Kevin,

Here are the dyno results for our 2000 Tundra development vehicle.  Other
than the Unichip and PnP harness, the only modifications are an under drive pulley
set and a drilled out airbox.
As we discussed yesterday, getting accurate chassis dyno numbers from an
automatic gear box vehicle is at best problematic.  I took a look at the sheets you
sent me and found they are also inaccurate. basically everything below 3500-4000 rpm
is a lower than actual reading because of the torque converter.
The problem is trying to compare what the engine's doing with what's
happening at the wheels.  Toyota claims 315 lb-ft of torque, but you can't accurately
measure that at the wheels.  There are two issues - first, when you ask for full load
below ~ 3000 rpm,the transmission downshifts throw off all of the dyno data by changing the
vehicle's mechanical advantage, and second, torque converter slippage.  This run was
done by using the maximum throttle that didn't cause a downshift until at a sufficiently
high rpm where full throttle wouldn't cause one (~3000 rpm).  That's about the only way
to do it, but unfortunately - and unlike a manual gearbox vehicle - it means everything
below 3000 rpm is only a 90% load reading, everything from 3000-4500 rpm is an
increasingly accurate reading of engine performance as the torque converter locks up tighter and
tighter, and everything above 4500 is an accurate measurement.  It's all an accurate
reflection of what's happening at the tires, but not what's happening at the flywheel
which is (1) what we're affecting with the Unichip and (2) what Toyota's talking about when
the make the torque claim.
In light of that, you'll see the bhp numbers are pretty close to Toyota's claims
because it's happening above 4500 rpm where our measurements are accurate, but the peak
torque is low because it's happening below 3500 rpm and the torque converter isn't locked
up - that's a measurement issue, not a power issue.  You'll see a nice gain everywhere
with at least 15 lb-ft gain up to 5000 rpm and at least 10 lb-ft above that.  Peak gain
was 22.4 lb-ft/19.1 bhp at 3500 rpm even though the torque converter wasn't fully locked
up, and the gain at peak was 11.9 lb-ft/11.4 bhp at 5500 rpm. Looking at the dyno sheet,
the solid lines are bhp and the dashed lines are flywheel torque and the only difference
between the two is the addition of the Unichip. All data is corrected to standard day, sea level.
 If you're a techno geek, you can even see the throttle application (increasing slope) and torque
converter slip/lock up (decreasing slope) by following the torque curves between 3000 and 4500
rpm.  The runs were done in 4-wheel drive. Initial feedback from the vehicle's owner is he can
definitely feel the difference and the truck is much smoother, especially down low.  As soon as he's
had a few days to drive the truck around and give it a good work out, he's told me he'll be
posting a detailed report for the forum to read and chew on. Please let me know if you have any questions.

Cheers,
Jack Friedman, General Manager
Unichip of North America