Tacoma - OVTUNE - VFTUNER - Update Info and Original Development

If someone in southern Cali has techstream and would like to help please private message me. Thanks.

 

I know and appreciate what you're saying; I'm just using the SG reading to help illustrate my point with some ballpark numbers.

I ask for a little more power by easing down on the accelerator; it cannot provide that in the current gear so it downshifts; then, I get WAY more power than I'm asking for causing the vehicle to accelerate rapidly instead of just maintaining my speed. Feels like nearly twice the power (i.e. about the same ratio the SG shows).

Another way to say it...
If you're bogging down in 5th while slowly adding pedal and it downshifts to 4th, it seems you're going to get at least ~20% more power (stock tune looked and felt more like ~30% minimum).
If you're in 4th and it downshifts to 3rd, you'll get like 40+%.

We all feel this regardless of the SG accuracy.

Why can't we get just a little more power on an auto downshift; like ~5%?

 

A couple of months ago, I was complaining about similar situations in this thread (going up mountain passes at high elevation, not holding gears, shifting hard, big jump in rpms, etc.), And OVTune himself commented that regearing may be the only real option. The software can only do so much without the right hardware for the situation.

That being said, the tune has improved my truck immensely, but it may be time to start saving up for some 4.88s if I want to really improve how the truck drives around CO.

 

There’s a camp of users that want the truck to hold gears. The other camp wants to mellow out the down shift surge. I think Mat focused on satisfying the first camp. What I think is going on is the truck is trying to hold the gear while loosing speed while the driver is going deeper into the throttle. By the time the truck downshifts, it recognizes how deep you are in the throttle in the lower gear and responds accordingly. The alternative is a truck that downshifts sooner so that when a downshift is produced, your foot isn’t so deep in the throttle. The other option would be to keep the truck in the power band by regearing or restricting an upshift until the next gear will land around 2000 after the shift. It’d be cool if Mat could make the truck understand that we don’t want an upshift while under the load of something like going up a grade. That way the truck stays in the power band and the gear dance is reduced. On my B04 latest tune release, the truck behaves pretty damn well. I don’t know... maybe I’ve just adapted to the truck. I haven’t regeared, but certainly plan on it. 5.29 on stock truck. This puts gearing as close to a stock manual as we can. I think this will help

 

I agree the 5.29’s on 265/75/16 size tires sounds really appealing. I remember my 2nd gen manual used to turn about 2300-2500 @ 70 and I actually really liked that, I could actually pass people in sixth gear. From what I’ve read 2500 is where 5.29’s will land a 3rd gen AT on stock or near stock size tires and around 2300 on 33’s, which, given that this is a gas motor that makes torque higher up and not a diesel that makes peak torque at 1800 rpm, seems pretty appropriate.


Also, quick question for @OVTune... Can the rev hang be tuned out in the third gen manual? With the wife talking about chitlens a Double Cab may be in my future and if the rev hang can be tuned out of the manual that would seriously sway my decision.

 

With the 3rd gen MT, it’s right around that same spot at 70 mph

with 2.0 I don’t think anyone is really complaining about rev hang anymore.

 

Here's a great spot to compare gearing:
http://www.grimmjeeper.com/gears.html

All the info that you need. MT left, AT right. Hit that save button to set a cookie for the future.

 

Maybe it's just my truck but whenever I am going up an incline on the highway or around town my truck will hold 4th gear at 60-65mph the whole way up and then it'll hit 5th and then 6th when cresting the hill. To my surprise I am able to let off the gas or give it gas without the truck shifting gears. So for example if I am going up a hill, the truck has to shift into 4th, I can go anywhere from 50MPH to 75MPH without the truck shifting out of 4th. Are other not getting the same results?

 

QUESTION
Do any of you think that it would be a good idea to re-flash the truck and rest all the values after adding or subtracting weight from the truck? For example: the truck is flashed and values are reset with no sliders on the truck, the ECU learns what it needs to in order to most efficiently operate at that weight. Then you add sliders. 150lbs extra weight on the rig. Do you think that added weight would warrant another flash or at least reset the values so the ECU can learn the optimal operational parameters with the new total weight?

 

150 lbs is basically a passenger.

 

that is true

 

I am just saying for a baseline. The 150 isn't a big deal in the grand scheme of things. I am just wondering if anyone thinks it would make much a difference not.

 

It’s not gonna make a difference. Maybe if you were adding 1000+ lbs but a few hundred either way is basically normal life. Passengers, full or empty fuel tank, bed full of stuff.

 

for that amount of weight, I'd guess no real impact at all, definitely wouldn't re-flash over that.

 

I mean the throttle plate position not the accelerator pedal.

 

Can't drop to 4th if it's never allowed to go to 5th or 6th. S4 all day long.

 

Yes, I blame ACIS..

 

Apparently not. My truck behaves more like yours.

 

Cool thanks for the info!

 

That is what I was thinking just wanting to get a second opinion. Thank you