Tacoma - OVTUNE - VFTUNER - Update Info and Original Development

We don't bench tune these ECUs, (tacoma 16+). We will have a OBD only option. No need to remove the ECU.
As far as the Tundra we went into development on it early on but it got temporarily halted when we realized the trucks were too large for our dyno. We're still working on it for our handheld, but it's not a priority.

There will be no need to collect all calibration versions for the Tacoma because the ECU does not need removed. If a new ECU version pops up when someone receives our kit, they simply email us their tune file. These ECUs allow the tune to be downloaded by OBD. The Tundra does not.

Lets not get too caught up on this torque management subject. To put it simply... torque management is a mathematical equation that simply translates X amount of gas pedal to Y amount of torque.
The complexity of it comes in when it starts to control all the maps and entire "internal network" of stuff. But that isn't something any customer should be worrying about, that's on us to understand.
In the older days pre DBW, there was a cable connected to the gas pedal that went directly to the throttle. The HUMAN was the "torque management."... Now that the cable has been replaced with electronics, the PCM is the "torque management." The only thing we were trying to explain is that toyotas code for this is NOT linear. So if you press the gas pedal 50% down, you expect 50% throttle right? Well the "torque management" will determine how much throttle you get.
With toyotas "throttle intelligence" (which is their torque management in another name) from what we have seen you press the gas pedal down 100% and you get actually 30-40% throttle opening until after 4000 RPM. (vehicle dependent)


In regards to atkinson, VVT, etc.
There would be no good reason to disable the atkinson portion of engine operation. These engines use Valve timing actuators that change "on the fly" by the ECU. We have FULL control over all Valve angles. So at low load, low RPM, it's in atkinsons, but as soon as you press the gas pedal down more, the "torque management" says "hey this human wants more power" it moves to a different section of the tune that changes valve angle which = more power... (without even needing to open the throttle more in some cases).

The VVT utilized in the 2GR FKS changes on the fly, all the time. there is no ON / OFF. It's always active and the cam timing is always moving around.

If VVT was turned OFF, you would lose so much power the car would be basically undrivable. Most engines with this type of VVT start at a severely retarded angle and advance from there. With the VVT off, you'd start at around 30-35* intake cam retard. You'd be lucky to dyno 100HP with the VVT turned off.


in good news, we are speaking with a local 2017 TRD owner to get on the Dyno asap

 

Excellent!

Are you considering additional tuning for utilization of the ECT which will allow for some variability in the maps, or expected to create a single tune which will effectively give the same shift points/throttle mapping that ECT and/or S Modes allow?

 

We love you

 

I am so glad you posted this. I suspect people will take you at your word and the people that need to hear it are probably reading this thread. I have been saying the same thing all over this forum for >18 months... but still.

Regarding the low throttle openings at full pedal depression:
If full throttle at 6000 rpm moves the maximum X amount of air; then 600 rpm couldn't move much more than X/10 amount of air; so, would you really gain anything by opening it all the way? I'm sure it's detuned to some degree; but, saying you only get 30-40% throttle makes people think it's massively handicapped. (I know it's more complicated than this.)

 

Same here, with only about 1/2 page of decent info. Note to self, start reading at page 20 for updates. Thank OV for all your info so far. And a few others members who have provided some good info.

 

Good luck on the dyno OV.

 

in case you guys want to see what I'm talking about... here is a datalog snip of toyotas "throttle intelligence"
The area circled in red is where we floored the vehicle. Look at how the throttle responds

 

It works for me

 

Got it now, thanks

 

Well that certainly explains why it feels like the transmission is taking so long to respond...it's because the throttle is taking so long to respond.

 

Are the dips in RPM shifts? I see 5 dips..so did you floor it in 1st? How come RPM stays flat once its in 4th and yet throttle position continues to increase? I'm probably reading the graph wrong

 

You are reading this correctly, sorry I should clarify this isn't a tacoma, but another toyota vehicle with the throttle intelligence code (the code is identical, exactly the same from the Tacoma to the NX200, IS200, LC500H, etc)
There is, from what we see, a lag from throttle response to throttle reduction. We let off after 3rd gear and coasted down. It was at full throttle while we were coasting

We never managed Full throttle while actually trying to get full throttle

 

Ah I see. So the throttle position graph is what the ECU is allowing? So once you start coasting in 3rd and it downshifts it's not actually wide open throttle but it would allow wide open throttle at that time if you were to floor it again?

 

not exactly, from what we see. I'm investigating further but I believe it may be a way of psuedo-engine braking

 

@OVTune is about to make a butt load of money of off this

 

I do fully hope they anticipate the demand. It's going to be...large.

 

They're sitting on a jackpot! They've just gotta release it and they will be getting orders like crazy

 

With almost 300,000 3rd gens sold so far, demand should be good.

 

But what % do you think are on tacoworld

 

I know that TW members are a small percentage but if it works, word will get out..