KDMax-Pro Tuning--NOW YotaWerx Tuning

Bwahahahahahaha!!!!!!!!!

 

No. Version 1.7.3 did add support for the 4 cyl 2019 Tacoma, but any other truck can be updated on the previous version.

 

Negative, but to be clear, I'm definitely not unhappy with the tune by any means! I think it does everything its advertised to do, and it is lightyears better than stock. I think the shift points are exactly where they need to be for normal everyday driving; my individual commute just happens to put the truck in that 4/5/6th gear dance a lot more than driving anywhere else. Outside of my work commute, like towing the boat to the lake for example, it performs so stupidly smooth and buttery compared to stock. But even in my work commute now, its staying in 5th/6th alot longer and mpgs are increasing bc of it! I'm happy with 9.0 and likely won't upgrade until another few versions come out - I may try a full reset at that time! Thanks for the tip!

 

If you dont like the 4,5,6 "dance", and you know you will be under 60 mph or so, run the truck in S5 manual mode. it will help with the shifts, and shudder. for the record, I wouldnt hesitate to update to 10.0 over what you have. you can have your tuner switch you back, if you dont like it. win, win, in my book. Ski

 

I went from normal to sport without clearing the ecm and tcu values a few days ago. Last night, I figured I’d install sport again with the latest VF Tuner version and cleared those values.
I might be imagining it, but I swear there is a difference in how the truck is shifting and sometimes where it shifts. It also feels smoother and has more pep to it. Like I said, I may just be imagining it, but it just feels better all around. Very happy with it.

 

This is going to be long, but bear with me please! I had someone ask me this question, verbatim, on FB page today, and I think the response is worth sharing for those that don't already know, but would like to have a better understanding of the dyno process. Read on if you'd like to learn more!

The question:

Can you explain this?
With each version KDMax continues to lose power on the dyno (info pulled from Tacomaworld)
KDMax 9, 247 WHP
KDMax 10, 221 WHP
Overland Torque Tune, 263.9 WHP
Seen a few people post about this but have not seen an explanation.

Here is how I responded to this. I hope this helps at least a few clearing up some of the misinformation being spread on social media by a handful folks.


I can explain this, if you're will to hear it out. It won't be a short explanation, as there are a lot of variables that impact the numbers produced on a dyno. It may take more than one comment if I hit the character limit, so bear with me here.

The first thing to understand about a dyno is that it is a tool. One of many used in the tuning process. Like any tool, it helps you acheive the desire outcome, but it can't do the whole job from start to finish. It's greatest benefit is measuring change in real time. A tuner can dyno a vehicle, make a change to some maps, tables, schedules, etc and dyno the vehicle again to determine if that change produced a positive or negative outcome. I think it's pretty obvious how this is beneficial in the tuning process! It allows for the measurement of the most important value produced on a dyno - the delta! This means the change from where you started to where you ended up. Using this value, the tuner knows if they produced gain or loss with their last set of changes. If you look at the delta values between stock, our version 9, and our version 10 tune offering, you will note there is a measurable increased in both torque and horsepower each time.

As for the peak values for torque and HP, there are a few factors to bear in mind. First is the truck tested. Modifications on the vehicles can skew the results, up or down, depending on the nature fo those mods. The dyno results provided from our v9.0 tune were not done on the same truck as those provided with our v10.0 tune. Differences like tire size, vehicle age and condition, intake and exhaust systems, fuel octane, etc can all affect the outcome and result in considerably different values.
The second factor, believe it or not, is the weather or location in which the test was done. For example, a vehicle dyno tested in cold, dry air will produce more HP and torque than one tested in a hot, humid environment because cold air is denser and produces better combustion than hot, humid air. Dynos do include a "correction factor", sometimes also called "weather correction" that is intended to account for some of this with a mathmatical algorithm intended to adjust the values to a predetermined set of conditions, but this is not completely consistent, AND there is more than one correction factor with the 2 most common being SAE and STD. The former will typically produce slightly higher calculated values than the latter. Altitude can also affect the outcome. Compairing the older graph from our v9 tune to those from our v10 tune doesn't account for this environmental variance at all.

The third consideration is the transmission gear in which the dyno is performed. In a Tacoma, a 1:1 gear ratio is most closely obtained in 4th gear, and that is the gear we used when obtaining our newest graphs. However, many dyno techs are not comfortable using 4th gear due to the speeds reached on the dyno, which top out around 140mph. At this speed, driveline failure is possible, so there is some potentially serious risk in testing all the way to red line in this gear. Our dyno tech was willing to risk it in this case, but not all are. As a result, many dyno pulls are done in 3rd gear. In this case, the transmission will actually multiply the power output to the driveline, resulting in higher peak numbers on the outcome. Now, if all runs are done on the same truck, on the same dyno, on the same day, that's ok because the tuner still gets the delta value I mentioned earlier, which means he/she knows if gains were made with the most recent changes. As I mentioned, that is the real value of a dyno test. Compariring dyno results done on different days and different trucks on different dynos is not useful. At least not in terms of the peak values, and our older dyno graph does not indicate the gear used for that test, but there's a good chance it was 3rd gear. Likewise, the graphs posted by the other tune offerings are the same.
Another consideration is the dyno itself. There are variances between individual dyno machines and between different brands of dyno. These tests are all being conducted on what is called an inertia dyno, but our previous test was a DynoJet and our current on a Dynomad. These each handle the measurement a bit differently, and the DynoJet is generally considered throughout the industry to produce the most positive numbers by some small amount. So, seeing higher peak values is not overly surprising, even if we base it only on this consideration.

The dyno operator can also affect the outcome. Variances in how airflow is provided to the vehicle during the test, how the vehicle is strapped down to the dyno, how the throttle is handled, the vehicle operatiing temperature at which the test is conducted, etc can all change the outcome. These tests were not conducted by the same dyno operator obviously, so there is nearly certain to be differences in these variables. Again, these are not of consequence if you consider the delta values of the pulls in each case and note the gains from where we started to where we ended up. This is what's important.

The bottom line is each version of our tune has produced a larger delta between stock and our offering than the previous one. This means each iteration has made gains in terms of power. Additionally, with each release, the tune has also improved the drivability of these trucks, which is ultimately the goal of our tune. Could we squeeze some more torque or HP out these trucks? Yes, probably so, but we won't do that if it will compromised the drivability or reliability of the vehicle. We've always been up front about this, and it's why the competition likes to claim we say the dyno results are not "important". We have in fact never said that, but we have said drivability is our first priority and we have continued to improve on this with every iteration of the KDMax Pro tune.

It's also worth noting that those handful of antagonists pasting these old dyno graphs on every post they can find in which we are promoting our new tune KNOW all of this, as they are doing all of the same testing we are on their own offering, and seeking ultimately the same outcome. However, many folks don't have a technical understanding of the dyno process and how it's used in tune development, and the bulk will not be willing to, or are uninterested in, reading a post this long, which in reality is only touching the surface of all the technicalities that exist around this subject, but this is the truth of it, and you don't have to take my word for it. There are plenty of resources available online that can validate all I've said here, and if you are genuinely curious to learn more, I would encourage you to spend some time researching the subject yourself!

That being said, I do welcome you to reach out to me anytime, and I'd be happy to continue the discussion, as well as address any other questions or concerns you might have. I hope this helps answer your question, and if you actually made it this far, I thank you for taking the time to learn the truth about this subject as it relates to our tune. The KDMax Pro team values customer service above ALL else, and anyone of us are happy to take the time to dicusss any questions or concerns you might have at length. You only need to reach out!

 

Agreed. I was really happy with the 9.0 tune and upgraded to 10.0 a couple of days ago. 10.0 is a better tune.
In my short time on it I’d say the improvement is similar to the xt to 9.0 jump.

 

Very informative, and very true. People that run dynos have been stating this for years. People just don't listen sometimes.

 

Oxnard/Ventura Looking to get the new KDMAX-Pro-10.0 now's your chance 6/24



1. @Socalbasketcase
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Where's all the 805 fellas at? Come on guys, I'm counting on yall to get this done!!

 

Excited to load 10.0 to replace my 9.0!

seems like every time is some struggle with VF loading or upgrading or reinstalling. Crossing my fingers I can either just load the darn thing with whatever version of VF I have or it updates smoothly.

question related to that. I realize it’s a VF question and not a KDMax one, but you guys are more able to answer in layman’s terms… I have a terribly slow old cheap laptop. Bought it years ago just for tuning cars and loading NES roms . With the way VF is “linked” to my laptop, is it a pain or even impossible to get a new computer and load VF onto it and just have it work seamlessly again? Or is the license lost and I’d need to repurchase it?

 

As long as your device is registered, you can just download VFTuner to the new laptop and it should work. I recently replaced a laptop and VFTuner worked without issue. I believe your license is good for up to three machines.

 

Even if you are over the number of machines or need help with a new one, send VF a help email from their web site. They will make sure you get it going. I forget if the need to be on line has eliminated the need to register your device or not.

 

I have a small secondary laptop that is not powerful at all, the new VFTuner release loads in 30 secs....this new update is very welcome to get that working in under 3 mins from the prior VFT releases.

 

twtaco got my remote kit with v10 on the way. was thinking to make a comparison video to stock when i get. a video where i havent seen people do to really show a good comparison. il keep manual trans in 6th gear and drive up a hill on the highway that i know truck doesnt have enough power to maintain speed even when floored. will do same in 5th too to see if low end torque gains can be seen.

 

That would be a cool video to see!

 

I have some miles on the v10 now, it is a noticeable improvement in smoothness, and driveability, over previous versions, and will blow the stock ecu maps out of the water, in smoothness, and driveability, for sure. notable improvements are, smoother shifts, up and down, & the transitions between accelerator inputs is seamless.

one "side effect" of the new version is, I am personally seeing improved fuel economy, over v9xt pro. not huge but, it is there, and every little bit helps. I run non ethanol 90+ octane, and live in a "hilly river bottom area" of michigan so, you are always up or down a inclines. to be consistently over 22mpg, empty, not hauling or weighted down, is pretty darn good for these trucks, I think. the KDMaxx group, is responsible for this better fuel economy. and with better fuel economy, comes less emissions. so, we have that too.

I opted for my first test of v10, with normal throttle settings, I feel it is a bit touchy for me, in certain instances so, I am going to load up the lite throttle tune, and give that a shot. most of my KDMax tunes have been normal setting but, the last version, I settled on lite, and it seemed to be the best for me, at the time. My thinking is, I will be going back, to a known entity, as I enjoyed the lite map previously installed.

here are some screenshots of the mileage from the trucks computer over the course of this new tank of fuel. if you look at the combined info from both pics, you can see this tank of fuel, is on track to net 400 or more miles. Again... that is pretty impressive for this truck, when you consider the epa/window sticker numbers, from new.

Thank you, to all of the KDMax crew for all the hard work, development, and testing, of all these tunes/updates, to make our Tacoma's all they can be. Ski

 

Here’s a review from Justin. I tuned his truck and he’s got a 1000 miles on the new KDMax Pro 10.0

Hey all. I wanted to drop an unsolicited review of Jeff @K9chita and SOMD Tacoma Tuning and the KD Max Tune.
I have a 2021 Tacoma DC short bed. 6 cylinder automatic. TRD Off Road. This is my second Tacoma with the first being a 2010 6 cyc manual with the suicide doors.
I loved my 2010 and only got rid of it because we had kids and I needed something bigger. I begrudgingly went to an 5.0 F150, but that’s a story for a different day.
Got my 2021 right before the massive Covid chip shortage and during lockdown, so I didn’t drive it much. But I always noticed this weird lag. Frankly, it was kind of a dog. I chalked it up to being used to a 5.0 L V8 and moving back to a 6 cylinder. I’d just have to deal with it along with the other 2 things I hate about this truck. I love it overall but let’s face it:
- It drives like a dog
- The factory JBL navigation sucks (solved with just using CarPlay)
- The bed design and common leak issue for cappers and tonneaus is frustrating.
I started seeing these on things pop up for “tuning” your Tacoma and there was seemingly two products floating around. I was hesitant just because I didn’t want to get into warranty issues (just turned 25k miles), but I eventually pulled the trigger and called Jeff.
Installation experience was simple. We met, shot the sh*t, a bit and he plugged everything in. Had to run some updates, but overall took about 20 minutes. I got the latest KD Max Tune and the sport tune.
He told me to take it for a test drive and immediately I noticed a difference. The throttle is MUCH more sensitive…especially at low speeds and it does take some getting used to. The shifting is on point and it no longer feels sluggish.
I would say that a causal driver that jumps in the truck might never notice other than the sensitive gas pedal. But for those of you who notice the sluggish nature of the stock settings, I would highly recommend this. Best $400 I’ve spent on a vehicle in a long time!

 

I posted my thoughts on v10 a few days ago which included:

"I've already had the feeling that the lower gears are a bit more 'torquey' but towing is believing so we'll have a look-see on Monday (Jun 5). The big test is crossing a bridge with a relatively steep approach, on HWY 4, and staying in 4th gear, 90kph, on the way up. Last year the Pro+XT tune got me up and over in 4th gear so I expect that this one will do the same".

This past week I discovered that with v10, pulling 3250#, I could get into 5th gear and hold it on the flat, as long as I didn't have a strong head wind. First time since I started tuning (2019) that I've been able to do that. Being that most everything where I live is flat as piss on a plate, a slope of 3-4% on the HWY 4 bridge is about as steep as it gets. So when I got to the bridge, I downshifted to 4th gear and held my speed of 90kph up and over. One thing that is new for me with v10, is that while towing, I can accelerate slowly in 4th gear and the TC doesn't unlock or downshift to a lower gear. To me, that feels like a bit more torque (almost like a gear lock) than I had with my last towing tune (Pro+XT). Nothing scientific, just how it feels trying these different towing moves. And, so far, it's all good.

As far as gas mileage goes, I was getting on average (under tow, ECT on, 4th gear) with Pro+XT, 20L/100km or 11.7 mpg. With v10 it averaged out to 18.5L/100km or 12.7 mpg. These are the numbers calculated by the truck under ideal conditions, so nothing to hang my hat on, just ball park.

Very happy with the performance and feel of this tune. Merci, @PapaRee et @TWTaco!

 

So after 2 weeks & 2000 miles the transmission seemed to “relearn” it’s bad habits.

Is there any way to disable the trans from re-learning?

The first day or two after tuning the shifts were crisp and the truck held gear forever. Now it’s shifting similar to before it was tuned.