Tacoma - OVTUNE - VFTUNER - Update Info and Original Development

Definitely go 88 with the 87 tune and not 86.

 

You'll be fine with 86 while at your elevation, but if you tend to drive to lower elevations 88 would be a safer bet. Remember the octane recommendations are baselined for sea level. Those of us at higher elevations (6600 ft and 85 octane) are just fine with the grades adjusted for our altitudes.

 

List of available tables with our 2GR-FKS Tacoma tuning software
in case you were wondering ^_^
This list is still being added to. But our software will ship with at least these tables

Fuel Maps
Fuel Map Target AFR 1
Fuel Map Target AFR 2
Fuel Map Catalyst Adder 1
Fuel Map Catalyst Adder 2
Fuel Map Catalyst Adder 3
Fuel Map Catalyst Adder 4
Fuel Map Catalyst Adder 5
Sensor Scaling Tables
Intake Air Temperature Sensor Scaling
Engine Coolant Temperature Sensor Scaling
Oil Temperature Sensor Scaling
Oil Level Sensor Scale
VVT Sensor Scaling i-eVVT
Ignition Coil Dwell

Port Injector Control Tables
Port Injector Lag time
Port Injector Pressure Component
Port Injector Scaling
Port Injector Minimum time adder
Port Injector Voltage Component
Port Injector Flow Calculation
Port Injector Target Fuel Pressure 1
Port Injector Target Fuel Pressure 2
Port Injector Target 1 Flag
Port Injector Target 2 Flag
Port Injection Pre Injection Calculation
Port Injector Minimum Pulse
Port Injector Throttle vs Temp Injection Adder
Port Injector Fuel Pressure Multiplier
Port Injector Throttle Angle Compensation
Port Injector Battery Voltage base offset
Port Injector Base Injector Spray on DFCO Lift

Limits
Engine Rev Limiter
Engine Knock listen Limiter

Knock Control
Knock Base Retard
Knock Magnitude Retard

Low Pressure Fuel Pump Control
Base Fuel Pump Duty
Fuel Pump Max Duty
Fuel Pump Duty Limits
Fuel Pump Duty for High OutPut

High Pressure Fuel Pump Control
Base High Pressure Fuel Pump Duty
Fuel Pressure Limit Flag 1
Fuel Pressure Limit Flag 2 (Minimum)
Fuel Pressure Required to use Direct Injection
High Pressure Fuel Pump Sensor Scaling
High Pressure Fuel Pump Pressure Correction Rate


Direct Injector Control Tables
Direct Injection Pressure Target 1
Direct Injection Pressure Target 2
Direct Injection Pressure Target 3
Direct Injection Pressure Target idle
Direct Injection Fuel Throttle Component
Direct Injector Fuel Flow Calculation
Direct Injector Fuel Flow Ratio
Direct Injector Pressure to Flow Offset
Direct Injector Pressure Correction
Direct Injector Minimum Pressure
Direct Injector Maximum Pressure
Direct Injector Scale
Direct Injection Limit for Injection Quantity
Direct Injection Flow to Time Calculation 1
Direct Injection Flow to Time Calculation 2
Direct Injection Pre-Injection Timing Calculation - Crank Angle
Direct Injection Cold Start Catalyst Stratofied Mix Adder

Fuel Split Calculation
Direct Injector to Port Injector Cat Warm
Direct Injector To Port Injector Split Ratio Target Cold
Port Injector Target Cranking
Direct Injection Split Table Byte Flags Coolant Temp

Fuel Spray Calculation Tables
Direct Injection Crank Angle Timing 1
Direct Injection Crank Angle Timing 2
Fuel Split Angle Table 1
Fuel Split Angle Table 2
Fuel Split Angle Table 3
Fuel Split Angle Table 4
Fuel Split Angle Table 5


Air Fuel
Stoic Fuel Target
Stoic 02 Sensor Allowance
02 Sensor Rich and Lean Rough Limits
02 Sensor Correction Limits
02 Sensor Rich Target Base
Mass AirFlow Correction At Idle
Mass AirFlow Sensor Scaling
Mass AirFlow Sensor Scaling During High Frequency
Mass AirFlow Correction Multiplier 1
Mass AirFlow Correction Multiplier 2
Mass AirFlow Multiplier Table Flag
Primary Wideband 02 Sensor Scaling
Calculated Air Fill
Calculated Air Fill Modifier for Angle

Engine Torque Calculation
Torque Calculation Multiplier for Coolant Temp 1-16 - 4D Table
Wide Open Torque Calculation
Engine Torque
Engine Torque Sport Mode
Minimum Cylinder Filling VE
Maximum Cylinder Filling VE
Cylinder Calculated Fill (one Cylinder)
Mapped Engine Fill for Multiplier
Engine Torque AirFlow
Engine Torque AirFlow 2

Ignition Timing
Ignition Timing Efficiency MBT Inverse 1 - 25 - 4D Table
Ignition Timing Efficiency MBT Calc 1-25 - 4D Table
Ignition Timing Base Retard
Ignition Timing Base PI
Ignitiong Timing Base DI
Ignition Timing Low Knock PI
Ignition Timing Low Knock DI
Ignition Timing High Knock PI
Ignition Timing High Knock DI
Ignition Timing Valve Angle Transient Retard
Ignition Timing Valve Angle Base Retard
Ignition Timing Limit
Ignition Timing Adder - Cold Engine
Ignition Timing Adder - Cold Engine 2
Ignition Timing Multiplier AirFlow vs ECT
Ideal Ignition To MBT Inverse 4D Calculation Output Flow 1
Ideal Ignition to MBT Inverse 4D Calculation Output Flow 2
Ignition Base Maximum
Ignition Base Minimum


Throttle Tables
Throttle Target based on Calculated Split Torque
Torque threshold for acceleration
Throttle Tables For Each Gear
Throttle Angle Limit based on Coolant Temp
Throttle Flow Delta 1
Throttle Flow Delta 2
Throttle Flow Delta 3
Throttle Flow Delta 4
Throttle Flow Delta 5
Throttle Flow Delta 6
Throttle Flow Delta 7
Throttle Flow Delta 8
Throttle Flow Delta 9
Throttle Flow Delta 10

Shift Torque Tables
Optimatal Torque Model For Shifting 1
Optimatal Torque Model For Shifting 2
Optimatal Torque Model For Shifting 3
Optimatal Torque Model For Shifting 4
Optimatal Torque Model For Shifting 5
Optimatal Torque Model For Shifting 6
Optimatal Torque Model For Shifting 7
Optimatal Torque Model For Shifting 8
Optimatal Torque Model For Shifting 9
Optimatal Torque Model For Shifting 10
Optimatal Torque Model For Shifting 11
Optimatal Torque Model For Shifting 12
Optimal Shift Torque Model High Speed 1
Optimal Shift Torque Model High Speed 2

Shift Control Up
Base Shift Selection Up 1 - 2
Base Shift Selection Up 2 - 3
Base Shift Selection Up 3 - 4
Base Shift Selection Up 4 - 5
Base Shift Selection Up 5 - 6
ECT Shift Selection Up 1 - 2
ECT Shift Selection Up 2 - 3
ECT Shift Selection Up 3 - 4
ECT Shift Selection Up 4 - 5
ECT Shift Selection Up 5 - 6
Base Acceleration Shift Selection Up 1 - 2
Base Acceleration Shift Selection Up 2 - 3
Base Acceleration Shift Selection Up 3 - 4
Base Acceleration Shift Selection Up 4 - 5 - Lockout
Base Acceleration Shift Selection Up 5 - 6 -Lockout

Torque Converter Tables
Torque Converter Locking speed 1-2
Torque Converter Locking speed 2-3
Torque Converter Locking speed 3-4
Torque Converter Locking speed 4-5
Torque Converter Locking speed 5-6
Torque Converter Locking speed 1-2 - ECT
Torque Converter Locking speed 2-3 - ECT
Torque Converter Locking speed 3-4 - ECT
Torque Converter Locking speed 4-5 - ECT
Torque Converter Locking speed 5-6 - ECT
Torque Converter Unlocking speed 1-2
Torque Converter Unlocking speed 2-3
Torque Converter Unlocking speed 3-4
Torque Converter Unlocking speed 4-5
Torque Converter Unlocking speed 5-6
Torque Converter Unlocking speed 1-2 - ECT
Torque Converter Unlocking speed 2-3 - ECT
Torque Converter Unlocking speed 3-4 - ECT
Torque Converter Unlocking speed 4-5 - ECT
Torque Converter Unlocking speed 5-6 - ECT

Valve Timing
Intake Valve Timing Base
Intake Valve TIming Angle Limit
Exhaust Valve Timing Base
Exhaust Valve Timing Angle Limit

Idle Control
Cold Start Idle - Park
Cold Start Idle - Drive
Warm Start Idle - Park
Warm Start idle - Drive
Hot Start Idle - Park
Hot Start Idle - Drive
Gears
Gear Ratios
Differential Ratio
Catalyst
Exhaust Temperature Model 1
Exhaust Temperature Model 2
Exhaust Temperature Model 3
Exhaust Temperature Model 4

 

Phew! That was a lot of reading.

 

But what does that mean???

 

You should be able to tune your own truck at the kitchen table

 

It means never go full retard, just knock magnitude retard

 

Hope that helps the 2019’s .

Anyway finally made it home from Florida. Did several wide open throttle full pulls from a stop as well as a roll while towing a trailer with a total weight of around 2300-2400 lbs. 1st - 2nd no issues. 2nd - 3rd, cute out and rev limit kicks in then falls forward then grabs momentum again. Did it every time I tried to test it while towing so towing, for me, doesn’t remedy the dead stick feel when shifting 2nd - 3rd.

I didn’t bother trying to top it out while hauling a trailer to get it to do the same going from 3-4 but while mentioning 3-4 shift while towing it still shifts too early even with weight on. However, without weight it shifts early and just slows the acceleration process. While hauling a trailer it does the exact same early shift but since it shifts too early, the added weight makes the truck then turn around and downshift back to third since 4th is too tall of a gear while pulling weight to accelerate. Hope this explanation helps.

 

Holy crap that's a lot of tables...

 

I assume you held back some super proprietary tables, but still, this is quite impressive, if not intimidating. There are very few tables that I personally would consider altering.

I know that you enjoy this, but finding all of this still has to be very difficult.

Thanks for all you do, and for sharing it with us.

Frank

 

Bets on what day?

 

I’m betting on one that ends in “y”

 

yep, this is not all the tables.
For my work/tuning, I have access to 2500 + tables on this truck.

 

If you have a 2019 04B31, and 5.29 gears, and would like to do a 5.29 test for us today, please send us a message on Zendesk.
(Do not message unless you meet the entire criteria, 2019, 04B31, 5.29 gears, available today). After this test we will do a more general release.

 

Whenever a test for the stock 04b31 gets a chance I’d like to test to see if the only two issues are remedied. The 3-4 shirt short caused massive shifting issues while towing from Alabama to Florida this weekend and only noticed since this was my first longer haul with 2k-5k. Coming back home was much lighter due to having a dump local to job site to dump shingles but the issue was dreadful while towing.

By the way the issues were it would constantly dance between 3-4 while towing until truck reached a certain speed. Only way to prevent this was to accelerate hard every time. Downside is while hauling there are times where someone with a load needs to accelerate gradually in order to prevent things from shifting.

 

Sent #13008 thanks for all the hard work Mat!

 

Testing shouldn't be necessary for this, it's something we are aware of which will be corrected with 2.0 final.


fingers crossed we wrap everything up really quick and I get you guys info of all of what has been worked on.
It's extensive.
Torque tables for each gear, single torque patch for base transmission calculations.

different high speed torque tables for gears (stock used are for gears 1, 2, 3, 6) this has been changed and retuned

just a whole lot.

 

Sounds great ty!