VF tuning collaboration and BS

Has anyone messed with VVT much? Intake and or exhaust? There's a lot to be had there.

What kind of KCLV values are most of you getting?
Me: 21+ on regular and 25.5 or so on 91 octane fuel. Regular tune.
KF/BV?
Me: Stays around -3
How about trans oil temps when driving in city / hwy?
With or without t/c changes?
What are some other experiences you've had or things you've experimented with? (keep it tuning related )

 

I changed backed airflow tables an get better mpg. Drivablility seems the same. Maybe a little smoother power delivery with the stock maps. I also notice "better" fuel trims. Not saying modified airload tables screw fuel trims but I see closer to zero especially while cruising with stock airload maps. I honestly believe now that modifying airload tables just leads to wasted fuel.

On a different note I fixed my hot idle surging by changing the 512 value in the Idle control hot-park map to 550. I believe this map is labeled wrong and should be for drive. I think what was happening was it was going back and forth between 512 and 550 due to the cold weather and logging proves this. Now it's a beautiful smooth 550rpm all the time.

 

Good stuff.

 

Hi. I rolled back to stock/ 2.0 tables a while ago.
As was mentioned above, better mpgs, better overall driving. I think AFR was most of the time on the reach side (observed).
As far as tc temps and kclv.
Temps are 180-195, except on the climb in 5th above 70 and getting into the region of full unlocking tc, then I get the temp of the converter between 200-210. Once the partial locking is engaged, the temp goes down quickly.
Kclv between 21-25.

 

What constitutes rich? 14.7:1 being ideal.

I have a modified 2.0 control airflow I tried. Raised the major dips and lowered the peaks 5%. (Can share later) that seemed to be pretty good. Have you played with ACIS? I'm really digging 3200 high and 2700 low. I've also adjusted % injection split along with it. No negatives thus far. Seems to pull like a sum bitch though. Not 100% positive on actual performance gains (butt dyno only) but it feels different, in a good way.

 

Why are you adjusting injection splits?

 

I'd be curious to see you half lock/slip lock tables. I've found it difficult to really get anywhere on these and when I did mess with them all it did was tank mpg. What pid are you using to log slip lock?

 

Below 14.7 Lambda would be below 1.000
It is load dependent, but I started noticing .98 range quite often under light to moderate loads. Now it is better

 

Actually I came to same conclusion. We have reached the limits of the "tuning".
I have played with all groups of tc tables for 5th and got nothing out of it, except unlocking tc in 5th.
Interestingly, if I put CC on and stay at 70 on the climb, I do see a tottaly different behavior of TC. It is getting into the "partial"mode at the beginning and gradually goint to full unlocked.
But I could not find any references in those available tables to my numbers under CC.
Which leads me to believe that we are not getting all pieces or there are code conditions.
The other thing is that regardless if you use control&expected airlod mods, the accelerator to throttle are not 1:1 when you above 65% of the load.

 

So are the values in the "calculated cylinder fill" table all set to "1" in a SUPERFOB tune? Can anyone confirm?

 

https://www.google.com/amp/s/www.ca...-engines-have-both-port-and-direct-injection/

 

Can you explain what kclv and kf/bv values are?

 

http://blog.rr-racing.com/news/2017...text=For those of you who,the KCLV goes to 15.

 

https://forums.nasioc.com/forums/showthread.php?t=1008930

Knock correction learned value
Knock feedback value

"Knock Correction F/B
The number of degrees added or subtracted from the ignition timing based on the amount of knock detected. Positive values are ignition advance (due to the absence of knock). Negative values are ignition retard (due to the presence of knock). These ECUs run active knock correction, and it is quite normal to see -3 to + 12 degrees of correction."

 

Just filled up with 89 to see if I felt any difference. Shoulda been monitoring these before and after!

 

There is a difference. Subtle, but it's there.

 

i think youre right. I noticed earlier shifting on the drive in this morning which tells me I’m getting more power with less pedal. Not scientific enough to say for sure but its worth exploring.

 

On the highway today. Here’s my numbers. Flat highway with a few hills, no mountains in LA.

 

Wasn’t the 2nd Gen Toyota’s top gear (5th) the same as the 3rd Gen 5th gear? That sort of puts thing in perspective since Toyota added a 6th gear to an underpowered truck. I think 4th gear was one to one on both the 2nd Gen and the 3rd Gen Tacomas.

 

Gonna give this a go on the Control Airflow map. Expected is very similar to Mat's suggested, slightly bias towards 2.0