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Although a lot of information was provided in the OP on this tune (here), I decided to post up a new thread on the topic. There were many unanswered questions about what this extensive tune does. Inquiring minds want to know the details!
I had some fantastic support/correspondence directly with Whipple on their tune. Thank you Whipple! Their willingness to respond quickly and answer all questions goes a very long way to convincing me that this will be a great choice.
For background here were a few questions that were partially or not addressed.
The driver demand engine torque table is a 3D table with pedal position on one axis and engine rpm on the other. The table is populated with desired torque valves for the computer to achieve based on your pedal position and engine speed. In order to make more power, this table is raised at higher pedal position and then blended into the stock values at lower pedal positions to create a linear feeling. This is one of many areas in the ECU that must be changed to make more power, but the drive demand is one that directly affects how the vehicle drives. When we say “more throttle response” that is a simple way of describing this change.
2. The TCU is changed only for normal mode. Whipple felt that normal mode did not suit the vehicle, whereas sport mode did, but was too large of a jump up based on the factory normal mode. In factory normal mode gear skipping occurs for fuel economy purposes. So in normal mode, they revised the upshift, downshift and coast-down shift maps (i.e. higher rpms for these) and eliminated skip-ship upshifts to create a sportier feel. Sport mode is still much more aggressive than normal mode, so this new normal mode is still perfectly suited for daily driving as intended. The shift torque modulation in normal mode is also revised so it produces smoother, more positive shifts during part throttle conditions.
3. At this time there is no option for ECU tuning without TCU changes.
Some additional information.
4. Redline: The engine redline is increased to 6500 rpm, but the WOT shift points are at 6000 rpm in auto shift modes which keeps the engine it in the highest average power across gears. I wonder if the digital tach now shows 6500 rpm?
5. The speed limit is increased to 135 mph Further evidence supporting my claim that a top speed bump is likely safe despite tires having a S speed rating of 112 mph. A lively debate on that here on the forum. Also, looks like post #16 there there got the wrong tire spec and speed rating. It is 116S and C load rating, top speed 112 mph, not 116 mph.
6. Octane and tune accommodation thereof: This tune is intended for 91+ pump gasoline using the (R+M)/2 scale. It can also support up to 30% ethanol content. There will be little to no gains beyond 93 octane and achieving that with an equivalent 93 octane with an ethanol blend (E30) will make a bit more power than a non-ethanol 93 octane. The tune will automatically adapt to different octanes with/without ethanol as the factory auto octane feature is still enabled. So if one were to fill up with 87 octane by mistake, the PCM will reduce boost and timing to a safer level. It does this by monitoring engine knock, so the engine has to knock to lean down which is why low octane fuel is not recommended.
Images directly from Whipple website.
I had some fantastic support/correspondence directly with Whipple on their tune. Thank you Whipple! Their willingness to respond quickly and answer all questions goes a very long way to convincing me that this will be a great choice.
For background here were a few questions that were partially or not addressed.
1. Whipple increased the "driver demand engine torque table" which affects all drive modes. Each drive mode has its own pedal modifier to make it feel more or less responsive depending on the mode. The pedal modifiers are stock, so each drive mode will still feel different and keep its intended characteristic.
The driver demand engine torque table is a 3D table with pedal position on one axis and engine rpm on the other. The table is populated with desired torque valves for the computer to achieve based on your pedal position and engine speed. In order to make more power, this table is raised at higher pedal position and then blended into the stock values at lower pedal positions to create a linear feeling. This is one of many areas in the ECU that must be changed to make more power, but the drive demand is one that directly affects how the vehicle drives. When we say “more throttle response” that is a simple way of describing this change.
2. The TCU is changed only for normal mode. Whipple felt that normal mode did not suit the vehicle, whereas sport mode did, but was too large of a jump up based on the factory normal mode. In factory normal mode gear skipping occurs for fuel economy purposes. So in normal mode, they revised the upshift, downshift and coast-down shift maps (i.e. higher rpms for these) and eliminated skip-ship upshifts to create a sportier feel. Sport mode is still much more aggressive than normal mode, so this new normal mode is still perfectly suited for daily driving as intended. The shift torque modulation in normal mode is also revised so it produces smoother, more positive shifts during part throttle conditions.
3. At this time there is no option for ECU tuning without TCU changes.
Some additional information.
4. Redline: The engine redline is increased to 6500 rpm, but the WOT shift points are at 6000 rpm in auto shift modes which keeps the engine it in the highest average power across gears. I wonder if the digital tach now shows 6500 rpm?
5. The speed limit is increased to 135 mph Further evidence supporting my claim that a top speed bump is likely safe despite tires having a S speed rating of 112 mph. A lively debate on that here on the forum. Also, looks like post #16 there there got the wrong tire spec and speed rating. It is 116S and C load rating, top speed 112 mph, not 116 mph.
6. Octane and tune accommodation thereof: This tune is intended for 91+ pump gasoline using the (R+M)/2 scale. It can also support up to 30% ethanol content. There will be little to no gains beyond 93 octane and achieving that with an equivalent 93 octane with an ethanol blend (E30) will make a bit more power than a non-ethanol 93 octane. The tune will automatically adapt to different octanes with/without ethanol as the factory auto octane feature is still enabled. So if one were to fill up with 87 octane by mistake, the PCM will reduce boost and timing to a safer level. It does this by monitoring engine knock, so the engine has to knock to lean down which is why low octane fuel is not recommended.
Images directly from Whipple website.
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