Tacoma - OVTUNE - VFTUNER - Update Info and Original Development

In your video the truck down shifts 6th to 4th, but up shifts 4th,5th,6th. This is one of my biggest gripes about cruise control. Why won’t the truck try to pull the hill in 5th? In my truck (no tune yet thanks to Fedx), I’ve experimented with the truck in S5 with cruise control on vs. S6 with cruise. On the same hill, in S5 it will hold 5th without the need to downshift to 4th, but in S6 is ALWAYS down shifts to 4th.
Without cruise on, I can often give enough gas to hold current gear an lose only 1-1.5 mph.

Can you explain the logic when you have time? AND is there a way to build a +/- tolerance to mph to allow the truck to lose no less than a few mph on ascent without down shifting? Thanks.

 

Yep! What he said ^^^^

 

Angry Tune Translator: “Jeezus folks. RTFT! Lots of already answered questions. STOP emailing me and let me wrap a bow on this shit.

Seriously! My close friends think I’m hiding a new drug habit because of the dark circles under my bloodshot eyes and late night quick runs in and out of the garage are making my neighbors weary.

I won’t leave you hanging - promise! I’m working my ass off!!!”

 

FINALLY Put in my order! Can't wait! I wasn't overly unhappy with the stock tune on my truck, but knew it should be better, can't wait to see the difference!

 

Pretty interesting to see the evolution and development process behind this tune. Toyota didn't make it easy to crack the ECU / shift control logic, did they?

I'm really interested in the tune for mainly the drivability enhancements. Do you have anyone running a test bed for the 87 octane auto tune that does a fair amount of towing with a stock truck? Wondering how altering the torque converter lock up will impact trans temps / longevity when you throw 2,500+ lbs in a trailer while bombing through hill country?

That's the type of testing / info that's been lacking in these threads. Seems like most of the info is geared towards modified trucks seeking peak hp...

 

He has said he has no way to test how the tune performs under rowing conditions. But I’m sure if you tow often you could contact him after all the new tune madness subsides and you could probably data log for him so he can help out the towing community.

 

#Payitforward
I’m contemplating generating FAQ sheet with the intent of giving it to Mat to use as he see’s fit. I’d be using his answers on this and the other thread - he’d get the final say on whether the answer was accurate.
1. @OVTune Mat, are you interested in this idea?
2. Anyone interested in helping? PM me if you are.
3. Is there a way to get a text file of this thread instead of searching page by page?

Thanks!

 

Stop it.

 

new instructions are created. will have it up soon and a link to download flash manager.

I hope it makes the process easier for everyone

 

Awesome news! Thanks for all the hard work you've been putting in

 

I would kill for an FAQ sheet to share with people about the tune. Especially for Facebook. I started screen shoting Matt’s responses to questions to share later on.

 

This is true enough lol it's so much to type out every single time in response to everyone posting the same questions about OVT every day.

 

Spent $8 on southwest WiFi for more info and updates.



-sent from 37,000 feet

 

Well let’s make sure that alert button goes off every 3 minutes!

 

Deal!!!

 

Oh, now this is going to be fun!

Okay, back on topic.

 

I almost forgot to talk a little bit about toyota's beautifully done transmission tune.. and adaptive failability.

Toyota's transmission adaptation - smart learning.
So I have figured out how it works, and how to effectively mute it.

There are table sets that work with eachother to modify shifting based on the initial shift set parameters (2D tables which I have modified in the 1.02C tunes to make shift changes to enhance rpm per gear). This doesn't solve the the transmission adaptation tables though.

So as the transmission starts at the lowest adaptation tables, the transmission is softer, it will allow for the engine RPM peak to be higher in each gear before shifting, and without the use of the torque converter lock, which improves a smooth shift.

As the transmission uses the next value set (table) over a period of time, it uses higher thresholds which create a requested quicker shift event. So on lower thresholds, there is more "allowance" in between gear shifts for rpm.
as the tables move forward, there is less and less "allowance."
In the beginning, you notice that the shifting is good, the rpm in each gear before shifting is acceptable. Then it goes to the next table, as a result everything is lowered and lock up is quicker to engage.
This means very low RPM, very quickly upshift, and locking of the torque converter, but WITHOUT the ability to use higher throttle. This makes the truck feel like it weighs 50,000 lbs.

for example ;



Once it has reached this peak table, I have not seen the occurrence of ever going back to previous tables, however it's difficult to confirm that without additional logging of RAM values. Regardless it's easy to see by how the truck responds.


The solution in 1.03 is to create a blend table so that the ECU is still allowed to perform it's "learning" which is required for the code, but without any actual learning to take place. It will still be able to move between it's necessary table selection, without any changes becoming effective.

The issue in the past with trying to solve this was looking at it the wrong way without the necessary data (needing a test truck). The tables cannot all be set the same, they can't be copy and pasted either. The reason is there are some tables for different drive and shifting modes, which require certain torque control values. The solution was to "disable" the learning...by allowing it to learn..nothing new.

By doing this it lets the truck react the same way from when you first flash it.

 

Sounds good, what ever that means. lol