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VMP TUNING FAQ
VMP TUNING FAQ
How do I get in contact with a VMP Calibrator?
The quickest way to contact a VMP calibrator is by replying to your tuning ticket / email chain or emailing into Sales@VMPPerformance.com. Tuning support is handled via email, and is not avaible via phone.
How long does it take to receive a VMP custom tune file?
Tuning leadtimes are typically 3-5 business days from the time that the VMP Tune Order Form is submitted, unless 1-2 business day expedited tuning is purchased. Leadtimes can vary if there is additional information needed before the tune file can be written. After the initial file has been sent, datalog reviews and tuning revisions can be expected withing 7-10 business days.
Which tuning devices does VMP offer tuning support for?
VMP offerstuning suport via the SCT tuning devices, and HP Tuner's tuning devices. However support for each device varies based on vehicle. In addition, the HP Tuner's MPVI cables are only supported through the TDN app - .HPT files are not provided via email.
Does VMP encrypt their tune files?
Yes, VMP tune files are encrypted and are not editable in neither VCM Editor nor SCT Advantage.
Will VMP load my tune file to my SCT device before it ships out from their facility?
Yes, your tune files will be loaded to your SCT device before it ships out UNLESS the tune order form was not filled out within 10 days of purchase, or your vehicle requires that the strategy be read from the car before the tune file can be written.
Does VMP offer burble exhaust tunes or ghost cam tuning?
No, VMP offers performance enhancing engine and transmission tuning which does not include novelty tuning such as ghost cams or burble exhaust tuning.
Are there refunds offered for VMP tune files?
No, VMP does not offer refunds for tune files that have already been sent out. Please review our return policy for more information: https://www.vmpperformance.com/returns-exchange
VMP TUNING POLICIES
VMP TUNING POLICIES
DATALOGGING/DIAGNOSTICS POLICY
DATALOGGING/DIAGNOSTICS POLICY
Datalogging/Diagnostics support is available for up to 6 months from the date of purchase of your tuning.
This support, including the amount of tuning revisions offered, is limited at the discretion of the VMP calibrator. The VMP calibrator will review datalogs and make revisions until the tune file is dialed in for the vehicle's modifications. At the time that datalogging support is expired, additional support can be purchased.
* Datalogging support does not include revisions for new modifications *
REFUND/RETURN POLICY
Once a tune file has been sent out via email, a refund is no longer available.
VMP is happy to assist with with any concerns you may have after receiving a tune file - this support includes limited datalogging support and email-based diagnostics.
CUSTOM TUNE UPDATE POLICY
Custom tune updates are available to current* VMP tuning customers that need to update the tune file for a new modification.
We highly recommend reaching out to your tune to verify your new modification is supported, and how much the update will be for the new part.
*Current means same vehicle, same owner, and still within the tuning support time frame window*
WHAT TO DO AFTER YOU'VE RECEIVED YOUR VMP CUSTOM TUNE FILE(S)
WHAT TO DO AFTER YOU'VE RECEIVED YOUR VMP CUSTOM TUNE FILE(S)
Step 1) Install your modifications, and load the VMP custom tune file(s)
If you're using an SCT tuning device, learn how to load your SCT tune file(s) by clicking the following link: HOW TO LOAD YOUR VMP CUSTOM TUNE FILE(S) VIA SCT
If you're using an HP Tuner's RTD Interface, learn how to load your HP tune file(s) by clicking the following link: HOW TO LOAD YOUR VMP CUSTOM TUNE FILE(S) VIA HP TUNER'S
Step 2) Look over your installation and verify the vehicle is mechanically sound.
Scan & diagnose any DTCs codes present
Look for and correct any vacuum leaks
Look for and correct any disconnected harnesses
Verify intercooler flow in intercooler reservoir: How to Check Intercooler Flow - YouTube
Step 3) If desired or requested, provide your calibrator with datalogs from the vehicle
Reply to the tuning email chain and request datalogging instructions. If you have any questions or concerns regarding how your vehicle is running, please also include details in your email reply.
ALTERNATIVE FUELS (E85, RACE FUELS, & OCTANE BOOSTERS)
ALTERNATIVE FUELS (E85, RACE FUELS, & OCTANE BOOSTERS)
When you first fill your tank with a new fuel, the fuel system (fuel pumps, lines, rails and injectors) will still have the previous fuel left in them. It takes time for the previous fuel to be completely consumed and for the new fuel to be injected. It's important to keep this in mind when loading a tune file that is specific to the new fuel.
Notes:
It is normal for your dash to reflect a lower AFR on the dash with an E85 file loaded into the vehicle.
Due to the volatility, freezing point, and lower energy content of E85 and some race fuels, restart conditions can be affected - especially in colder conditions.
2018+ Vehicles
2018+ Ford vehicles have two different fuel systems that need to go through the process of consuming the previous fuel before it can finally inject the new fuel. These two fuel systems are used at different times, depending on driving conditions.
The port injection fuel system is utilized in idle and part throttle conditions, while the direct injection fuel system is utilized on startup, in high-load part throttle, and also wide open throttle (WOT) conditions.
E85 / Race Fuels
E85 and most race fuels require a change in the stoichiometric air fuel ratio in the tune file.
Due to the differences in stoich points, there are procedures that should be followed when swapping to these fuels to avoid changes in the fuel trims:
E85 / Race Fuel Fill-up Procedure
Run the fuel tank as low as possible
The less fuel you start with, the better
Completely fill the tank with the new fuel
Flash the VMP tune file that is written for the type of fuel you've filled with
Immediately drive the vehicle for at least 20-25 miles in different driving conditions to allow the vehicle to adapt
It is NORMAL for the vehicle to perform differently until the previous fuel is completely out of the system.
Perform a KAM RESET with your device
Found in the VEHICLE FUNCTIONS > SPECIAL FUNCTIONS menu of the SCT device
Potential issues:
When swapping between E85/Race Fuel and 91/93 octane, the fuel trims can be affected. Depending on how much of a mixture of fuels is in the tank and what file is flashed, you can see rich fuel trim adjustments or lean fuel trim adjustments being made. If the mixture is significant enough, you can see codes related to rich or lean conditions.
Rich codes after swapping to E85
Rich codes that take place after swapping to E85 are a result of the fuel being of a higher stoich point than what is calibrated for.
Potential causes:
Ethanol content of the fuel being injected is lower than 85%
Too much 91-93 octane was left in the tank when filling with E85
Lean codes after swapping to pump gas 91/93 octane
Lean codes that take place after swapping to pump gas 91-93 octane is a result of the fuel being of a lower stoich point than what is calibrated
Pote
Octane Boosters
Octane boosters are a great way to increase your fuel quality, without changing the stoich point & fuel trims of your fuel. We recommend the following octane boosters:
Boostane Shots, Premium or Professional
VP Octanium
Does using an octane booster require tuning?
No, using an octane booster does not require tuning changes. In many cases, an increase in performance can be seen just by mixing octane booster into your tank of 91/93 octane. However, receiving a dedicated 100 octane tune file may further increase power.
Octane Booster Fill-Up/Mixing Procedure
Determine your targeted octane level and the ratio necessary to get there
Most octane booster manufacturers will have a chart to direct you on how much booster to use to achieve desired octane
Run the fuel tank as low as possible
Pour the desired amount of octane booster into the filler neck
Note: Due to their saddle style fuel tank design, 2005-2022 mustangs are more susceptible to not mix properly if you do not first pour in the boostane before filling the tank with fuel
Fill the car with the corresponding amount of fuel to meet your targeted octane level
100 Octane (via octane booster) Specific Tune Files
VMP offers 100 octane specific tune files that can be used for additional performance. With this file loaded, an octane booster:pump gas ratio of at least 100 octane is required in order to be safely ran.
Precautions:
Do not load the tune file before you've filled up and driven the vehicle to adequately mix the fuel and octane booster.
If you load a tune file written for 100 octane, and you do not have a proper mixture in the tank before going WOT, then more spark advance will be commanded than what is safe for the fuel that is being injected. Vehicles with good knock sensors are able to pull out some of that spark advance, however this is not ideal.
TRACTION CONTROL / ELECTRONIC STABILITY CONTROL / ADVANCE TRAC
TRACTION CONTROL / ELECTRONIC STABILITY CONTROL / ADVANCE TRAC
Following modifications that add horsepower, some customers feel the car “falling on its face.” The majority of the time, this feeling is a result of traction control (TC) or electronic stability control (ESC) reducing engine power to prevent wheel slippage - it does so by removing spark and fuel or by closing the throttle blades.
The long term solution is appropriate tire and suspension modifications, specific to your application.
For a short term solution, we recommend disabling TC/advanced before making wide open throttle (WOT) pulls.
You can disable this feature by doing one of the below processes:
’05-’10 Mustang GT: Single press the traction control switch
’11+ Mustang GT / GT500:
Disable TC: Single press TC switch
Disable TC & ESC: Hold brake and TC switch for 5 seconds *Proceed with caution*
’15+: Disconnect the ABS plug located near the airbox *Proceed with caution*
* Disconnecting this plug will result in ABS lights in the dash until plugged in and driven again*
** 17 Mustang GT - having the ABS plug disconnected for too many key cycles can result in a code that will disable power steering; power steering won’t be enabled again until the code is cleared from the BCM with an IDS tool **
ABS connector for 15+
VMP DYNO PROCEDURE
VMP DYNO PROCEDURE
We like to discuss your expected horsepower to ensure your goals are achievable and safe. Before the dyno, it's ideal to datalog and adjust the tune if needed, and consider any additional modifications. On dyno day, datalogging the pulls is highly recommended for analyzing the car's performance.
Preparation:
Notify Us: Let us know your dyno schedule a few days in advance so we can discuss your horsepower goals and ensure everything is set for achieving them safely.
Forward Information: If you haven't already, please forward this information to the person who will be operating the dyno.
Datalogging & Revisions:
Use Customer’s Tuning Device: Ensure that you are datalogging using the customer’s tuning device. Refer to the attached configuration file for specific instructions and settings.
Remote Tuning Support: Note that remote tuning support does not include same-day datalog reviews and tune revisions. To receive active support during your dyno session, you can purchase a Live, Remote Tuning Session as an add-on.
Performing the Dyno Pulls:
Rev the Vehicle: Rev the vehicle out to the soft rev limiter, typically set between 7,300 - 8,200 RPM. Make sure to reach this limit during the pull.
Gear Selection: Perform the dyno pull in the recommended gear. Use your discretion to ensure the selected gear is safe for your dyno, tires, and output shaft speeds.
Cooling:
Allow Cooling Time: After each pull, allow the vehicle to cool down for a minimum of 5 minutes. Utilize fans to direct airflow across the radiator and supercharger if possible.
Traction Control:
Disable Traction Control and AdvanceTrac: Before performing pulls, ensure that traction control and AdvanceTrac are disabled:
2005 - 2010 GT, 07-10 GT500: Single press the traction control button.
2011+ GT and GT500: Hold both the Brake and traction control buttons for 5 seconds.
2015+ GT and F150: Disconnect the ABS connector near the airbox.
Wideband Installation (Pre-2011 Vehicles):
AFR Data Display: Install a wideband and ensure that AFR (Air-Fuel Ratio) data is displayed using one of the following methods:
On the dynograph via analog input through the dyno software.
In the datalogs via an analog input through the datalogging software.
Via a video recording that includes the tachometer.
Additional Notes:
Safety: Always prioritize safety for both the vehicle and equipment.
Documentation: Ensure all relevant data is recorded and documented properly for review.
Please follow these guidelines closely to ensure accurate and reliable results. If you have any questions or need further assistance, don’t hesitate to reach out.
MAF WASH - AFTERMARKET OR MODIFIED HOOD / FRONT GRILLE
MAF WASH - AFTERMARKET OR MODIFIED HOOD / FRONT GRILLE
The MAF sensor is one of the most important sensors that dictates how the vehicle will run, and having a steady and consistent air flow reading across this sensor is necessary to have a well driving vehicle.
What is MAF wash?
MAF wash takes place when there is erratic airflow washing across the MAF sensor, causing fluctuations in MAF voltages/frequenc and resulting in erratic fueling changes.
What causes MAF wash?
Aftermarket or modified hoods / front grilles
Hoods or grilles that have been designed/modified for "ram air" effects (especially when driving downg the road) will cause MAF wash on vehicles that have an open airbox cold air intake.
Open airbox cold air intake
With cold air intakes that have open airboxes, forced air coming from radiator fans while idling can cause MAF wash.
Custom cold air intakes
Cold air intakes that have sharp turns in the piping before the MAF sensor can cause the air to tumble before going across the MAF sensor, resulting in MAF wash. * Very common in engine swap vehicles *
How does MAF wash affect a vehicle?
MAF wash can cause issues with both drivability and idle characteristics. When the MAF signal is fluctuating, so is basically everything else in the ECU - we've seen MAF wash be the cause of idle surge, part throttle surge and even stalling. These fluctuations in MAF signals can cause lean, rich or misfire codes that cannot be cured via tuning.
What does MAF wash look like in a datalog?
When MAF wash takes place, typically you will find that the MAF signal will begin to fluctuate, followed by fluctuations in Fuel Trims and Measured AFR. For example, pictured on the right, MAF wash was being caused by the radiator fans turning on at a certain Engine Coolant Temperature - the fans come on, MAF Signal becomes noisy and Measured AFR begins to rise. As it returns to a desired coolant temp, the fans turn off and the MAF signal and Measured AFR begin to stabilize again.
What can be done to prevent MAF wash?
MAF wash can be prevented by:
Retaining the heat shields and airboxes that are provided by cold air intake manufacturers
If there is not a heat shield provided with your intake, a heat shield can be fabricated to prevent turbulent air from entering the filter
Installing a foam block off insert into the ram air tube coming from the front grille - some cold air intake kits include these as precaution (see photo to right)
Refraining from modifying the hood/front grille in a way that will allow for air to be rammed toward the intake filter
In the case of custom intakes, have the MAF sensor installed in completely straight pipe that is at least 12 inches long. Refrain from having any sharp turning of the piping immediately before the MAF sensor.
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