vF Tuner for the 3.5L Tacoma

If the unedited 04A71 maps match the ones that I posted here:
https://www.tacomaworld.com/threads/ovt-vf-torque-limit-edit.685741/

Then, attached is my spreadsheet with the V2 Air Load Control maps. These were created using 04B14 SFOB Prem as a the starting point. The way that smoothing works on these maps, everyone is going to get slightly different values.

 

Ok- For all you AGM folks. So I got the ECU voltage pretty dialed in providing an idle voltage of 14.67 at the battery terminals while the ECU was at 14.57 and the ECU voltage never going above 14.697(just for a millisecond) or below 14.511. The average ECU voltage was around 14.54.

Here are the setting numbers. Only included the things that change from Mat's stock tune)
These are all in order to the order of the maps in the interface with the new names.

Alternator Constant-Base Phase duty: 98.343,98.343,98,96.632,95.265,93.89,93.210,92.523,92.523
Phase Duty 1- 82.265
Phase Duty 2- 68.601
Phase Duty 2 Base Voltage 13.6v- 99.601
Phase Duty 3- 65.140
Phase Duty 4- 66.531
Phase Duty 5- 72.023
Phase Duty 9- 94.234
Phase Duty Base Voltage 13.6- 102.398
Phase Duty Minimum- 72.703

This came from the 04B14 2.0 Prem SuperFOB OL from the tune pack for the Manuals.

 

Awesome ! Thanks for sharing ........ ( I'm a 04B14 also ! )

 

My pleasure! I do math and shit for a living so I thought I should apply that here.

 

@tonered Here is the comparison between Matts first gear and toyotas first gear. You can see that at light throttle, the torque percent is higher in Matts, its pretty linear.

The difference between my ride into work and back home were night and day. So subtle changes here seem to affect everything quite a bit.

I like Matts acceleration when im trying to get going, it just doesnt hit home for me in the light throttle areas.

Factory though, just like before being tuned, has a very sluggish and spongy feel to it, especially once you cross into 2k+ rpms. Im going to focus on trying to balance that.

I plan to start with the primary, making it linear, then adjusting the 1st gear table to dial it into what I would like

Ignore the file names, they are modified files but with the correct maps from what i referenced

Top picture is Matts file, bottom is toyotas

 

That is a pretty subtle difference with most changes up top. It sure looks like OVT's map max values are just an interesting coincidence on the engine torque rating.

It sounds like you are close to solving the problem though. Good work!

You are right. Just a small amount of tweaking here makes a larger difference than expected.

 

Sorry!

 

Hey people. I'm really amped to have had time to do some tinker with files in vF.
I made a video for people that may still be hesitant or overwhelmed with the idea of tinkering with these maps.
- vF tuner basic walkthrough + tips video

I just give an idea of how to adjust numbers, using smoothing, increase by percentages, manipulate multiple cells in a spreadsheet, and looking at multiple files' maps. I demonstrate the air load map smoothing (800-2000rpm range) in this video. Tips mentioned are about taking notes and screen shots from this thread for later use and using notepad to track your changes for each file.

Anyway, I hope this helps some of you dive into it. Thanks Matt, Raphael, and all you dudes who have been risk-takers here -- I'm really having fun with my truck right now.

 

well....i managed to get it to open the throttle all the way........in first gear....its aggressive for sure.

I also got it to open all the way in second gear at around 3k rpm (throttle to airload map increased twice by 10%, without letting any numbers go above 89.)

I managed to get the smooth acceleration with low throttle pressure, but brought back the jerky problem when under very very light throttle (relative reading between .5 and 1.5)

I noticed in my other logs that the throttle does not close beyond 13.7. This time at 2300 rpm with 0 throttle, the plate was sitting at 18, so quite a bit higher than previously.

 

Just took Ursa for a drive to see what the voltage fluctuations would be out on the road. ECU voltage started off at 14.67-14.723 at the ECU for about two minutes, it then dropped to 14.58-14.68 range for another few minutes. It spent the rest of the drive in the upper 14.3s-mid14.5s for the rest of the drive. I might tweak it a bit more to even it out a bit and take off that high end and bring up the lower end a bit but overall I pretty happy with it and it fluctuated much like the stock settings would.

 

Yes. The throttle will report higher numbers with high revs. Higher full flows also, even though Fuel Status will say DFCO.

 

I'm going to test this theory tomorrow morning.

I set all my primary throttle to -10.5 at 0 accelerator for all rpm ranges except 0

My last map negatively affected engine braking and showed up on the log with a larger throttle opening.

A side effect of this, while idling in 1st gear in a parking lot and transitioning between slight throttle and no throttle, it was smooth as silk. Might be able to tackle some of this dfco stuff with some throttle manipulation.

 

Some times I think there is more engine braking, but it is hard to tell.

I know when I have been following other MTs, the Taco seems to slow about as fast as they do.

I'd certainly like to know what is going on with the coasting throttle and fuel flow.

Also, a good test that @MOC221_ discovered was to kill the ignition while in DFCO. Interestingly, there is very little change.

 

Wow, that was YEARS ago lol!
IIRC we were bitching about DFCO in an off road situation, 4Lo 1st gear going down a steep-ish hill, full lift. Once you hit about 1200 RPM, it felt like you just lost your brakes and the truck began to accelerate. Anyway, I wanted to see if there was a difference in engine braking while above 1200 at full lift if I cut the ignition.. there was absolutely no difference, hence DFCO.

 

awesome post man!

 

I wonder about States of things in those moments, ie valves and throttle plate.

Throttle plate being a motor and valves being adjustable based on oil pressure and valving.

What state do they go in when in dfco?

What state do they go in when the truck is turned off?

If the truck is turned off do they stay where they last were until ignition is cycled?

Do they default to another state?

Obviously i don't think any of us can answer those questions.

 

All good questions.

I've always felt the engine braking was weak with these trucks (V6).

Just a guess, but isn't there a default or "lock" position for the cams in these VVT engines? I would assume that's where things end up without commands/oil pressure.

 

Thanks!