Toyota Tacoma 3.4L K-Line ECU Reflash interest

StAndrew, You can't just make a "canned" tune for forced induction. At what boost? The 5VZ injectors are not able to handle much more than 5-6 psi from the TRD blower. If you replace the injectors, that tune is shit.
They could/can make a canned tune. Hypertech has been doing it for years along with several others ( Banks, Bully Dog )that have them for the diesel market. Having a MAF, MAF and knock sensors make it possible. The 5vz fuel injectors would be able to supply the fuel necessary for a SC if we could adjust the Pulse Width Modulation. Longer they are open.....the more fuel is added to support the increased air volume of a SC.

Even if you tune for a stock engine with a stock TRD blower, basically you have to tune so conservatively, its just going to be a massive fuel dump into the engine to make sure you don't experience pre detonation.

If we were able to tune/calibrate the fuel tables we could turn the massive fuel dump in to a gradual fuel increase based off of the MAF and MAP sensors and be able to keep everything safe and together by monitoring the Knock Retard the engine produces.

If I'm going to pay for a tune, I'd spend the extra $150 for a standalone. OVTune can invest in whatever they want but I'm not sure what they hope to gain unless they do what URD does with the 2nd gen and make a performance kit that compliments the tune.

Have you ever heard of HPTuners? Just by a simple tune, a automobile can have more power and get better fuel economy. The OEM tune is tuned for emissions, and engine longevity. Ever seen how many safeties are in a modern day Ford F150 ECM? Part failure or human error is the only way to blow a engine.

The 5vz has intake runners a mile long and 2 1/4" exhaust. Its choking on itself at around 3500 RPMs. Everything about the engine design, things that can't be tuned, is for low end torque. Unless OVtune replaces the intake runners, Throttle body, injectors, and exhaust, its not worth tuning.

Being able to advance and retard the timing, adjust injector PWM, and fuel tables, we could take full advantage of the mile long intake runners. The 2 1/4 diameter exhaust isn't the problem, the stock muffler and exhaust manifolds are. Very restrictive. Put on a free flowing muffler like a MagnaFlow and get some decent quality headers...problem solved.

The 5VZ was designed in the 90's and wasn't tuned for emissions. It was designed for low end power. Without cam timing adjustment, variable intake runners, port and direct injectors, and variable exhaust flow profiles, engine tuning is pretty much all mechanical until it comes to adding fuel. Then its just a simple math problem to calculate air flow and fuel flow that makes a 14.7 AFR. They only exception is engine timing but if you think you can find a safe timing advance that works for all 5VZ's, get ready for a class action lawsuit when people start blowing engines.

Every fuel injection engine is designed with emissions in mind with power and longevity as a after thought. Hence why your engine and all fuel injection engines rev to mid level RPMs when cold to heat up the catalytic convertors and O2 sensors to expedite getting to closed loop ( O2 sensor fuel control ). The O2 sensors on a fuel injection system are designed to tell the ECM precisely how much fuel to add to the engine, unlike a carburated engine which dumps fuel strictly based off of intake vacuum.
The fuel tables are quite complicated and are far from a simple math problem. All the sensors on the engine determine how and when fuel is needed when certain parameters are met. Many fuel tables are based off of MAF( volume ) and MAP ( engine load )sensors with the O2 sensors keeping everything within 14.7 for non-ethanol fuel and 14.2 for 10% ethanol. With knock sensors and rev limiters keeping the engine from destroying itself.
Modern fuel injected engines have Knock Sensors that retard the timing when knock/ping is detected. When people disable, disconnect or ignore them is when they get start disintegrating piston rings lands and breaking shit.
Adjusting the timing would allow us supercharged guys to tune our engines to stay out of KR which in turn would increase power, fuel economy and longevity.

 

@OVTune just curious, but did you see my post about the ECU chip? It's all good if its not compatible, I figure it wont be, but I thought it wouldn't hurt to ask

 

Unfortunately can't.

It likely *is* flushable through k line, but getting the Rom off the controller is borderline impossible.
And believe me I want to do those damn things because the older tundras want it

 

To be honest I have no clue how breaking into an ECU works. I can kinda tune stuff, but I'm definitely interested in this whole thing. Maybe enough so to swap over to 03-04 stuff. But is there anyway I could mess around with my 99 ecu? Like any resources you might could point me towards? If not, no worries.

 

Well if you want to start a list put me on it. I need to do something. I feel like the ECU is constantly fighting the 7th injector tune. That and I don’t think the transmission likes the 33s and 9psi of boost very much.

 

I'm sure you could improve throttle response. The electronic throttle body can be quite slow at opening.

 

04 Tacoma here. I will take a copy. Suggestion for any scanning software?

 

I got no clue whether or not this is useful but... http://toyota.kgbconsulting.ca/wiki/5VZ-FE_ecu @OVTune

 

Bumping here, @OVTune - I sent an email and DM on here.. No word back. I'm headed to my friends place in Oregon in a few weeks and want to do some tuning with him. If we can make this happen (cable + software), I'm in for providing feedback with a confirmed compatible ECU.

 

The icing on the cake would be the ability to make a auto trans ecu a manual one. The 03-04 4x4 manual trans computers are scarce and pricey.

 

We will get back to everyone who inquired via email as soon as possible

 

Unfortunately it doesn't look like the 04 2.7's are tune-able

 

Anyone that has a TRD supercharger with an automatic transmission has heard of high gear low RPM ping. I honestly believe it has a lot more do do with the torque converter lock up than the overdrive gear.

When ECT is off the TC really wants to stay on when accelerating over 45MPH, which is where it engages. But when ECT power is on it disengages with much less load. That why I typically have ECT when driving interstates and highways.

It would be great if this gives us the ability to change the lockup behavior when ECT is off. A custom map that involves ECT would be great too. I’d like to be able to cruise around town without the transmission wanting hold lower gears but also have it hold lower gears when getting on it at the same time.

I really do think that what holds this engine back with boost is the Auto transmission.

@OVTune would that sort of thing be possible?

What about a “copy and paste” 2JZ-GTE A340E tune to this ECU? Maybe that map is better suited for power and comfort.

 

hmm older tundras. 05-06 i assume are tuneable? when mines put back together id be all for a tune on that sob..

 

Another bump here for @OVTune . I haven't heard back from my last email - I'm ready to buy the cable from you and download the software and start tuning.

 

Same.

 

The issue is more complicated than that. It's not just the high load on the engine due to the high gear, but also the closed loop tuning. A proper ECU tune fixes it with proper timing and fuel trims.

 

BUMP?

 

Weeeeeeeeeeeeeeee

 

Confirmed supported ECU IDs:

89663-04031
89663-04041
89663-35121
89663-05131

and a few ECUs are for the old 2.7L