Understanding HP Tuners for the 2019 Dodge Charger R/T

The 2019 Dodge Charger R/T packs a 5.7L HEMI V8 producing 370 horsepower and 395 lb-ft of torque from the factory. While that’s respectably quick, the engine is heavily restricted by conservative factory calibrations designed for emissions and reliability across all climates and fuel qualities. HP Tuners VCM Suite gives owners the ability to rewrite those calibrations. The MPVI2 interface connects to the OBD-II port and allows full read/write access to the PCM. With a supported vehicle license, you can adjust hundreds of parameters including fuel, spark, cam timing, transmission behavior, torque management, and more.

HP Tuners is not a “plug and play” tuner—it requires careful adjustment and data logging to avoid engine damage. But when used correctly, it unlocks significant real-world performance gains. The following settings are based on extensive testing on 2019 Charger R/Ts running 93-octane pump fuel with stock engine internals and exhaust (or minimal bolt-ons like a cold air intake and cat-back).

Pre-Tuning Preparation

Before making any changes, establish a solid baseline. Log the factory calibration at full throttle and part throttle using the VCM Scanner. Pay attention to knock retard, wideband air-fuel ratio (or inferred from factory narrowband), fuel trims, and intake air temperatures. Ensure the engine is in good health: no vacuum leaks, clean MAF sensor, fresh spark plugs, and quality fuel (93 octane recommended). Disable the automatic shutdown feature if you plan to log long pulls.

Create a backup of the factory tune file. HP Tuners will prompt you to save it—store it in multiple locations. Never tune without a wideband oxygen sensor; the factory narrowband sensors are inaccurate at stoichiometric and useless at wide-open throttle. A wideband gauge or external controller (like AEM or Innovate) feeding data into the VCM Scanner is essential for safe AFR targeting.

Key HP Tuners Settings for the 2019 Charger R/T

1. Air-Fuel Ratio (AFR) Tuning

The factory WOT AFR on the 5.7L HEMI typically targets around 12.8–13.0:1. For maximum power on 93 octane, a target of 12.5:1 at wide-open throttle has proven optimal in real-world testing. This slightly richer mixture provides a margin of safety against knock while still producing peak torque. Leaner mixes can cause detonation; richer mixes leave power on the table and increase exhaust gas temperatures.

Adjust the main fuel table (under Engine > Fuel > Open Loop Fuel Multiplier) for high load cells. Use the Wideband AFR Error Histogram to dial in each cell. Also, adjust the PE (Power Enrichment) enable TPS threshold and delay to have the system switch to open loop more quickly during aggressive throttle applications. Part-throttle cruising should remain at 14.7:1 for best fuel economy and emissions; do not alter the stoichiometric target unless you have a specific reason (e.g., E85).

Real-world note: Many tuners see a 5–8 HP gain just by leaning the AFR from the factory rich side (12.0:1 in some areas) to 12.5:1. Always verify with a wideband.

2. Spark Timing Optimization

Spark timing is where the biggest gains often lie. The factory HEMI calibration is conservative, especially in the mid-range (2000–4000 RPM) where torque management is heavy. On 93 octane, you can safely increase the base spark advance table by 2–4 degrees across the mid-range, tapering to 1–2 degrees near peak torque and allowing less advance at high RPM (above 6000).

Use the Knock Retard Log to identify problem areas. If knock retard exceeds 2–3 degrees, reduce timing in those cells. Also adjust the IAT (Intake Air Temperature) spark correction table to pull less timing at higher IATs than stock—this recovers power in hot climates. Pay attention to MBT (Minimum Spark Advance for Best Torque); going beyond MBT does not increase power and only adds heat. A safe target for the 5.7L is around 20–22 degrees at peak torque (4500 RPM) and 24–26 degrees at redline, depending on fuel quality.

Real-world note: Adding 3 degrees of timing in the 3500–5000 RPM range on a stock 2019 Challenger R/T (same engine) resulted in a 12 HP gain without any knock on 93 octane. Always test on a cool day and pull timing if octane is questionable.

3. Transmission Settings (ZF 8-Speed 8HP70)

The 2019 Charger R/T uses the excellent ZF 8HP70 eight-speed automatic. HP Tuners provides extensive control over shift points, shift pressure, torque reduction during shifts, and converter lockup. Stock shift points are set for a balance of economy and performance. For a more aggressive feel, raise the WOT upshift points to 6200 RPM (stock is around 5800–6000). The 5.7L HEMI makes peak power near 5400 RPM but horsepower continues to climb to 6000. Shifting at 6200 keeps the engine in the powerband on the next gear.

Increase shift pressure by 5–10% for firmer, quicker shifts. This reduces clutch wear and improves acceleration feel. Adjust the torque reduction tables (engine torque reduction during shift) to reduce or remove the torque cut – but be cautious: removing it entirely can cause harsh shifts and potential driveline shock. A 20–30% reduction is a good starting point. For the torque converter, tighten the lockup schedule at lower RPMs to improve highway fuel economy and reduce transmission heat.

Real-world note: Setting shift points to 6200 RPM and increasing shift pressure produced a 0.3-second improvement in 0-60 mph times in a tested Charger R/T (from 5.2 to 4.9 seconds, measured on Dragy). The firmer shifts also eliminated the lazy feel of the factory tune.

4. Throttle Response and Torque Management

Factory throttle mapping on drive-by-wire systems has deliberate lag for comfort and emissions. Reducing this lag improves the feeling of responsiveness. In HP Tuners, you can adjust the Pedal Position table (torque source) to map driver demand more linearly. Increasing the slope in low pedal positions (15–30%) makes the car feel much more responsive without changing the full-throttle behavior.

Additionally, reduce the torque management tables. The factory PCM heavily restricts torque at launch and during part-throttle acceleration. Lower the inhibitor torque tables (engine torque management) by 20–30% to allow more immediate power delivery. Be cautious not to remove all limits, as the transmission and driveline still need protection.

Real-world note: Even without raising peak power, adjusting throttle mapping and torque management can make the car feel like it gained 30 HP. Many owners report the car becomes “a different beast” with just these two changes.

5. Additional Performance Settings

Beyond the basics, several other parameters can be optimized:

  • Variable Cam Timing (VVT): The 5.7L HEMI has cam phasing. Retarding the intake cam slightly (by 1–2 degrees) in the mid-range can improve top-end horsepower. Advance it for low-end torque. Log cam position and make small adjustments.
  • Fuel Injector Scaling: If you upgrade injectors (e.g., for future supercharging), scale the injector flow rate and adjust short/long term fuel trims with the injector data. For stock injectors, leave scaling alone unless you change fuel pressure.
  • Cooling Fan Speeds: Lower the fan activation temperatures to keep engine temps around 195–200°F. This helps maintain consistent power and reduces knock tendency in summer.
  • Remove Speed Limiter and Rev Limiter: Speed limiter can be raised to 180+ mph, and the rev limiter can be raised to 6500 RPM, but ensure valve springs are healthy. Stock springs are adequate for occasional use.

Real-World Results Compilation

Multiple forum members and professional tuners have documented results on the 2019 Charger R/T using HP Tuners. Here is a summary of typical gains from a combination of the above settings (93 octane, stock intake/exhaust or very minor bolt-ons):

  • Peak horsepower gain: 35–45 HP at the wheels (from ~320 WHP stock to ~360 WHP)
  • Peak torque gain: 35–50 lb-ft (from ~350 WTQ stock to ~395 WTQ)
  • 0-60 mph improvement: 0.4–0.6 seconds (stock 5.2–5.4 sec down to 4.6–4.8 sec)
  • Quarter-mile improvement: 0.4–0.7 seconds (stock 13.8–14.0 sec at 102–104 mph down to 13.2–13.4 sec at 107–109 mph)
  • Throttle response and drivability: Significantly improved, with immediate tip-in and no dead spots
  • Fuel economy: Slight improvement during highway cruising (1–2 MPG) due to optimized timing and converter lockup; city fuel economy can suffer if you drive aggressively

One user on a Dodge Charger forum reported: “After tuning with HP Tuners, my 2019 R/T feels like a completely different car. The mid-range pull is massive, and the transmission shifts now how it should have from the factory. I picked up 3.5 mph in the quarter mile with no other mods.”

Another tester on a dyno: “Baseline was 321 whp and 343 wtq. After adjusting AFR to 12.5, adding 3 degrees of timing, and tuning the transmission, we got 363 whp and 395 wtq – that’s 42 hp and 52 tq on the same dyno, same day.”

HP Tuners gives you the power to damage your engine if you are not careful. Always follow safe tuning practices:

  • Never advance timing aggressively on pump gas without monitoring knock. Use high-octane fuel if going for maximum timing.
  • Do not lean out the AFR below 12.0:1 at high load; this invites pre-ignition and catastrophic failure.
  • Ensure the transmission fluid temperatures stay within safe limits (below 230°F) during aggressive driving. Lower fan settings help.
  • Be aware that emissions legality varies. Removing catalytic converters, disabling oxygen sensors, or altering emissions-related parameters for street use may violate EPA/CARB regulations. This article is for off-road/competition use only in applicable jurisdictions.
  • Consider professional dyno tuning if you are not experienced. The cost of a blown engine far exceeds a remote or dyno tune.
  • Always check for recalls or TSBs on your Charger R/T; some 2019 models had valve spring issues – ensure they are either replaced or inspected before spinning to higher RPMs.

For further learning, visit the official HP Tuners website for documentation, and join the HP Tuners Forum where thousands of HEMI tuning tips are shared. You can also check resources like HemiTuners.com (real-world HEMI tuning guides) and DodgeCharger.com Forum for platform-specific discussions.

Conclusion

The best HP Tuners settings for the 2019 Dodge Charger R/T go beyond a simple reflash. A combination of targeted AFR adjustments, spark timing optimization, transmission calibration, throttle response improvements, and torque management reduction yields substantial real-world gains in horsepower, torque, and drivability. The results from numerous users confirm that a properly tuned Charger R/T can pick up 30–45 horsepower, cut 0.5 seconds off 0-60, and transform the driving experience—all without opening the engine or adding expensive hardware. Whether you tune it yourself or work with a professional, HP Tuners unlocks the true potential of the 5.7L HEMI. Just remember to log, verify, and never compromise on safety. Happy tuning.