Can you change vvt activation rpm

I hate this 3-4k dead spot and that I have to floor it to get any decent power on the highway when changing to a faster lane. I have a canned tune already but it’s still bugging me. I’ve tried searching but haven’t come across anyone asking; can you change when vvt activates? I’d love it to come on at 3k or 3.5k so I can get power without having to down shift 2-3 times.

2019 v6 auto

 

That ain't how it works. It's not on and off, it's continuously variable and not V-TEC yo.

You may be feeling the ACIS or switch from modified Atkinson to Otto, I dunno.

 

sell the truck, buy a manual

 

I installed the anderson engineering intake manifold spacer, and it dropped the power band about 1k rpms. So instead of feeling the power come in around 4k rpms, it comes in around 3k rpms. My truck is a manual transmission and I noticed after the install I'm not downshifting to get power in situations where I used to have to

 

Are you using the ECT? Pedal commander or chip tuning may help.

 

There have been discussions about the torque dip around 4k rpm (seen on dyno graphs) and, as I remember, the cause was thought to be ACIS. The tunes were able to smooth it out but never eliminate it. Check the tuning threads or talk to an experienced tuner.

https://en.wikipedia.org/wiki/Acoustic_Control_Induction_System

@tonered

 

Thanks. Sounds like either way that’s just the way the motor works and there’s not much to do to change it? I’m going to look into that throttle body spacer though. Any down sides to that?

 

Didn’t know there was more stuff that could cause this. Whatever it is, there’s a dead spot and then at 4k there’s such a surge of power that it feels like the truck down shifted. I’ll hold the pedal at the same position and once it hits 4k, there’s a burst. The goal is to smooth that out so there’s a more linear power curve. Just looking for help with that.

 

See post #9 in this thread.

https://www.tacomaworld.com/threads/ott-vs-the-rest.805900/

 

This is very appealing to me, even though I have an A/T.

I'm curious: does this violate some California smog law?

Also curious: are there any dyno charts that demonstrate this?
I didn't find any on the Anderson web site.

 

Bogus

 

The increase in runner length is very short, so I am puzzling how it drops the range a full 1,000 rpm.
I sent a query to Anderson asking the above questions.

 

No clue about ca smog, and I think they have some dyno graphs on their Instagram page.
Intake manifold spacer are nothing new in the automotive world, and there is proven science behind increasing the intake runner length to move the power band into lower rpms. It was a noticeable difference for me. Keep in kind it's not adding horsepower or torque, but changing the power band to come in at a lower rpm

 

My tune smoothed out that “power surge” at ~3500 RPMs. It’s linear now.

 

Intake manifold spacer. Throttle body spacer does nothing.

 

Im not familiar with toyotas VVT but when i ran my previous 2019 with an intake i could hear a very clear change in engine note at a certain rpm above 4k much like VTEC in my hondas

 

Oh it's there, but it ain't the variable valve timing. It was very distinct in my 1GR-FE too and it was definitely ACIS there. Pretty sure it's the same in the 2GR.