Instructions for custom tuning the truck with HPTuners.

Haha. Thanks, guys. I figured as much. My wifi out in the shop is usually pretty good. I had to buy a new windows machine a few months ago to run some Windows specific software so I should be good on the computer hardware side of things. Might hook up the batter tender but the battery is 6 months old or so in the truck. Might give it a whirl tomorrow. If not, it might be a while :/

 

I literally have a browser window open to that thread right now!

 

With help from SlowNStock and some experimenting, I’ve got my TCC releasing at the time of downshifts from 6-5, 5-4, and 4-3. The downshift is not harsh. It’s only like a million times better…

Upshifts are at ~5% more rpm at the same accelerator pedal position than stock.

ACIS activates at lower accelerator pedal position and the rpm range has been bumped a bit as well.

I absolutely love it now. Shifts are no firmer, it simply holds the gears a lot better and the stupid TCC release and gear hunting is no longer. Towing is way better.


Sending you my tune wouldn’t be quite right for your truck since our rpm at a given speed is not the same. Tire size and gear ratio are different…. Some of the TCC release table info is going to be off if we did that. It needs to be for your truck…

 

Hptuner finally showed up. Hooked it up and poked around. Have to download slownstock channel list as I was wondering why some items weren't showing. Internet an cell coverage stinks in my area. Have to pull truck onto front lawn...haha will get a wifi extender for garage.

 

I had conversed with slowNstock on OV tune forum just a few years ago when OV still had a froum. I got some tips from him. My ACIS setting is at 0 or disabled. He described by disabling it, the truck will have more low end torque. And it does from my experience. And there is no dip on hard acceleration which is around 2400-2600 rpm. It's just a nice smooth acceleration. Very quiet as opposed to noisier before like the engine is struggling. I just need to watch the tach when accelerating on low gears i.e 1, 2, 3, as the rpm gets high quick and without the noise and vibration, it can get to 4k and beyond really quick. Currently have a little over 1k on the bed for evaluation. It has been there for over a year now! Best mpg is 19 on highway averaging 65-68 with some traffic, uphills. Summer with the ac on=18, 17 mpg on that same route. I also use Direct Shift and Gear Lock feature which is activated by pressing tow/haul button and with S mode. As far as tc lock, I didn't touch it. I figure with that much weight on the bed, tc unlock would cushion some of the shock when upshifting and downshifting. I do have a manual tc lock module installed so I can lock tc from 2nd to 6th. I was supposed to use that for offroading on hill descents and long slow speed uphill climbs. I've been using S mode for years now. I'm used to it now. Upshift, downshift kinda like manual. Stock size AT tires, 4x4 Crewmax, stock exhaust, AFE washable air filter, Shell 91.

 

I went with 20° for my ACIS activation. That leaves it off when cruising easy and under very light load. As soon as I begin accelerating or climbing, ACIS turns on. For comparison, stock setting is 50°.

Since my TCC releases at downshift, there is no harsh shifting. It is also released when upshifting, for the same reason. In other words, my up and down shifts feel just like stock. The TCC is pretty much locked any time it’s not shifting, give or take. An example of when it is not locked would be when accelerating through a few gears under heavy throttle. Once you lift to cruise, it’s locked. If you get into moderate throttle, it remains locked. More throttle will make it unlock and downshift.

 

What is ACIS? I don’t remember seeing that in my tables but it’s been several months.

 

Can’t remember what it stands for, but it’s variable intake runner size stuff. Below is a snip from an email from another member that helps explain a bit more on what ACIS is and what it’s purpose is:


[Quoted]
The above can be helped a bit further by lowering the activation for ACIS (Engine -> Airflow -> ACIS -> Zone Boundaries -> High TPS). Activating ACIS will always net us a torque advantage below the High RPM threshold ( Engine -> Airflow -> ACIS -> Zone Boundaries -> Med-High RPM), so making it more responsive by lowering the activation point helps when we encounter some additional load, like hills. We don't want it always active, though, because it increases pumping losses (decreasing fuel economy) at part throttle, which is why Toyota has it switch at a fairly high TPS. In practice, we generally want ACIS to remain inactive when cruising on flat ground at typical highway speeds and to activate once we reach any significant hill (say 2-3% grade).

 

Hmm. Sounds like I need to play with it and see if it helps any while towing.

 

ACIS - Acoustic Control Induction System.

If I recall correctly, the intake has two different runner length from the air inlet to the heads - a long runner and short runner. I seem to recall the reasoning being several fold, but one runner is normally open at low to mid throttle, while the other opens at high throttle. The runner that is normally open creates smoother air flow at lower rpm for better efficiency and air pulse timing. I know that’s the wrong term, but I can’t think of the correct term right now. Basically as the valves open and close they create temporary restrictions to air flow in that runner that can create a back wave; that back wave can disrupt airflow in other runners. Toyota created specific runner lengths for non- interference pulse waves runner to runner at low - mid throttle.

At heavy and WOT, none of that matters as you simply want to cram as much air in as possible, so they use a second runner length optimized for that scenario. There is a simple valve that is either on or off to control those pathways. On SC vehicles, this system is removed and disabled since you have a blower cramming air in. And you have to remove the factory air intake to install the blower.

How and when the ACIS should be activated from a tuning stand point - I have no idea. The post above appears to give some good info.

BTW, I swear and I can tell when those valves open while I’m towing and trying to hold third or fourth on a hill, but don’t want to command a downshift.

 

I’m not sure if you’re feeling the ACIS or if that’s the point where your Power Enrichment is kicking in. Entirely possible that they happen at similar points, but they’re separate and can be manipulated individually.

 

That very well could be the case. But the entire engine sound changes as does it's character - usually somewhere around 3500-3900 RPM if I'm remembering correctly. I've never really know what it was, but it's a defined change where my throttle input has changed, but RPM isn't climbing. I'm usually just trying to maintain speed up a hill.

It's gets more angrier... but doesn't downshift and rip your face off.

 

I think that’s PE. Might benefit from bringing that in a little earlier than factory. If I remember correctly, it’s not only RPM based, but accelerator pedal position dependent as well.

You can roll up to high rpm gently without it coming on, but it sure ramps up the PE if you roll into the throttle with a little more authority.

 

Amount of PE is rpm based, but it's activation is throttle based. PE is either active or not, and at a certain throttle position the enrichment table happens and the level of enrichment is rpm based. On top of that there is COTS enrichment which is based on multiple factors (as opposed to PE being one single line table and activation throttle position) and COTS is meant to ramp fueling to keep the cats cool. Both happen and can cause the fueling to look very strange. For boosted guys where AFR is a big concern it's common to disable the COTS fueling so only PE controls which is easy to see and adjust by itself.

The ACIS is a table of on or off, and as I recall you can change where the different rpm zones are. 50/50 chance a tune has it, not sure if it's only the later years since my truck for example doesn't have an ACIS table at all.

 

Thanks for the help explaining this! I know enough for the broad strokes, but not the finer details or accurate terminology.

 

Probably the ACIS, it changes the sound a good bit. Doubt PE is heard/noticeable, it is just adding more fuel making afr rich to help with cooling, not more power.

The base supercharged calibrations provided by HP do not have the ACIS table, not needed. Every n/a tune I’ve seen had the ACIS.

 

Ok, looking for a spot check as I'm a bit sleep deprived...

Specs:
'07 5.7L
Harrop w/ 85mm pulley
Harrop FPR (unsure on actual pressure, will look at closed loop fuel trims to adjust inj constant if needed)
DW650's
Stock airbox (Magnuson upper lid backordered)

Getting ready to bleed the cooling systems and fire it up. Here's the basics I've adjusted that "should" get me a decent start.

Parameters adjusted/set:
Injector constant
Injector offset voltage
PE angle
Component protection off

Anything else I've grossly missing for a rough start before I start dialing it in? Hoping to get the wideband welded in today or tomorrow.

 

Nope, that's the basics. I also set the PE delay to 0, though that's a personal preference.

 

Thanks. Ya, I went back and forth and decided to leave it at 131ms and see how it responds.

 

What’s your injector constant?

 

Currently at 0.075350

Idles like stock, I'm letting it warm up to burp the cooling system now. Once the thermostat cycles and everything settles down I'll take it down the road, then start reading fuel trims in Techstream.

Managed to pinch an upper o-ring on the new injectors, shut it off, swapped in one of the old one ones, and it's now leak free.

 

Took it for dozen or so miles with a few "easy" WOT rips, you all should be able to see my grin from wherever you are...

Fuel trims are solid so far, short term 0-3% and long term around 8%. Heard a little pre-ignition around 4,500 on a 3rd gear run, so backed out of it. Confirmed the same on run #2.

Hoping to get the wideband in tomorrow and really see what's going on. Tried heating up the pass cat pipes with my induction heat gun earlier, no dice...6" metabo will come out tomorrow.

 

Is there a reason you're not datalogging and monitoring with HPT? You'll see the knock retard kick in and probably more clearly see the fuel trims among other things.

 

Oh, I am. For some reason I spaced it when I posted earlier and was thinking Techstream for fuel trims. Well, monitoring, didn't save any logs just yet, but will be later today.

 

Playing with the tow/haul transmission tables. Anyone lock their converter in 2nd and 3rd? I just tweaked mine to lock up in 4th but I'm contemplating 2nd and or 3rd also. Not sure how strong the factory lock up clutch is and don't want to lock it to soon. Didn't realize before the 5.29's that it didn't lock up in 4th which probably led to my crap mileage previously when I couldn't hold more than 4th gear.

 

I was wondering this very thing today, but then I realized that the transmission probably isn't in 2nd or 3rd long enough to bother unless your doing nothing except WOT runs. Just poking about town it upshifts pretty quick.

 

Locked converters are always better. I just don’t know how strong the Toyota one is and how low of rpm it can handle.

 

I tried to make it lockup in 3rd but it started doing weird shit when it attempted it so went back to only having 4/5/6 lockup. Though my transmission has always done weird shit that no one can explain, so your results may vary.

 

What kind of weird shit?

 

Shifting became really harsh and odd, like the truck couldn't figure out how to unlock the converter now that it had attempted to lock it in 3rd. As I recall I had tow/haul mapped for 3rd to lock up but only tried it that one time and got spooked enough by how the trans was acting to not do it again.