corrections going on it should match the Spark Actual PID

- Base Final w/o Knock Advance (same as above but without knock correction)

- Knock Correction (the total knock correction being applied to the Base Final Advance, it should match the difference between the above two)

- Cam Spark Advance (the VVT spark correction)

So for the 1GR-FE Tacoma the spark is calculated like this:

Firstly, the Spark Base and the Spark Base Maximum lookups and also the HO and LO lookups are done. You can see the result of these lookups in the Base Advance and the HO-LO Interp Advance PIDs (including any ECT/IAT corrections). Assuming the throttle is not closed, the Base Advance value then has various corrections applied (including VVT and some others that only operate during cold engine or warmup conditions) the resulting value is indicated by the Base Final Advance w/o Knock PID above. At this point what I have called Knock Correction is added to the Base Advance and the result is Base Final Advance. This value is the Base spark that is passed to the final spark arbitration routine where it is arbitrated against another ten or so spark values such as various types of torque management and other things. Assuming nothing is requesting some kind of spark reduction, the base spark is then passed to the per cylinder spark code, where the various corrections are applied per cylinder and each cylinders spark value is set in the output hardware.

Hopefully at this point you understand this pretty simple flow from the Base lookups to the Base Final Advance. If you are used to GM or other manufacturers you might think it's strange that the HO-LO Interp Advance value isn't used anywhere in this calculation so far. Now the confusing part is the Knock Correction that is added to the spark and its confusing calculation method.

KnockCorrection = KnockFeedback + KnockCorrectLearn + KnockCorrectOffset

Where,

KnockFeedback is the short term knock retard indicated by the Knock Feedback PID (default -3 deg)

KnockCorrectLearn is the long term knock correction indicated by the Knock Correct Learn PID (default 21 deg)

KnockCorrectOffset is the “offset” applied to the knock correction.

Before we look at the KnockCorrectOffset let's just look at the default values of the KnockFeedback (-3) and KnockCorrectLearn (21). When you add them together you get 19 degrees. Given the KnockCorrection must be negative to actually do anything, you can see that KnockCorrectOffset must be -19 or lower before ANY knock correction can occur (for the default values anyway). If we actually had real knock being detected eg. KnockFeedback is -6 deg, the minimum value KnockOffset must be -16 to actually allow the PCM to pull the 3 deg of timing desired.

Now,

KnockMaxRetard = HO-LO Interp Advance - Base Advance (including VVT correction) - Knock Offset (usually 12 deg)

KnockMaxRetard is limited to be negative only.

Finally, the HO and LO tables are used in the above equation! But not in the typical way, in effect the HO-LO tables are used provide a load/rpm based retard AND a way to authorize how much knock feedback (retard) can occur. eg. in the stock tables if you go WOT at low RPM you will see -5 deg or more of Knock Correction when the Knock Feedback is actually higher than -3. ie. Load based retard (ie: torque management) occurs when knock sensors don't detect knock.

 

@loginfailed After collecting my thoughts last night and working this out, I think the bold bits above are the solution to your shifting issues. I think I have a plan that will allow you to get the advance down low, without creating overly harsh shifts.

 

The timing strategies in this truck are way over my head. I appreciate you putting some additional thought into it. Certainly willing to test whatever things you want to.

To anyone wondering what we are referring to. Some changes done in “Engine > Torque Model > Optimum Torque” do not mesh well with the IPT transmission due to (@JustDSM Can correct my explanation if needed) there being too much timing during shifts.