vF Tuning for Manual Transmission 3rd Gens

Do you still not have the tune pack files?

If not, did you apply the ptttg1 to all gears? The stock file uses all the gear maps whereas the 2.0 tune files only use the gear 1 map.

 

Will definitely try this!

What base tune are you running?

 

Yes, I applied it for gears R-6 but not the PTTT as I understood that was a different and (almost) linear table(graph). I just double checked. The very first revision I did I hadn't done it but I then read otherwise and corrected it.

No, I haven't the tune packs as 04C30 is brand new. I sent Mat the .p5f of my ECU and it's on his to do list. For now, I am basing all of my changes (be they yours, tonered's, shellshock's, mine, etc.) on the stock .vft.

I'm also rocking different tables than you guys, as tonered noted, for better or for worse. I expect that will change over time once Mat has been able to put the time and effort into this ECU as he has the others.

 

It's a premium sfob but could be applied to regular as i didn't touch ignition timing or fueling.

 

Perfect. That’s what I’m currently running, soon to be running the dump tube version.

I’m sure the underlying tune affects how these changes affect the vehicle.

 

Not sure.

I'm only running premium because it always ran smoother, even pre tune.

I may try regular one day since gas is going back up

 

@92ehatch thank you so much. Your PTTT tables were a complete game changer on my truck. I applied all the latest info you and others have posted in this thread and am thrilled with the results thus far. I did want to add one small thing that I noticed and idea I came up with to fix it. I had a few instances of minor rev hang after everything.
I went to an 04B14 stock tune file and copied over the PTTT tables, airflow expected and control tables, and all the other info linked in the OP of this thread. Driving around yesterday the truck felt great, BUT I noticed that between 3500-4k rpm in particular I could fairly consistently get the truck to rev hang.
Today, I went in to the AFR target tables for both Direct and Port injection and only on the lowest engine load column (7 or 7.5% load IIRC), I changed the values 2K rpm up from 14.7 to 14.6, making the mixture just ever so slightly richer only in that one area. I am not sure just yet if this change will affect any other areas, but will continue testing to confirm. Driving around tonight I purposefully revved the truck out to 3500-4k several times in a row and not once did I see that rev hang this time. Thought you guys might want to hear about it first!

 

Interesting.

Get on an uphill section and bury the pedal until 3500 and shift.

That's the best scenario for testing rev hang. High load, fully open throttle, most likely to hang.

And yes my latest iteration does have rev hang, but i found through testing that eliminating it (which i was close to) only limited throttle opening.

How much throttle opening limits does it take to affect performance? Not sure.

Also, the next update is supposed to have items to address rev hang and dfco and retarded exhaust valves.

 

This question will probably get me laughed out of TW but here it goes...

Has anyone been able to get 2.0 with VF to “play nice” with the AFE intake with “ram air” piece?

Several member have posted that the AFE intake actually caused substantial throttle lag, and I believe Mat commented that was perhaps due to the slightly different location of the MAF.

Im not interested in a debate on the merits of an aftermarket intake. I fully understand they’re 99% just a sound making device.

I figured the sound of an intake might pair nicely with dump tubes. While there might not be any performance increase, there should definitely not be a decrease, if tuned right.

 

Not yet, but I have the same setup and can confirm that I have noticed similar issues myself. If moving the sensor closer to the TB has something to do with it, I would think we are looking for lag between that sensors reading and ignition/fuel timing or both. Ie the motor expects to get the readings with the incoming air being (for sake of simplicity) 1 second away and now it's only .5 seconds away, so you get a lean moment where the injectors don't know to fire yet and ignition timing has not ramped up to meet the incoming air. Just spitballing but that's what it feels like to me, then it just becomes a matter of figuring out which parameters to adjust in order to eliminate that lag

 

From what I have seen and logged, the issue with the AFE intake (I think it's the AFE) is the MAF is way too close to the throttlebody, and during throttle angle changes it creates sudden changes in the velocity of air movement near the MAF creating fake readings.

So when the throttle quickly opens it creates a false reading spike on the MAF, where the ECU thinks it just read a huge amount of air entering the engine, and over-fuels (rich). Which will cause noticeable lag in response.

 

Awesome info, thanks!
So would going back to stock intake be the best available option to get around that, or would it be possible to tune this issue out? Could slightly shortening the decel lift injection spray timing help this issue?

P.S. @92ehatch - I tested my rev hang theory this morning under the exact conditions you specified and it was a significant improvement, though not completely perfect. At full load, I saw no rev hang except right when I shifted at 3500, and even then it was barley noticeable. No more over-revving when my foot is off the throttle, just a split second of delay before the drop off. Frankly, I am happy with that. If you still have rev hang thats bugging you it may be worth a try.

 

So I've been running the SFOB Premium for 04B91 for about a week with many of the tweaks found on the first page of this thread (air load, PTTT, etc). I made a longish highway trip (~300 miles round trip) and averaged about 75 mph and my MPGs really seemed to suffer - only getting around 19.5mpg. On the stock tune this same trip netted me about 20.5mpg with regular 87 octane fuel.

Is this just due to my truck still learning the tune? I read that a lot of people were seeing 1-2mpg improvement when running the prem tune, or is it due to me running the SFOB? I know I'm driving a tacoma and not a prius, so I'll never get "great" gas mileage, but I'd like to maximize where I can.

Edit: This is me going off the dash readout. I'll go out and fill up and hand calc the mileage. Trip counter is at 340 miles, so I'm guessing I'll be closer to 20MPGs when it's hand calced.

Off topic-ish question though, my manual says my truck has a 21.1 gallon tank, however, even when I run it completely empty a fillup only takes ~18 gallons. What's up with that?

Edit 2: Apparently the gas light comes on after you've used 17 gallons. Meaning that even when the gas light is on, you still have nearly 20% of your tank left. The light coming on with 4 gallons left (probably 75+ miles) seems a little extreme, but whatever.

 

Winter fuel and cold temps will mess with your MPGs. I have noticed that the tunes are affected a bit more by cold temps.

You could try Base Reg with or without the edits?

I am running SFOB Prem on 87. But, @OVTune did say that Prem tunes on regular octane may perform worse than Reg tunes as the ignition has to adjust further from the initial set point. I do not know if 'perform' means general driveability and MPGs or outright performance. All that I can say is right now with the edited SFOB Prem on 87, I am really happy overall.

Just in case, here's my MPG tracking. You can see those MPG trends in the colder months. The peaks are mostly trips were one tank would get really nice MPGs (Stock and tuned) and the next would take a dip.

 

Thanks - winter fuel was certainly something I was curious about. The last time I did this trip was in October and it was in the 70s, this past weekend it was in the 40/50s. I think my biggest issue right now is that I have such a small sample size (340 miles on a single tank) is really not much to go off of. I think I'll keep running this tune for at least a couple more tanks just to see if it all evens out since I think I read that it takes a few tanks for the truck to adapt.

I like how you've logged your MPGs and I think I'll start doing something like that to see how things change with tires/lift/armor/etc.

 

Hello can anyone give me some help with a brief description of what these files are as I'm about to do my first flash. Thanks.

 

Look here: --> https://www.ovtuned.com/blogs/news/tacoma-2-0-final-auto-release

I think this is what you're asking .......

 

Reg and premium are fuel types

Dump use dump tubes, if you don't have those then you don't need those files.

Super fob is a performance based

 

So I've been messing around with a couple of your tables: the Request to Airload table, mainly bumping up that 'drop' in the 70-500; 300-600 range by about 15% and the Control Airflow table, smoothing out the lumps in the bottom portion of the graph for engine speeds up to about 4k and making that transition in the centre a but less dramatic.

I also have been tampering with the (stock) Engine Mapped Expectation Airload table, bumping up and smoothing out that graph in the lower, 'normal driving' RPM and higher torque range to be more in line with the rest of the graph.

Has anyone attempted anything similar in any of these tables with any results? I'm attempting to get rid of the occasional engine jerkiness that happens in second sometimes between 800-1500 RPM as well as the apparent 'lack' in power / surge in power that happens around 2000-2200 RPM. Ideally I'd like that power band to be a bit more even. As it stands now, the truck goes decently until it hits that 2000-2200 range and then takes off like a rocket.

I'm not on a tune yet as it hasn't been released for this ECU, just your mods that were compiled in last month's spreadsheets.

Thanks

 

Cool thank you.