VF tuning collaboration and BS

Thank you. I assume you used DaCruiser 2.0 Will report tomorrow.

 

I belive tc locking/unlocking 1-4 are applicable to ECT. I see my mod to unlock tc in 5th is working with ect On

 

I think @dunlap837 is on the right track, I think its got more to do with the valve timing. Even with our high compression ratio, thanks to the tuning there is one narrow range of RPM/load where intake timing is fully advanced so the truck rarely even utilizes the full compression ratio is capable of having. Its such a wide sweeping intake that only full advance nets about equal compression and expansion ratios. The exhaust timing is also wonky and it starts to retard once around 70ish load and higher which could result in opening too early and not maximizing the power from each combustion.

I've been messing with the intake timing a lot and it seems slightly torquier when you advance the high load the low end but with a butt dyno being my only tool its tough to really gauge.

 

Locking 4th affects ECT, and so far what I've found is S2 affects slip lock for ECT but it also seems to affect when in D.

 

Thanks for your thoughts. I have no desire to go with an aftermarket ECU/system. The factory stuff should have much more capability to control the unique systems and use existing sensors, etc.

I think there could be a good chance that a calibrated wide band O2 could give some ideas about what is going on, if used in conjunction with the factory ECU parameters.

Butt dyno is notorious misleading, as I'm sure you know.

Has anyone logged the engine load in g/sec (or whatever units it uses) and compared it to the dyno tq curve? It should match or at least follow it closely, but I'm not sure how intake valve timing could change things if air is moving backwards at and point. If it matches, that is a good on road substitute for a dyno to find tq changes.

 

I wasn't being dismissive of your thoughts, just making a comparison based on my experiences with OEM and aftermarket tuning solutions. The UTEC was a band-aid at best, had terrible CL-to-OL transition issues (at least initially).

It wasn't until the programmers cracked the factory Subaru ECU and we started using RomRaider and such that success was at hand.

As an employee of an OEM, I feel confident in stating that the Toyota ECU is absolutely nothing like the Subaru ECUs from 2002-2018, other than sharing a few table nomenclatures. Ask Matt what he thinks..or ask one of the local gurus in this thread.

It's a tough nut to crack...and I'll wager that a wideband tells you what the AFR is, nothing else. Now- add a in-cylinder pressure transducer and an accurate BSFC value, along with int/exh cam specs and head flowz: that will get you somewhere. Other than that, it's trial and error. Honestly.

Kind regards.

 

I didn't think you were being dismissive. Just sometimes it's hard to get tone to come across with text I think.

Agreed on the wideband only giving afr. My thought was if afr is stoich or maybe even leaner during low rpm/high load then jumps to a rich mixture when the tq bump jumps and stays broad it points at fueling (and the associated timing) making a big difference in power output. The other parts of the engine control, like throttle angle/mass flow being limited somehow, or cam timing, could have some or more to do with it, too. If that's the case, I haven't the slightest on how to adjust that. Also, if it's intentionally being limited on low rpm, is it for emissions/efficiency reasons or something more critical to the engines health. If that latter, that would be unfortunate.

I'm pretty ignorant to the computer control side of these new EFI systems. I have some solid understanding of how engines make torque.

Is the VFTuner software a completely defined version of the ECU tables, or only what has been discovered and "cracked" for lack of a better word?

 

It sounds like you have more experience / knowledge tuning than a lot of us in here. Our “crowdsourced” tuning has not gotten much beyond throttle response and shifting schedules yet.

The software does not completely define the ECU tables. It is really just a list of tables. There also has not yet been published definition of the logic of how the ECU uses the tables. E.g. there are 7 primary shifting schedule maps, but we don’t fully know yet when each map is used.

Understanding the ECU control logic is probably the limiting factor to making further advances at this point.

Edit: I think OVTune understands the control logic. It remains to be seen when or to what extent that knowledge will be shared publicly.

 

Version 3 of the Cruise Control Tune from @PapaRee for the 04B33 ECU.
Version 3: All of his version 2 with corrected Accelerator tip ins so they match throughout all shift tables.

 

Version 3 for 04B81 cruise control tune...same changes as above

 

Version 3 for 04A61 cruise control tune...

 

Version 3 for the 04B04 ECU - Accelerator matched throughout all shift tables...

 

Hi. What do you mean by Accelerator Matched... Thanks.

 

The Accelerator Angle was off on a few tables. Now they all match throughout the different Primary Shifting Maps.

 

Interesting.

 

It was in 1st and 2nd gear in Cruise Control, so it wouldn’t matter anyway. Your file with the matched tip in is fine.

 

Thank you @dave82at for making files for all the different ECU’s!!
This is a good community helping each other.
Enjoy the tune.
1-4 should still be “peppy” and get you up to cruising speed pretty quick. 5-6 will keep you in low rpms and should give you great gas mileage. Cruise control should use the primary shifting maps!
Please let us know how your truck does with this tune.

 

So far it’s running great. Just tried out the adaptive cruise control on my 2020 and it seems to be working as expected. No more silly shifting going uphill.

 

Well shit, that's good news!!
Let me know how it affects your gas mileage.

 

If anyone wants to donate beer money let me know. Could use it to unlock more ECUs (2021s) and port the tune over.