2016 OVTune Tacoma 3.5L Manual Transmission / Engine ECU Reflash

Understand that feeling, my job is awful but pays a shitload which is why I can afford the Pro. I sometimes feel like throwing everything out the window but then I remember I love my new truck more than I hate the job lol

 

Hey guys, do these tunes help quite a bit with the sub 2k, sub 1k rpm torque? I just had to heavily molest my poor clutch to tightly parallel park backwards on a 10* hill (per gauge) in Seattle. The smell of burning clutch makes me sad!!!

(I’m sure it’s been answered but there are like 1,00000,000”0/!28:$;’ posts here) i see the dyno results don’t show below 2k

 

With FOB yes it does, but it's still a bitch in reverse uphill no matter what, you can try in 4lo in that situation, it helps quite a bit. forget that for parallel parking lol

 

Yeah I did the same thing backing up my toy hauler into the side yard! The burnt clutch smell made me think about I made a mistake buying the Tacoma. Until I read in the forums on putting the truck in 4Lo for reversing on any grades. Made a big difference and did the adm delete kit
And waiting on the OVTune to show up! Can’t wait to finally get the tune installed but being patient from the 4july19 sale...

 

The pedals arent even in the same plane:
https://www.tacomaworld.com/threads...re-shipping-cost.435045/page-10#post-20981973
This guy attempted to address this. I NEED this.

LOL, this place. This special place.

 

This special place.... Where the rest of us know how to drive

 

just don't know what kind of scenario you are in where you completed braking before you downshifted.. it makes no sense. I mean just proper driving dictates there are certain "brake points" at any given turn, and what you describe (Braking before the turn, taking your foot off the brake and doing a double-clutch rev match, then driving through a turn) just not seeing how or why this would ever be logical... (not to mention the 'balance' of the truck is greatly upset from weight shift during these maneuvers)

The only time 'double-clutching" a down shift is useful is when you are already coasting down the rev-range (engine braking) in a straight line, and you're not at the braking point, or aren't going to need to brake with the pedal and rather you are using a mechanical braking of the engine going into a turn or downshift. Basically 6th into 5th or 4th into 3rd, actually doing a double-clutch down shift from 5th into 4th or 3rd into 2nd is a long enough maneuver you would be at some wacky braking point if you attempted to do that before a turn. Also, double-clutching any time you may need to hit the brake pedal is borderline idiotic.

All of this is harder to type out than it plays out on the pedals, but I just cannot see how anyone is actually doing this on the streets and it making any sense what-so-ever. And in any case the Tacoma throttle pedal is not lined up 'correctly' with brake and the clutch. I would be willing to pay greatly for someone to produce this for the 3rd gen:
https://www.tacomaworld.com/threads...re-shipping-cost.435045/page-10#post-20981973

Also, does OV-tune remove the software-block of using the brake and throttle at the same time?

I would be interested to know what OEM software quirks OV-Tune removes rather than the ethereal complaints about 'performance' that seems to be the motivator behind it:
- Does OV-tune eliminate the "rev-hang"?
-does ov-tune allow Throttle-brake input at the same time?

This is kind of the unofficial "how to turn your Tacoma into a performance truck and drive it like one" thread.
This what I dream of turning this truck into:
http://www.speedhunters.com/2019/02/behind-the-doors-of-hallspeed-winners-of-the-2019-dakar-rally/
These have Lexus ISF 5.0 V8 motors and 6 speed Sequential dog-gear boxes.

if only Toyota would lose their minds for the US market:
https://www.topgear.com/car-news/modified/one-450bhp-v8-engined-toyota-hilux

 

I either shift before turns or brake and clutch out mid turn or coast through and clutch out at the end.

I’ve never had a need to use all 3 pedals at once in the 15+ years I’ve driven MT. I’ve had a few instances on steep hills where I’ve held the parking brake (or e brake or whatever people what to call it) to keep from rolling backwards

 

In other words every drive isn't a race and it isn't necessary to heel toe in a truck. You can brake, downshift with rev-match and then continue braking. Engine braking is an assist to your brakes and helps prevent wear on them. I do this all the time and have zero issues.

And if that's what you were expecting or wanted you should have bought a different vehicle.

 

@BadKitty I didn't say anything about double clutching mate.

As it's been said before, different strokes for different folks. If you want to sound like the manual (paper instructions) while driving, hey good for you. But you don't have to brake to rev match, and anytime I'm approaching a sharp turn, like a 3 way intersection with a yeild to the right, brake before the turn, shift and drive. Pretty simple there mate, no need to get Nasa involved.

 

Double clutching is pointless in a property working synchronized transmission. Now if your Tacoma had a B53S Mack twin stick in it then I could see it but it doesn’t.

 

I guess we're all granny shifting not double clutching like we should....

 

"DANGER TO MANIFOLD"

 

"OV-Tune Licenses and some block-spacers would pull a premium a couple weeks before Mall-Wars. Are your K02's rubbing Lance? 275's? 285's?"

 

Its been said many times, safety features will not be removed because well... its safety.

Some emissions things cannot be modified due to legalities of doing so. Rev hang is being modified though.

 

Sorry about calling him a troll, it was indeed a shitpost. Banhammer should've struck me too, I'm surprised.

Rev hang is a bitch, but only really from 1st to 2nd and a bit from 2nd to 3rd. After a bit of testing I found the sweet spot to shift is around 4500 rpm from 1st to 2nd, I get minimal rev hang then without being too much of a granny shift.

 

I don't think you need to feel sorry.



https://www.tacomaworld.com/threads/banned-members-memorial-thread.115215/page-1856#post-21086486

 

Ok clearly you don't know what you're talking about. The only time "double-clutching" a down shift is useful is when you are in a vehicle that is equipped with a unsynchronized transmission. (IE: bigrig, or racecar) Do you own a Honda Civic by chance?

I dont get this mentality... I'm going to put ware on my engine to save ware on my brakes.... It's a whole lot cheaper and a metric fuckton easier to replace pads and rotors than it is it replace piston rings and worn out bearings.

 

I understand that line of reasoning, but we have had zero problems just driving and up and down shifting however we felt like, not to mention a ton of abuse that I heaped on our earlier cars just messing around. I know that it used to annoy me that when she wanted to skip gears, my wife would engage every gear in the pattern with the clutch disengaged until she got to the one that she wanted. Even then, not a single clutch replacement and no engine, transmission, or driveline issues. On top of all that, the Taco is more robust than anything that we had previously.

 

I just ordered the URD short shifter, will this help with rev matching and rev hang or do I still need to double clutch while braking in turns...