That1Seven, were you running premium fuel on map A and B, or regular fuel? If the lights started blinking, I'm sure your truck went into safe mode while on the dyno. These trucks really don't like being on dynos. I had the same issue with my RX8, it was almost impossible to get an accurate hp reading because it would always go into limp mode if the rear wheels would spin faster than the front for a certain amount of time regardless of trac/stability control being turned off. However, 15:1 AFR's is very dangerous. Call them and see what's up.
yeah i was running premium gas.. reason why i did so many runs was... trying to find a gear where it would not downshift
we tried 2nd, than 3rd, than 4th than 5th PULLS
but when i was in 5th at 60mph it would downshift
4-5 runs with out chips gave me same whp
man i tried calling unichip all day!! left message once. no help at all i'm kinda pissed about that
i call there main number.. some guy would answer than transfer me to technical support and no one is there it sucks!
stress full.. i'm a service technician in the hvac and its not easy to take time out and call
Last edited by that1seven; 09-11-2008 at 05:41 PM.
what mods are on your Tundra? because your (without chip) numbers are higher than stock already!
zoomers cat back and volant intake
unichip called me back.. technical support guy.. than transfers me some other guy.. which i get his machine.. which i hang up the phone
which i'm still not very happy
unichip called me back.. technical support guy.. than transfers me some other guy.. which i get his machine.. which i hang up the phone
which i'm still not very happy
PM me your phone number and other contact info and I'll forward it to Mike and Jack. Mike says he will try to post tomorrow explaining what happens to the Tundra while on the dyno. He says this is why they haven't posted dyno numbers. They can't prevent it from downshifting on the dyno and going into safe mode. Real world driving, however, has shown that the chip gives improved performance and mpg's. I think they are traveling today which is why you got voicemail recording.
__________________
2007 Tundra 5.7 SR5 DC Slate Metallic w/ Sport Appearance package
2004 Mazda RX8 6-speed GT Brilliant Black: TRADED
Mods to date:
Unichip tuner
Flux software (arriving soon)
Volant Intake
Projector & LED headlights
Custom two tone leather seats
Stainless Steel running boards
Weathertech Floor Liners
Window tint
Royal Purple motor oil
PM me your phone number and other contact info and I'll forward it to Mike and Jack. Mike says he will try to post tomorrow explaining what happens to the Tundra while on the dyno. He says this is why they haven't posted dyno numbers. They can't prevent it from downshifting on the dyno and going into safe mode. Real world driving, however, has shown that the chip gives improved performance and mpg's. I think they are traveling today which is why you got voicemail recording.
well someone did call me back but yeah
doesn't matter about the downshifting b/c i dyno'd same with out the chip and i made more power
but yeah i'll pm you
thx
I'm sorry you were transferred into voice mail he**. Mike O’higgins is our tech support manager, he has been tied up testing more Tundra Harness all day ( I would not want that job, remember your install? now do it 200 times) . Call back and ask for me, Mike Timmons. I should be sitting at my desk. If I don't answer tell the guy on the phone to find me. I don’t like it when my customers are unhappy! I think everone in this forum will agree we take care of our customers. you can also emial info@unichip.us in the future.
I'm gonna say that it won't. I believe the unichip alters the 02 voltage before it enters the ECM, so the 02 readings with your scan gauge would be off.
Thank you for the response. So it sounds like the only option is to go to the dyno to get the A/F ratio. It seems like our trucks are difficult to get accurate dyno info because even with the nannies off, the truck still has nannies!
Ok guys, let’s all take a breath and let me explain what is going on .
We’re past the days where you throw a vehicle on the dyno, do a couple of pulls, and look at a set of numbers to see what will happen out on the road which is obviously where your engine management “corrections” should be “correct.” This comes up every time we get into a new vehicle population and guys try to wrap their arms around what’s happening in the engine, so it’s not entirely surprising.
Looking at the chart, the Unichip is leaning out the AFR exactly the way it’s supposed to; the problem isn’t with what the Unichip is doing, the problem is the value the truck is running without the Unichip installed. What’s driving that is what’s happening with the Tundra on the dyno, not because the Unichip’s working incorrectly or is programmed incorrectly. There is only one set of conditions the stock ECU keeps the engine this lean and it’s the same set of conditions replicated by a typical dyno pull.
Briefly… if you watch the truck in the real world, how it behaves after transitioning to Open Loop depends on a number of factors including among others commanded load, calculated load, time, and transmission actions. If you’re on a relatively flat road and not towing and stab the throttle, the engine behaves completely differently than if you’re hauling something. If you open the throttle below the transmission downshift threshold, the engine stays relatively lean to improve mileage… that’s why the truck on this dyno is lean without the Unichip installed. Even though the engine is at full load, the throttle onset rate at the beginning of the pull was sufficiently slow that the transmission didn’t downshift.
However, when the truck stays under a sustained load – indicated to the ECU by a combination of commanded load and time under load, the engine substantially enriches. You can see this by watching the AFR while towing or by pushing the throttle aggressively enough that the transmission immediately downshifts, or by staying in the throttle after the transmission upshifts during acceleration, or by keeping the load high by hauling something, going up a hill, or both. In each of those circumstances, the AFR goes richer which makes the Unichip’s correction exactly correct.
Put what happened into the real world and let’s see why we set things up like we do…
• Use Case 1 – standing start like a drag race. You smack the throttle and the engine accelerates very much like the dyno pull although just a little richer because of the cooler temperatures on the road. As soon as the transmission upshifts to 2nd gear, the AFR drops and the Unichip’s correction is perfect.
• Use Case 2 – hard acceleration from a steady-state cruising condition. You smack the throttle, the transmission immediately downshifts, the immediately AFR drops, and the Unichip’s correction is again perfect.
• Use Case 3 – sustained high load due to towing or climbing a grade. Assuming you don’t immediately transition to Use Case 2 with a transmission downshift, as soon as the ECU detects the high calculated load for a (short) predetermined period, the AFR drops and the Unichip’s correction is perfect.
As we’ve discussed, the “total” answer to these sort of questions are way, way, way more complicated but in a nut shell there’s no problem with what’s happening in the case study. Dyno’s are really good for some things… we use ours every day. If you know what the vehicle is doing, why it’s doing what it’s doing, and how that compares with what that same vehicle does on the road in the real world, dyno’s are great tools. If you don’t know all of those things, dyno’s are a waste of time and raise far more questions than they answer. Nobody buys a vehicle to drive it on the dyno, and unless a particular vehicle functions exactly the same way on the dyno as it does on the street, we don’t make our calibrations for the dyno, we make them for where the vehicle is being used. Look at it this way, given that the truck behaves differently on the dyno and the street (which they almost all do today, including this Tundra), where do you want your engine management solution to give you power?
Please, if anyone has felt like our customer service has been poor, let me know. Also, when we have someone posts info like that we are going to look in to the problem, figure out what is what and then get back to everyone when we have the correct answer.
hi, unichip you are trying to explain it to many people that don't understand. even i didn't get it.
but 1 thing is for sure, my truck with your UNICHIP has beaten every tundra, every time.
so i know it is working.
my dyno proved the increase in HP, & torque. but more importantly for me, i have proven results, by driving in the real world.
but some said my reading were off too- AFR.
well like you said in the real world, driving on the street it is AWESOME.
in my opinion- it is doing exactly like you said it would.
dyno and street are 2 totally different thing's.
dyno's are usually done, on tundra's in 1 set gear. other wise the sheet would be 20 pages long going from 1st gear to 5 th or 6th gear.
beside, on a dyno you have a fan blowing onto the radiator, which doesn't produce real life on the street air.
on the street it REAL air, pushing into the whole engine compartment.
this isn't a company in business for a year or 2. or this isn't you 1st unichip module made for a tundra.
personally i love the product. i can even keep up the big boy's. not bad for a few mod's.
take a on board computer that will take real life experience's on the road, not the dyno.
and than see how the truck AFR reacts.
before and after the UNICHIP install. but make sure you give the ecu unit time to adjust.
30 to 50 miles of driving each with and without the unichip.
this product is a modifcation product. and it did and does, help me smoke all other 4.7's.
if i had a 5.7 i would have all the mod's done including the trd supercharger, and than add the unichip. but thats me, thats how much i belive in the product and company.
if you have this product and you have a issue, did you install it?
did you give it time, to adjust?
was it installed correctly?
i will say it again, some will love it, some will not.
for the price, it gives you a whole lot of HP & torque. for the money.
headers cost lets say 500, plus another 100 for oem manifold gaskets, and another 600+ to install them. thats 2x what you paid for the unichip.
and
the unichip does alot more than the headers do.
add the flux, and now you got a even better product.
regardless, the chip suppose to make more power, it should have shown gains on a dyno.. no matter what.
i didn't let ecu learn it self when i took the chip off and ran my truck stock, it still made more power. either theres something wrong with my chip or if you claim thats how the chip works.. well something isn't right
i don't have time to just call unichip, or have unichip to call me back and transfer me to someone else whose not answering the phone, its pointless and waste of my time and my phone mins
i'm sorry i can't just be transferred and get a voicemail and i would have to call back to tell the person i havn't gotten hold of person than they transferred me AGAIN
edit....
again i've been around edge and bullydog
they are also a piggyback .. they show hp as soon as u change the setting so idk how this could be different
Last edited by that1seven; 09-12-2008 at 01:58 AM.
Looking at the chart, the Unichip is leaning out the AFR exactly the way it’s supposed to; the problem isn’t with what the Unichip is doing, the problem is the value the truck is running without the Unichip installed.
The truck is running at 15.1 AFR under full throttle on the dyno!
Are you saying that's exactly what it's supposed to do? Are all of the units programmed that way?
I'm surprised the dyno operator didn't pull the plug on the runs when he saw that.
I understand your hesitancy about using a dyno as a comparison to real world performance. But defense of a 15.1 AFR at Full Throttle is a little too much for those of us familiar with tuning to swallow.
So, instead of dyno charts, why not post some of your Use Case data logs?
I know I have hours of them from tuning my supercharged Tacoma over the years. Very simple Excel sheets graphing AFR, timing, throttle position, and load.
I, like many here, have waited for the hard data to roll in from this exciting product of your's. And, frankly, it doesn't look good. I'd like to see your Use Case numbers to back up your statement that "Unichip’s correction is perfect". Until then, we have a very disturbing dyno chart.
The truck is running at 15.1 AFR under full throttle on the dyno!
Are you saying that's exactly what it's supposed to do? Are all of the units programmed that way?
I'm surprised the dyno operator didn't pull the plug on the runs when he saw that.
I understand your hesitancy about using a dyno as a comparison to real world performance. But defense of a 15.1 AFR at Full Throttle is a little too much for those of us familiar with tuning to swallow.
So, instead of dyno charts, why not post some of your Use Case data logs?
I know I have hours of them from tuning my supercharged Tacoma over the years. Very simple Excel sheets graphing AFR, timing, throttle position, and load.
I, like many here, have waited for the hard data to roll in from this exciting product of your's. And, frankly, it doesn't look good. I'd like to see your Use Case numbers to back up your statement that "Unichip’s correction is perfect". Until then, we have a very disturbing dyno chart.
I ditched Unichip for URD's Calibrator when I had my '05 V8 4Runner. Leaned the AFR's from 11:1 to 13:1 and gained 8 whp and a flatter torque curve - ON A DYNO and could feel it on the street too.
ww.Unichip.us: After I supercharge tuning will be the next thing I do. Tell me why I should use Unichip instead of going back to URD...
Re: Unichip Tuner
Linear Mode
