HP Tuners for 2005-2015

It's not just getting lean. It's real world useable performance. Everything combined makes it an animal. Ask the last guy that focused on my tailgate.

 

I haven’t got any revisions yet. I’m working on some enhancements but I need a little more time. It’ll be coming. As will changes for the S/C bass cals.

I’ll need some help proofing a few things. So I’ll be in touch!

I’m excited to see your trans sheet! I love your original. Very nice work with that!

 

Apparently one of the main issues is actually the tune obviously, but the calibration of the MAF itself which is making everything run WAY richer than it needs to. This had to do with my mods which would make my previous gram per second count at WOT top out and would make my PCM confused. I had no OE options for switching to a different air cleaner and MAF style because of my strut tower bar.

After having @JustDSM perform a MAF recalibration on my truck the other day not only is PE under WOT stabs and part throttles much more stable and WAY less rich (despite Catalyst Overtemp Protection feature being shut off) but long term fuel trims dropped dramatically from +14-15% down to around 4.7-5.5% and the AFR during said events stopped dipping down into the 9s despite being tuned. Of course short terms were always correct, but the long terms were what was always bothering me a little. The truck just seems much much happier now and it is all thanks to HPTuners and @JustDSM 's tuning wizardry.

@BassAckwards and @XPOTRPR it's just an all in one software solution which allows full OE integration that has helped put me back on the right running track thanks to Justin.

 

appreciate it. yeah this thing has always been stupid rich. even after dropping down a few pulley sizes.

thats true.. hmmm.. lol

I know this.. but we all know the TRD is dumb rich.. thats my main bullet point. shift points would be nice too.. but I've been pretty damn happy with the factory points + my IPT valve body.

 

No rush! You live a life outside of this tuning frenzy im sure. But definitely let me know if you need to get some logs and have a guinea pig to test on a stock truck

I gotta like... actually do work at work this afternoon... i know LAAAME, so after the mtn bike ride when i get home ill get the trans sheet up!

 

If you're happy with trd tune we're on the same page. Hp tune is a whole new chapter of smiles. My offer stands.

 

Might be the way the limit function is setup? Soft cut, hard cut, fuel cut or ignition cut. Just speculating.

 

Could be. Felt like more than a soft cut. Drivetrain shock resulted with it.

 

Maybe I need to go turbo to avoid (these) headaches.

 

And come to the dark side?! Muwahahaha.

That'd be the first turbo tune @JustDSM would have. Hmmmmm

 

Me me me!

 

More like seeing the light.....of the headers blooming.

 

So why leave the FPR mod in when the injectors are plenty? I thought one of the main benefits to taking out the FPR mod was to eliminate the vacuum effects /lean AFRs. Just trying to learn here

 

I honestly for got to mention I had it.

 

@JustDSM says to leave it.

 

Its typical in boosted scenarios that the fpr is boost referenced. It helps out fueling by raising pressure in boost.

 

correct. gotta remember for every psi of boost, you essentially loose a psi of fuel pressure as they are fighting against eachother.

 

As promised an update to this!

ND4's shift helper doc NOW With added TCC 4th and 5th charts with stock data point ghost lines! Upon making the charts I revised my TCC apply for 5th (its nice to be able to see how things interact graphically), and have started to play around with TCC apply and release in 4th gear. I am currently on my 9th revision of trans tuning that has been flashed to the truck. The goal here with playing with TCC values is to get 4th and 5th to be in a state of lockup more often, without making the truck awkward or behave in weird ways. Stock I often find myself when going up a hill dropping to 4th, getting my speed that i want then having to back off throttle for a bit so TCC locks then I can get back into it. This keeps trans temps WAY down, the changes i have made SHOULD help with this, as well as rolling on in throttle without having it pop out of lockup so easily in both 4th and 5th.

Note: Even stock there are some things that you might look at and go HUH? Like a TCC apply value LOWER than a value of a shift up to that gear etc etc. From what I can tell the logic of the trans is to NEVER allow a shift occur with the TCC locked. Also, and this has already been pointed out but im going to bring it back up, lockup can only occur in 4th and 5th during normal non fault driving.... really wish there was a way we could get lockup for 3rd, but o well.

At this point I feel pretty confident in the actual shift point changes, so ill likely NOT be changing anything there for the foreseeable future. TCC apply and release values are obviously still in the works!

All the data is there in the attached excel doc for anyone wanting to try out my shift point changes with whatever tune they have going on. If you are having trouble, questions or simply want me to input the numbers into your tune just let me know!

(NOTE: I have formatted the excel doc to be useable at 100% zoom on a 1080p screen at 100% dpi scaling, most desktop computer monitors will display it perfect as far as width, laptops with 1080p or greater displays will likely have some greater dpi scaling so you might have to zoom out to see everything width wise)

 

@JuanitoBunito just come join us. Sell that thing you bought.

 

I still use the "FPR mod." To equalize against the pressure of the air pushing against the fuel coming out of the injectors.