HP Tuners for 2005-2015

The manual is your friend. Specific octane requirements are listed on pp 2, 5, 68, and 72.

 

Yeah, drive EASY (not in boost) after you fill up with 91+ your current tank, run that half n half tank almost all the way through also driving easy, then fill up with a full tank of 91+.

 

91 or preferably 93,94 octane. Wouldn't hurt to throw a octane booster in it till then

 

Thanks for the manual! The manual that came with the truck is not for the SC.

This morning filled half tank with 93 (now half 87/93). Will be easy on throttle for the next couple of fill ups. Getting STP Super Concentrated Fuel Injector Cleaner (will put this in today). This weekend getting/ putting in new spark plugs. Hopefully everything will be alright. Thanks for the help everyone!

 

Ok @nd4spdbh how about a manual trans tune for us auto peeps? Hold a gear indefinitely until you shift to a different gear? I mean we have L,2,3,4,D so access to each gear.

 

Yeah, unfortunately no way to do that with the shift curves and things we have access to tune, just need to get a manual valve body for the 1GR 5 speed auto trans.

 

Still trying to wrap my head around this,

happy knock feed back, tons of knock correction

 

Not a bad idea actually lol

 

It is my understanding that if you are trending knock ABOVE -4.5 then you need to remove timing. If you are below that and within the -4.5 - -2.0 range you should not make any corrections as you are within proper parameters of timing.

 

for KFB numbers thats my understanding as well.

But what im pointing out is how can i have 3.3* of knock retard happening even though knock feedback numbers are above the -3.0 default (happy) . This knock retard is adding fuel during Open Loop due to the EQ spark adder.

Its just odd to me really.

 

Could it be the VVT map causing this knock retard? Just spitballing here....

 

Naw for all intents and purposes the VVT map is zero'd out. Also the VVT map if there was any timing changes would be added or subtracted irrespective of Knock Retard.

Its my understanding the Knock Retard trumps all, so after all the calculations of KFB, KCL, base map, base limit, hi-lo interpolation etc etc (which i still cant figure out how the hell they are linked together), if the motor is sensing knock, Knock Retard pulls timing.

It just really seems like these trucks due to their adaptive learning will eventually end up on the same final timing numbers regardless of what is put in the base/base limit maps. That stated, you can fine tune timing at various load's in the same rpm range so that KFB / KCL values are close so you dont get knock retard or a wandering KCL for a similar rpm.

 

Yep I agree with the adaptive learning... I know Justin stated there are +/- of timing that goes on in the calculation that is unaccounted for. Possibly there is a table in the tune that isn’t defined yet. I’m curious on this as you are.

 

So first leg of a trip down and can say your tune does not like heavier loads. It just did not want to shift into fifth/overdrive (whatever you want to call "d"). But it was a good 4-4.5k trailer weight plus a good 500-750 cargo (between bed and back seat area).

Don't blame you or the tune but wanted to hang in 4th at 3k plus rpm and only on the flat or slightly down hill upshift.



Again it's a totally different driving style and not blaming the tune at all. Just trying to provide feedback. My return trip will be just the trailer so be interesting to see how it does

 

Does anyone here know how to lock the converter in a gear for a Dyno run? @nd4spdbh perhaps?

 

I was just going to write it into the tune then flash it that way. Ben may have an easier method though.

 

I would make it so it engages in every state and never disengages. That would essentially lock it in. I think you can do this with gears too but I need to clarify my understanding of it with Ben or someone who has the knowledge.

I've had to modify the stb3 for my truck as it becomes obsessed with getting to 5th gear afap and not releasing the tc without ridiculous input...
I know we raise the numbers in the "TCC release" to make is disengage earlier as we are above the curve line at that point and raising the number(s) will make it so we hit the disengage curve sooner.
Ben / @nd4spdbh - my questions for you are:
1- Does that mean to make the "TCC apply" we are floating below the curve line and that lowering the numbers will make it engage sooner?
2- Do the gears/shifting work the same way? ex- 5th into 4th we would be above the curve and raising the numbers will allow 5th to become 4th sooner?
3- presuming that's correct - 4th to 5th would be the opposite in that we would be below the curve and lowing these numbers will allow 4th to become 5th sooner?
Thanks

 

5+k lbs of weight, yeah on anything but Flat ground no wind doing nothing more than 55mph you would be hard pressed to hold 5th lock up regardless of trans tune haha. I designed the tune to behave like that rather than hunting back and forth between 4th, 4th locked, 5th n 5th locked.

Hmm, well under normal operating conditions you can only lock the torque converter in 4th and 5th gear. I could make a special tune for Dyno purposes that gets you up into 4th gear very quick and locks the TC shortly after and wouldnt allow a downshift. This would allow a full 1500rpm to revlimit pull at 1:1 locked up, this would also be undriveable on the street.

#1 - Correct
#2 - Correct
#3 - Correct

You are now an auto trans tuner expert! haha.

 

Can you mod the trans side of the tune for me so it locks up in 3rd and in 4th gear? I'll send you over my new tune version so you can upload that into it.

 

The only way to get it to lockup in 3rd would be to put the trans into limp mode (hot mode) which has tables for 3rd gear lockup. We can do some testing but i cant guarantee anything as that will require messing with protection temps etc.