Using HP Tuners - Page 8 - Dodge Challenger Forum: Challenger & SRT8 Forums
Tuning/Data Use this section for tuning and tune/data related devices (ie. handhelds, data recorders, gauges)

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post #71 of 95 (permalink) Old 05-20-2018, 03:24 PM
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Would you send me some of your scanner lay outs please?
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post #72 of 95 (permalink) Old 05-20-2018, 07:22 PM
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You are better off configuring the channel/graphs/tables yourself. It is a little tedious but I quickly found out that my baseline supercharger tune have scaled maps which were different than stock and grabbing layouts from others I always had to modify the charts/tables for me to use them.

BTW here is a link that will help you become familiar with HP tuners. I spent a good month reading, looking at other tunes from the HP tuners repository and making my layout before I started tweaking my tune for the headers I installed over winter.

https://forum.hptuners.com/showthrea...l=1#post525502

Also search the CT forum for HP tuner posts by Pector55 and chizzle1, I found them helpful. Good luck!


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2015 Challenger RT+ (non-STP)
8lb Magnuson w/ Innovate PSB-1 wideband/boost/shift light gauge
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post #73 of 95 (permalink) Old 05-30-2018, 01:33 PM
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Quote:
Originally Posted by Pector55 View Post

Electric Throttle - Pedal Power - pic 1

Increase your Pedal % Request table. This helps the car launching with minimal pedal. Lowering these numbers makes it less sensitive, raising brings power on earlier. Attached is where I settled but you can increase these a little more if you like. I like how this feels.
I know this is an old thread but I ran across a bit of information from HP tuners site that suggests Pedal % Request and Expected Pedal should be the inverse of each other. So if you make changes to one, it should be applied to the other. Apparently not doing so can lead to throttle runaway.

https://forum.hptuners.com/showthrea...l=1#post354216
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post #74 of 95 (permalink) Old 03-15-2019, 10:14 AM
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Thumbs up New HP Tuner User

Quote:
Originally Posted by Pector55 View Post
So, I have been drafting a doc to share but .docx extensions are not allowed to be attached. Instead, I'll begin adding stuff that I've put together. The problem is that adding the pictures will be a pain.

FWIW, I will hit the dyno on Saturday so if I come back with a 200 whp dyno, delete this post and ignore everything I say.

This is not as much of a "how to" as it tries to explain some of the settings. We can discuss and build a how-to if you would like.

Hi,

Really good info here. Just started about a week ago as an enthusiast trying to tune my own 2012 Dodge RAM. It currently have a mix of a Diablo 93 Oct + HemiFever Trans Tune in it.
Really interested to get this docx file you referred to and also your VCM Scanner layout.

Again just my thanks to you for sharing your knowledge and experience with forum users who is keen to learn more.


Best regards,

Mouritz
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post #75 of 95 (permalink) Old 03-24-2019, 06:17 AM
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Sup guys it’s been a while since I’ve been in this thread. Just wanted to share some basic info I learn from going to the tuning school this weekend. The ANN network on these cars is pretty amazing once we understand what it is trying to do. As stated previously in this thread by everyone. Logging pids and gathering data is going to be the difference maker in all that you want to do. Spend lots of time gathering the data and then you will be in a good position to make changes. As always glad to see more of us going to HPT.


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post #76 of 95 (permalink) Old 03-24-2019, 06:25 AM
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Quote:
Originally Posted by DakBuilder View Post
Sup guys it’s been a while since I’ve been in this thread. Just wanted to share some basic info I learn from going to the tuning school this weekend. The ANN network on these cars is pretty amazing once we understand what it is trying to do. As stated previously in this thread by everyone. Logging pids and gathering data is going to be the difference maker in all that you want to do. Spend lots of time gathering the data and then you will be in a good position to make changes. As always glad to see more of us going to HPT.


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So you went to the actual class? All I did was buy the book which helps but I bet it would have been way better hands on.
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post #77 of 95 (permalink) Old 03-24-2019, 08:53 AM
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Yeah I went to the hands on Class. They showed us a lot of tricks and a really cool way to log great information. We got to tune a stock 6.4 Ram and their 14 Procharged Charger. I learned an a lot about how the ANN system works and how to make it do what we want/need it to do. Plus they helped me learn how to not mess myself up lol


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post #78 of 95 (permalink) Old 03-24-2019, 08:59 AM
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I did a lot of tuning modifications on my 2012 Impala using HPTuners (minor timing changes, AFR adjustments, reduced torque management, minor shift point changes, driver-demand tuning, etc) - just some basic stuff to make the car drive like I wanted it - and learned *so much* along the way. It really is a fun thing to get into and learn - but obviously, you need to be very careful and make sure you FULLY understand what you are changing.

I briefly looked at a Challenger V6 tune via HPtuners and WOW - it's a completely different world. :-) The way GM and Dodge do things are just *so* different... At this point, I'm not sure if I'm going to license and change the tune on my 3.6L Challenger - may just leave it stock as it's pretty expensive to license the challenger (and get the unlock PCM it needs, etc) - and at least so far, I'm happy with it as-is...
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post #79 of 95 (permalink) Old 03-24-2019, 10:30 AM
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Dodge GM & Ford all approach things differently. Right now Dodge is the only one using ANN. Most of the other companies are using some form of Speed Density tuning. With that said. Dodge uses a lot of tables that are inter related. It’s best to scan and observe.


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post #80 of 95 (permalink) Old 03-24-2019, 12:26 PM
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The tuning school takes a slightly different approach to tuning, at least with forced induction, than some folks on HP tuners. For example, they really don't touch the throttle tables whereas guys like Hemituna say to decrease them significantly. Also, I see a lot of force induction tunes where the fuel enrichment rate is 10-100x larger than stock (0.0005). If I go too high on my model (~0.0100 or greater) the injectors go crazy, fueling goes pig rich in OL, and DTCs saying injector circuits are open show up. The tuning school basically suggest bumping up the rate in increments of 0.0001 until commanded and actual FA ramp rates match up. It also took me a couple of tries to find out which table (it's ECM 35506) actually controls idle on my model (manual trans).
@DakBuilder did the course cover anything on Trans tuning or torque management? There is really nothing in the book. It's not a problem for me since I have a manual but I have coworkers with 300s and JGC that want to tighten up their shift points. That 1-2 shift on the 65RFE (used in the JGC) sucks arse...literally feels like the engine stalled out at light to moderate acceleration!

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