vF Tuner for the 3.5L Tacoma

So I've been doing some data logging and cannot seem to get full throttle in gears higher than 3rd even with gear lock. Is that to be expected or has someone found a way to actually achieve full throttle in higher gears?

 

Floating point precision bit antics? I've observed this predominantly in single-field tables, like ACIS RPM cutoffs (AICS?), but also in a few multidimensional tables.

 

You are achieving full throttle in first?

 

Here you go PWR Regular 87+AGM+4.88 and PWR Premium+AGM+4.88 NO GL.

 

Perfect! Thanks

 

For you guys with linear throttle did you change both the Accelerator- Acceleration throttle request to air load AND Accelerator-request to airload? Or just the first one?

 

I just did the first one

 

Also since there is no throttle control for ect are you guys with linear throttle not using ect?

Edit: Ill just use s mode when I have ect engaged. Problem solved.

 

Thanks Moose - you rock!

 

So I made my changes jus like mentioned on page 303 for linear throttle. While data logging the throttle is linear under acceleration, however when cruising and easing back on to the throttle the throttle is spiking and is not linear with the accelerator. I'm wondering if it has something to do with regular request to airload table.

 

is this the 32”-33” version?

 

Zendesk # 20167.
I sent you a message on October 6th and again on October 15th in regards to the above and have not heard back from you going through the proper method. Also check your PM, Please...

 

33" i did not change tire size.

 

Here's a graph of my linear throttle attempt. As you can see throttle position ends up above accelerator position often. Let me know if you guys have any ideas.

 

What did you use to log?

 

dumb question but what does AGM stand for and what does it do?

 

Absorbed glass mat. It’s a type of battery (not the factory one)

https://www.interstatebatteries.com/blog/what-is-an-agm-battery-and-whats-the-big-deal

 

absorbed glass mat. designed to be spill free and provide extra power for lights and stereos and extra cold cranking and the like.
guys on here are obsessed with using the vf tune to crank up the charging voltage to keep AGM batteries fully topped off.

 

I have a request for anyone that can log torque converter lock up:

On my way to work this morning for fourth gear torque converter locking:

I changed every map from 4th gear "zero" to 4th gear 4 to 255.999. (attempting to eliminate lock up).
4th gear 5 and 4th gear 6 hadlve different values on the top axis, so I just left those as is. (Running off of theory here)

Fourth gear S1 S2 and S3 I raised the values all by 10. (Assuming this to be slip lock or half lock, whatever you want to call it.)

I felt absolutely no lock up whatsoever in 4th gear while in Drive, S mode or with ETC Pwr on. There was no noticable RPM dip, no audible change in exhaust note, nothing indicating TC Lock up.

Could someone please confirm this is true?

I'm thinking the 4th gear "zero" to 4th gear 4 controls full lock for Drive, S Mode and ETC. I'm also thinking 4th gear S1, S2, and S3 control slip / half lock for the 3 driving modes.

Note: I believe half lock is only detectable via a solenoid turning on? Half lock does not register as the torque converter being on / locked.

I really want to figure out these TC maps, but I need help confirming. My goal is for all 3 modes to behave the same, so I'm not so worried about what controls Drive vs S mode vs ETC power, but it would be nice to know. I just really want to know what actually controls lock and half lock.

T.I.A.

 

Obd fusion I exported the csv to excel and made a graph.