HP Tuners for 2005-2015

I wonder if it'd be possible to use this to disable my SAI pump but then still keep my ucon. I am finally happy with how it's running and dont have the time to mess with tuning stuff again

 

Awesome! You know you don't have to buy the unit? You can have someone with a HPTuners MPVI2 do it for you. They'll need 4 universal credits from HPTuners, but you don't have to fork out the money for the whole shebang for just a simple change. I think that's one of the big selling points of this system.

 

Yes for sure that would be doable.

 

This is all news to me lol, i am still learning as i go.. But that sounds great, especially since i'd only want to use it for one thing.

Well sign me up then. I want to get rid of that SAI crap before it fails me and puts the truck in limp mode. It threw a p2441 not too long ago and i've been paranoid ever since

 

Well if you need a hand and can't find someone more local, I'd be happy to flash that for you.

 

So does this just basically just reflash parameters on the stock ECU?

Also how do you get those credits you mentioned to do this? or what all do i need to get this rolling

Sorry for all the questions.. this is good stuff right here

corsicana is only about 5 hrs from me, so i might be able to make a weekend trip to get this knocked out

 

So the credit system can be a little confusing at first.. But essentially it's just one of the ways HPTuners makes their living. Here's a little breakdown of how the credit system works..

You buy the tuner MPVI2 and this allows you to connect and read a supported vehicle (ie: our Tacoma in this case) and view the calibration. You can connect and read as many vehicles as you'd like as long as they're supported, and the list is quite extensive for GM/Ford/Dodge/Ram/Jeep/Etc. You can browse and look around til your hearts content. But in order to modify and upload that calibration to a vehicle, you need to use the credits I mentioned. They are purchased seperately from the MPVI2 unit typically (unless you purchased one with pre-loaded credits). They're purchased from HPTuners directly or through other sources/vendors. They're kind of like a digital currency if you will..

Each vehicle that's supported by HPTuners requires a certain number of credits to tune. Our Tacomas for instance take 4 credits. This allows you access to the Engine parameters and Transmission parameters since our transmission is controlled by the ECU in our application.

So if you wanted to save a few bucks and not completely invest in this system, you could get with someone who has the MPVI2 and they could tune your vehicle or make the requested changes and work out a deal. The credits are ~$50 each. So if you wanted to make some changes it would cost you at least that much. However, if you were later interested in getting your own MPVI2, the orignial tuner could allow your MPVI2 to act as a slave unit and allow you access to your calibration you previously bought credits for.

It's a bit of a drive, but I'm happy to help.

 

Good information, JustDSM. If you ever make it out to Durango to wheel, I'd find a way to make it worth your while for some tuning help. For now, I'm paying close attention to your findings.

 

Gonna send you a PM, really appreciate the info

 

Awesome, just sent in my old MPVI cable in for the MPVI2 upgrade. Having tuned GM, Ford, and Dodges, Im ready to start messing with my Tacoma.

 

Well its not the MPVI2 I successfully scanned a 2015 Dodge Durango.

 

Looking, doesn't seem to support dual VVT-i

 

If you're basing that off of my posted screenshots, it's because I have a Tacoma (Single VVTi) 1GR. The available tables vary dependent upon the base vehicle/calibration.

 

I was looking on HP's site. It would be nice to have another option as OVT progress has been slow.

BTW, thanks for the credit explanation.

 

Do these control when the ECU goes from closed loop to open loop and then back to closed loop?

 

lurking for more info.....

 

From what I can see, not exactly. It's related to the fuel mapping. From what I'm seeing and how the ECU is behaiving for me as of this moment, the fueling strategy Toyota chose for this application is not like a traditional 3D table where you reference RPM/Load on the axes and specify a value that ultimately corresponds to a given injector pulsewidth.

With the currently defined tables, it appears Toyota has adopted a fueling strategy that essentially tries to keep the truck at a stoic AFR unless you're really hammering on it for emissions/efficiency purposes. I think this is what might be causing you forced induction guys some issues.

So what I'm seeing is the open/closed loop transition point is not yet currently defined. Here's a screenshot of the VCM Scanner (logger) which is also still very much in it's infancy, thought once you get the hang of it, it's much more friendly and usable than Techstream.



In the datalog of a 2nd gear pull, you'll see the timing drop significantly at the beginning of the log. That is the vehicle switching to open loop.

Bringing this back around to your original question and where I was going.. The fueling strategy used on the N/A 1GR Single VVTi tunes is based off of a Power Enrichment EQ. Essentially there's a table that has a RPM axis and corresponding multiplier to literally command the ECU to target a specific AFR. The values you reference are the throttle positions where this Power Enrichment EQ table is applied. Stock values are 70deg. This means the N/A calibration essentially shoots for a stoic (14.7:1) AFR unless it's essentially floored.

Hopefully that makes sense.

 

That makes sense. So those 75* & 70* values are in reference to throttle angle in degrees, not percentages. I noticed in the electronic throttle tab it has a value of 84*. So 84* would be floored?

 

Correct! The definitions are using setup in degrees for accelerator position and throttle. The max throttle opening would be 84deg (though I'm only seeing ~80-81deg). Need to check my Weathertech mats aren't restricting my go-pedal..

 

When I first install my weather tech mats I had to make a slot there for the pedal to make its full travel.