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On the 2015s (at least), the RT was listed an an option on a SXT

A Guy
I never noticed that....I have to look at my window sticker again. BTW I posted my stock and SC tunes on HPtuners under the alias Casper. :grin2:

I spent most of last night going through the differences and some things baffle me, for instance the throttle voltage vs airflow curve actually dips at 3V and not sure why that is done. I will post a pic later today. Also, I am trying to figure out how the PCM knows how to deliver fuel at higher RPMs? With the trinity you just increase redline but on HP I am not sure how you kick the tables out into higher RPMS? Anyways, I freaking love my new toy but I don't feel comfortable yet in changing any fuel or timing tables.
 

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I never noticed that....I have to look at my window sticker again. BTW I posted my stock and SC tunes on HPtuners under the alias Casper. :grin2:

I spent most of last night going through the differences and some things baffle me, for instance the throttle voltage vs airflow curve actually dips at 3V and not sure why that is done. I will post a pic later today. Also, I am trying to figure out how the PCM knows how to deliver fuel at higher RPMs? With the trinity you just increase redline but on HP I am not sure how you kick the tables out into higher RPMS? Anyways, I freaking love my new toy but I don't feel comfortable yet in changing any fuel or timing tables.
If you do some logging and then look them over, you'll see the cells that coincide with the rpm range that you're interested in. The more that you use it, the more comfortable you'll be when you decide to change something. The first thing to do is to back up the tune that is in the car now, just in case....Then back it up again off site (flash drive or hard drive or even in a cloud).

It helped me to have the laptop running as I drove to and it would fill the cells in real time. The more that you can populate a cell, the better your tune will be.

There are some really good tuning books out there too that explain things well. Try to see if your local library can get them for you before buying them. I just checked out one by Greg Banish that explained how to build a tune from scratch. It wasn't for someone just starting to tune though. He does have one taht's a good read for someone just starting out though. Ben Strader is another good tuning author. He runs Efi University and knows his stuff too.

Just some suggestions and I'm glad to hear that you like HP Tuners. You'll like it even more as you get comfortable with using it.

Good Luck! :cheers:
 

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If you do some logging and then look them over, you'll see the cells that coincide with the rpm range that you're interested in. The more that you use it, the more comfortable you'll be when you decide to change something. The first thing to do is to back up the tune that is in the car now, just in case....Then back it up again off site (flash drive or hard drive or even in a cloud).

It helped me to have the laptop running as I drove to and it would fill the cells in real time. The more that you can populate a cell, the better your tune will be.

There are some really good tuning books out there too that explain things well. Try to see if your local library can get them for you before buying them. I just checked out one by Greg Banish that explained how to build a tune from scratch. It wasn't for someone just starting to tune though. He does have one taht's a good read for someone just starting out though. Ben Strader is another good tuning author. He runs Efi University and knows his stuff too.

Just some suggestions and I'm glad to hear that you like HP Tuners. You'll like it even more as you get comfortable with using it.

Good Luck! :cheers:
Yup, saved the stock and current maggie tune on a DVD, my NAS, my laptop, my desktop and on HPtuners website. :nerd:

There are some odd things where instead of disabling skip shift the limits are changed so it would never engage. The other thing is the throttle airflow (see image) as I mentioned in my last post. Naturally the stock tune uses different airflow values but it does not dip at the end like the maggie tune.

I read a couple of threads on the HP regarding the population of the histogram where it is recommended that the car is driven around in a "calm" manner throughout the RPMs and having a copilot comes in handy. Still getting accustom to the parameters though.

The trinity is still married to the car and I want to see how increasing certain parameters via the trinity effects the tables/parameters on HP.

Thanks for the author references. :thumbsup:
 

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Sorry for all the posts, but I am really diggin this HP. I have been slowly converting my diablo tunes to HP (load on PCM with diablo and read with HP) and what is cool is now I can see the progression of the SC tunes...in particular how the throttle settings have been adjusted. I have also modified my current tune using the diablo (bumped-up fuel for the headers, raised redline, and increased throttle boost to 10%) to help me understand how such tweaks would be handled in HP. I'm also tempted to see what the diablo 93 tune modifies....I feel like I am cracking the Da Vinci code. :grin2:

Question I have is how well does HP do in catching the nuances of the diablo tunes? Is there anything lost in translation?
 

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Yup, saved the stock and current maggie tune on a DVD, my NAS, my laptop, my desktop and on HPtuners website. :nerd:

There are some odd things where instead of disabling skip shift the limits are changed so it would never engage. The other thing is the throttle airflow (see image) as I mentioned in my last post. Naturally the stock tune uses different airflow values but it does not dip at the end like the maggie tune.

I read a couple of threads on the HP regarding the population of the histogram where it is recommended that the car is driven around in a "calm" manner throughout the RPMs and having a copilot comes in handy. Still getting accustom to the parameters though.

The trinity is still married to the car and I want to see how increasing certain parameters via the trinity effects the tables/parameters on HP.

Thanks for the author references. :thumbsup:
You're Welcome for the references. I hope that they help because I know that they helped me understand things a bit better.

It absolutely helps to fill as much data into the cells that you're trying to tune. The more data, the better. You should also use some filters too if you wanted to filter out the data that wasn't pertinent to your tuning at the time, such as if you're logging WOT and want to filter out some data showing throttle opening (TPS) transitions and stuff like that.

You'll be surprised at what it can do, but here's a little warning........................It can become addicting once you get the hang of it and feel comfortable using it. Another suggestion is to always think about what you're changing before changing it and what effect it will have on your tune. It only takes one mistake to do damage. If you get to understand the basics and what each table/chart/graph does, it'll make tuning easier because you'll have a better idea of what's going to happen with each change.

I suggest rereading Pector55's first post because he understands Mopar tuning well. It's evidenced by his Challenger and his signature.

Sorry for all the posts, but I am really diggin this HP. I have been slowly converting my diablo tunes to HP (load on PCM with diablo and read with HP) and what is cool is now I can see the progression of the SC tunes...in particular how the throttle settings have been adjusted. I have also modified my current tune using the diablo (bumped-up fuel for the headers, raised redline, and increased throttle boost to 10%) to help me understand how such tweaks would be handled in HP. I'm also tempted to see what the diablo 93 tune modifies....I feel like I am cracking the Da Vinci code. :grin2:

Question I have is how well does HP do in catching the nuances of the diablo tunes? Is there anything lost in translation?
Sorry, but I can't help with your question because I've never used a Trinity or Diablo.

I never thought about cracking that DaVinci code! That's pretty true when tuning, but I didn't know that the tuner for Dodge's name was DaVinci! :D
 

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Y..........It can become addicting once you get the hang of it and feel comfortable using it.
LoL, no kidding first thing I do when I come home is grab the laptop and head into the garage....the wife is probably thinking I am either watching porn or chatting on tinder. :jester:
 

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Sorry for all the posts, but I am really diggin this HP. I have been slowly converting my diablo tunes to HP (load on PCM with diablo and read with HP) and what is cool is now I can see the progression of the SC tunes...in particular how the throttle settings have been adjusted. I have also modified my current tune using the diablo (bumped-up fuel for the headers, raised redline, and increased throttle boost to 10%) to help me understand how such tweaks would be handled in HP. I'm also tempted to see what the diablo 93 tune modifies....I feel like I am cracking the Da Vinci code. :grin2:

Question I have is how well does HP do in catching the nuances of the diablo tunes? Is there anything lost in translation?
You can start here:
https://forum.hptuners.com/showthread.php?66353-Dodge-tuning-w-ANN-InjPW-v-Fuel-Mass-spark-advance
 

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Thanks rsmscat. I found this thread which shows the "safest" way to convert a diablo tune to an HP tune. To me this was counterintuitive because there is risk that you don't copy all the changes but if this is the preferred method (minus the Witech as I don't own a micropod) I'll follow it. I wonder if doing it this way prevents any issues with unidentified settings from the diablo tune being copy incorrectly?

https://forum.hptuners.com/showthread.php?47669-Convert-Diablo-CMR-Tune-to-HP-Tuner&p=497114&viewfull=1#post497114

Oh and apparently Ferris Bueller gives tuning advice on youtube. :wink3:
 

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Ok so I used the trinity to set some new parameter values to my tune which I then read with HPT. I must say it is not obvious how to change things in HPT to achieve the same effect.

For example, I set the new redline to 6200rpm, which on the diablo is pretty straight forward but on HPT the parameters you need to change are in a couple of fields (highlighted in green in attached image). To complicate things further the "RPM limit P/N" map is modified as well (gives RPM vs engine run time vs coolant temp) and the way diablo does it is by setting all values to 6000rpm....why not 6200rpm? This is not needed if you have a manual as P/N is disabled. Found out on my very first tune from API it was not, which explains why the car never ran past 4200rpm initially.

But what I noticed on the stock tune is the fuel cut off and the max rpm fields are set to 6000rpm where as the autostick 1 field is 5800rpm and the RPM limit P/N map has a max of 5800 and a min of 4200 once the car warms up. However, I thought on autos changing the rev limit using a trinity does not allow the car to rev at the new rpm in park and neutral.

The learning curve is significant but fun, I am glad I have a manual trans. :grin2:
 

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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/showthread.php?71020-New-to-dodge-tuning-and-trying-to-find-out-the-basic-steps&p=525502&viewfull=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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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. :dunno:

https://forum.hptuners.com/showthread.php?36964-Dodge-Tuning-Hints-and-Tips&p=354216&viewfull=1#post354216
 

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New HP Tuner User

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. :laugh2:

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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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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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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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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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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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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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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