I have a Magnuson Supercharger kit for my 2013 Land Cruiser and need an ECU calibration. I contacted Magnuson and they won't do anything as it is a used unit. Does anyone have a calibration or a recommendation? I already have an HP Tuner
ECU Calibration for Supercharged Land Cruiser
- Thread starter njbrain
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What do you mean a calibration? Meaning a custom tune for the Magnuson?
I would reach out to one of the more popular Tundra tuners since you can flash yours with HPTuners. Overland Tailor Tuning I know does supercharger tuning for the Tundra's and I have talked to them about tuning my 2018 LX570.
overlandtailor.com
I would reach out to one of the more popular Tundra tuners since you can flash yours with HPTuners. Overland Tailor Tuning I know does supercharger tuning for the Tundra's and I have talked to them about tuning my 2018 LX570.
Overland Tailor
Calling all On & Off Road Enthusiasts Overland Tuning - Custom Calibrations
overlandtailor.com
- Thread starter
- #3
Yes, I need a custom tune for a Magnuson Supercharger. I contacted Overland Tailor Tuning, but they won't tune with the tuner I have.
I would go to the Tundras.com and ask in the performance section who the top tuners are for HPtuners.
I’m very familiar with HPTuners as I had an F150 Ecoboost and that’s the dominant tuning platform, but there is zero overlap with Toyotas with regards to tuners.
HP Tuner will do the job, does the Magnuson comes with uprated injectors? I have a 2008 LC with Harrop Stage 2 (with uprated injectors). I personally did the tuning after i could not find anyone familiar with Toyota. Most tuner that use HP Tuner only cater to American cars. Familiarity of the ECU mapping differs from car manufacturers, therefore parameters and how it was implemented varies.
At a minimum you need to adjust the MAF scaling, if you have the uprated injector then you need to program in the injector manufacturer parameter into your ECU. These are the two important things you need. I did not change any of the timing nor other parameters. The truck run good.
At a minimum you need to adjust the MAF scaling, if you have the uprated injector then you need to program in the injector manufacturer parameter into your ECU. These are the two important things you need. I did not change any of the timing nor other parameters. The truck run good.
I’ve looked at the 5.7 tunes quite a bit and still dont fundamentally understand the logic in the tuning and really wonder how many of the tuners do.
I do know that you can borrow some of the changes from the TRD supercharger tune for the Magnuson. They make changes to the Torque to air load tables, AFR targets and cam timing. It’s not perfect since the Magnuson is a 2650 and the TRD is a 1900 but it’s probably better than using the NA numbers
Actually, i was surprised to learned about this problem and experienced it. I took my truck to a well established tuning shop nearby who is particularly HP tuners as their main platform of choice. They have corvettes, camaros & other GM cars parked in their parking lot waiting to be tune. They requested to have my truck for three days. After three days i pick up my truck and the guy said everything went well on the installation of the 2nd stage injector and pulley and the tune just fine. Handed me a print out of the dyno run and paid $1300 for the entire work. I was excited to drive the truck.
I made then do installing the injectors and pulley versus doing it at home then drive the truck to the tuning shop, at a minimum I need to have towed to the tuning shop anticipating the truck won't run right afraid of engine damage and also i'm not familiar of the HP Tuner nor i know the steps needed. My experienced is limited to motorcycle carburetors on 4 stroke and 2 strokes dirt bikes, i would say decent enough understanding along with dyno but testing to know lean or fat fuel mixture.
One things i did made myself familiar prior to this event is learn how to read and download the stock factory ECU using the HP Tuner. Incase something goes wrong I can load back the factory ECU if needed. Going back to the test ride after picking it up from the tuner, I notice the truck was off if you put show load, some surging at mid RPM but no sign of check engine. Drive home feathering the truck and disappointed how is that possible they (tuner) unable to detect this issue. Immediately down load the new ECU tune and did a comparison of the original factory and to my surprise it was IDENTICAL! The MAF profile and injector scaling is the same, which it can't be right, red flag! I was pissed and very disappointed, now i'm stuck with a truck that barely run and spent $$ that conscience that is killing me of guilt regretting the entire decision doing the project. This is where i decided to take matters on my own and taken a deeper dive on the HP Tuner and Toyota ECU mapping. I search the entire internet for HP tuner files regarding Tundra 5.7 V8 stocks and modified. I started comparing ECU files and familiarizing ECU editing. To make things short, I have a feeling that the close loop system of the ECU will take care of the rest as long I give it proper scaling of the injector and MAF. I left the timing alone and the rest of the parameters and spent countless street runs as my real dyno while monitoring the engine temp, AFR, injector banks sync timing and AIT. I was able to come up some tune that i feel good enough and have enough hours and conditions I phase the truck and so far doing good. I shared some images on some previous post.
I made then do installing the injectors and pulley versus doing it at home then drive the truck to the tuning shop, at a minimum I need to have towed to the tuning shop anticipating the truck won't run right afraid of engine damage and also i'm not familiar of the HP Tuner nor i know the steps needed. My experienced is limited to motorcycle carburetors on 4 stroke and 2 strokes dirt bikes, i would say decent enough understanding along with dyno but testing to know lean or fat fuel mixture.
One things i did made myself familiar prior to this event is learn how to read and download the stock factory ECU using the HP Tuner. Incase something goes wrong I can load back the factory ECU if needed. Going back to the test ride after picking it up from the tuner, I notice the truck was off if you put show load, some surging at mid RPM but no sign of check engine. Drive home feathering the truck and disappointed how is that possible they (tuner) unable to detect this issue. Immediately down load the new ECU tune and did a comparison of the original factory and to my surprise it was IDENTICAL! The MAF profile and injector scaling is the same, which it can't be right, red flag! I was pissed and very disappointed, now i'm stuck with a truck that barely run and spent $$ that conscience that is killing me of guilt regretting the entire decision doing the project. This is where i decided to take matters on my own and taken a deeper dive on the HP Tuner and Toyota ECU mapping. I search the entire internet for HP tuner files regarding Tundra 5.7 V8 stocks and modified. I started comparing ECU files and familiarizing ECU editing. To make things short, I have a feeling that the close loop system of the ECU will take care of the rest as long I give it proper scaling of the injector and MAF. I left the timing alone and the rest of the parameters and spent countless street runs as my real dyno while monitoring the engine temp, AFR, injector banks sync timing and AIT. I was able to come up some tune that i feel good enough and have enough hours and conditions I phase the truck and so far doing good. I shared some images on some previous post.
- Thread starter
- #8
Thanks all for your input. With the help of google and the hptuners forum I got it done. I opened my Land Cruiser file and a Toyota TRD tundra tune with HP tuners, compared, and copied all differences to my Land Cruiser tune. That only copies parameters where the tables are the same. MAF, Injector, transmission, cold start, and a few others all copied over. I opened up the timing and VVT tables and manually copied that data till to make It essentially the same. I couldn't copy and paste as the number of cell blocks was different, but was able to get a very close model by coping select columns and using the interpolate function. Loaded it up and it runs like a champ.
That's exactly what i did collecting files and comparing them. Are you using the stock air box? Also the AIT that is located on the Harrop charger manifold is susceptive to heat soak (can cause Check Engine) specially when highway run then park. Try using the stock factory MAF/AIT and see if that clears it. I also used the AFE intake system.
- Thread starter
- #10
I am running the factory lower and Magnuson upper intake box.
Not an expert on this mater, just able enough to do and observed. Hopefully someone can share their knowledge.
My understanding is the more accurate the air temperature measurements before it goes to the cylinder chamber the better the ECU will be able to determine the exact fuel and timing. Now, Harrop has provided an AIT sensor mounted on the charger air manifold and a wiring harness that seem to give you options to use either the factory AIT or the Harrop AIT. I know for sure the Harrop AIT are getting heat soak affecting the measurement due to large aluminum mass of the manifold itself, i would get a check engine (actuall a series of malfunction including stability controls) total unrelated. The truck remain unaffected by this errors and after several miles it would go away. The actual engine cooling temperature remain 198 degree. This issue it much less if i use the factory AIT. With the factory AIT i only get this issue when i'm really doing a high speed with 7K of tow load and then park in a rest stop. The next start up this issue will show up but without adverse effect in performance, eventually will go away. Also i confirmed AIT resistance values on both devices are different at a given temperature point, just forgot to take notes of the difference and there is a noticeable difference in engine performance if you switch back and forth. I'm currently configured using factory AIT. Just a little annoying and i need to learn more how the other parameters are being utilized to compensate for this issue on the HP tuner ECU mapping. I also know furthermore optimization of the MAF profile is needed. My wideband O2 sensors and boost meter are in placed, just needing completion of the final wiring. On the timing tuning, totally alien world to me.
Moby
GOLD Star
Where did you put your wideband? I'm thinking of having mine in the downpipes, before the cats.
Yes, down pipe before the cats.
- Thread starter
- #16
Perhaps this question wasn't directed at me, but my Magnuson charged Land Cruiser runs perfectly
It run very well. It feels smoothness of the factory except with more power. Its coming to the point of needing a bigger brakes to slow down the rapid weight.
I’m looking at it also. It’s the cost of a c5 though
Yes took my truck Carb Connection. I feel they specialized on GM cars and trucks but not Toyota. Maybe its a blessing they left the stock ECU rather than doing something that could have resulted to more catastrophic engine failure. Also it force me to learn the HP Tuner, the ability to make changes in a controlled manner is priceless. One thing that surprise me is that with the stock factory ECU program even with the 2X size injectors the truck ran and tolerate the calibration mismatch. The close loop system Toyota has enough range to compensate. Maybe on a newer models it will induce the limp mode, my truck is a 2008. I also confirmed difference between model years on their ECU table mapping and additional features. This truck now serve as a daily driver, heavy tow vehicle, family car and a bug out land rover with my 3.5" lift and 35" tires. Love it! I highly recommend supercharger upgrade, you just need a little effort getting it right. HP Tuner is awesome, even as simple of scaling my tire size to my speedometer, easy. I tried messing with the transmission shift points, definitely another area that can enhance the driving dynamics to individual personal preference, make change and if you don't like, revert back.
