OrangeVirus Tuning

2GR-FKS Tacoma EROM 2.0 Patch - Development Info - Enhancing Efficiency x2

2GR-FKS Tacoma EROM 2.0 Patch - Development Info - Enhancing Efficiency x2
******* this blog post will be updated with more information during April none of these updates are expected to release until end of 2019*****
If you don't know by now, OVTune has been working hard for over a year on the 2GR-FKS Tacoma to bring the ultimate Engine and Transmission Calibration.
Our 1.05 Release made amazing results and unlocked the real potential of the 2GR-FKS Engine. 
But was that where the road ended? Not quite.
While our 1.05 tune with EROM patch does  clean up several sections of the stock calibration, adds power, adds torque, and comes with our most requested feature to date GEARLOCKING!, we still have more coming down the pipeline in the future.
So what are some of the things we are working on?!
IGNITION - EROM Maximum Efficiency 
The stock ECU comes with a few tables like "MBT" (maximum brake torque), "Hi" and "Low" Tables. Each table is used depending on the calculated result of ignition timing that the ECU desires. (this process is ran through dozens of tables and 4D controls to bring the ultimate result. Quite complex).
Complexity means it's better right?. Not always.
Our EROM Maximum Efficiency patch Modified our current EROM Ignition table (released in 1.05) to bring the absolute maximum efficiency under any condition and under ANY OCTANE.
Our Goal: No more reflashing. Flash this tune and you can use any octane between 85 and 95. The ECU will calculate table demand based on Knock Learn Levels.
How does it do this? 
By finely tuning multiple ignition tables, and CREATING new tables in the ECU to control this, we will be implementing a new Ignition control scheme.
> Check MBT (maximum) > Check Knock Learn > Calculate Table Demand > Demand Ignition Table > Ignition timing result.
Now we can take direct feedback from the knock sensor to switch (ON THE FLY, NO FLASHING) to a different ignition timing to ensure you get the maximum efficient combustion for your octane. (up to the limit of efficiency, calculated by the ECU).
So  we take our primary tables (check MBT) then we use our Octane adders (or reducers) and calculate this based on a Knock Learn Level Table of our own design.
Lets take a look at the design: 
First we take our Primary Tables (a "low and Hi" if you will).
knock Learn Level. (the ECU does this). We will take this result and plot it against our Custom EROM KCS table:
Base this table on RPM and Load > and calculate which table adder to apply to our base 
(Basically > start with Base table. Check Knock Learn. Switch to adder table > add > verify vs MBT > result)
EROM Octane Tables  ( These tables compensate (plus or minus)) to the Main spark tables.
 Toyota Load Control - EROM Update
We have modified Toyota's stock table switches in the ECU that switch between two tables depending on conditions.
To simplify this process, and allow us to add more features in the future to this fuel control, we have modified the table 2 switch to become a modifier to table 1.
Basically, the ECU will use our new Table 1, and then, depending upon conditions, add the result of Table 2 to table 1.
On top of that we have created a 3rd table to modify the tables for high load and high RPM conditions only, where fuel and load calculations are most critical for performance.
 So, taking the two tables, we do a difference check : 
 Then, we take the second table and set it up as a modifier to table 1, instead of a table switch. Now, our table will compensate the primary table instead of just switching to an all new table with 90% of the same values.
Now, working with some custom code, we setup a 3rd table, that will be referenced only during high load and high RPM scenarios, and it will add or compensate load as necessary. So, the ECU will now use our 3rd table to do an additional compensation to the load control when in high RPM and high Load only.
What does this do?
- This helps tighten fuel and load control. This eliminates the ECU doing table switches, and makes it possible for us to easily compensate a primary table with additional requirements, rather than trying tin independently tune two different tables.
Our third table, of our own design, takes into account the additional requirements when at high load and high RPM. This table will only compensate table 1, and will not compensate on top of table 2. That way, we can create an independent load control, that is outside the "second table" of the stock ECU.
Doing this makes it possible to add our additional requirements in WITHOUT having to do the additional tuning on the "Table 2" that would of been in the stock ECU.
Transmission > Torque Control (6spd Automatic)
The stock ECU uses a series of Torque tables that "enhance" shifting. In reality, this is what people absolutely hate about this truck. We have already made massive improvements by eliminating certain tables and creating "clones" of certain tables. However, the ECU will still switch between these cloned tables and used modified routines for them. This is still not the most ideal way (in the real world) for driving.
So, we have eliminated all of them, and compounded them into a single, primary Torque table that will be used for the transmission.
This is exactly what Toyota used to do for the older trucks, like the 4.0 Tacoma and Tundra 5.7. Not nearly as much transmission complaints out of those.
Using our new Torque table, that completely controls shifting, will make the truck totally predictable in every single circumstance.
Throttle Control
The way the ECU controls the throttle is just nuts. So we just said screw that completely and have rewritten the code that controls throttle angle. No more dead spots. No more "load control" based throttle.
Now we have direct angle requirements. Direct angle limits.
Drive Mode Shifting :
Creating 2 new tables that modify D mode shift limits.
Our new tables take the current shift limit status and throw them through our own shifting algorithm so that the transmission no longer races up in gears at low RPM, or up-shift when you are off-throttle and cause a "clunk" from going too low of RPM and having to recover.
Depending on current Shift limit speed and accelerator angle, our tables will make modifications (add, multiply, divide) the current shift limit and input a new shift limit to create finer transmission control. (depending upon engine speed, accelerator angle, vehicle speed).
4-Low Shifting and 4-Low Custom Tables :
4-Low needs additional attention, due to how critical it is to have complete control over your truck when crawling.
So, we have modified the way the torque converter and shifting is programmed in the stock ECU
3 New 4-Low improvements have been designed and will be tested.
1. Throttle control (blue)
2. Precise transmission shift control based on Accelerator angle (green)
3.  Accelerator angle Lock up modifier (blue)
All of this is used to give you unparalleled control over the truck at low speeds when in 4-Low.
OVTunes EROM Atkinson mode Version 3-
Improving MPG even further through precise control!. Our EROM 1.05 Patch made significant, real world improvements to MPG. Verified by user accounts on hundreds of trucks. But can it be further improved? Absolutely.
Take the stock ECUS valve timing table. This small section in red is the area that is effectively "Atkinson" mode. Unfortunately there is not a lot of room to do fine valve tuning.
So, we've developed an all new Atkinson table. This table is a valve timing target used SPECIFICALLY when valve timing is in low advance conditions. 
The nice part? we've setup a seamless transition in code using a simple "check" requirement to check angle target based on load.
Like this :
Engine is spinning > Check angle target > Target angle request is lower than X > switch to Atkinson mode table > Target request is now higher than X > switch to Non Atkinson table.
What does this do? This gives us TWO tables that will now control valve timing independently, so that we can have maximum tuning efficiency in Atkinson, and maximum tuning efficiency when in non Atkinson mode. The nice part is our algorithm utilizes the OEM valve timing table to do its targets to sync from.
So, as a result we have 3 tables in control over valve timing.
Table 1 > OEM Table (sync, target check)
Table 2 > Replacement EROM table (maximum power, dedicated to NON Atkinson now)
Table 3 > Replacement EROM Table 2 > Atkinson (dedicated to ATKINSON MODE ONLY)


So you bought a TRD PRO, wondering "was it worth the upgrade?"


We say yes.!!

As part of our 2.0 Development we will be working on incorporating 5 way tuning into the crawl control dial. What this means is that Each selection on the dial will be it's own tune, that the user can select from ON THE FLY. NO Flashing necessary.

Selector dial 1 : Stock like mapping (or our tune)

Selector dial 2: User option map 1 (custom tune map 1)

Selector dial 3: user option map 2 (custom tune map 2)

Selector dial 4: user option map 3 ( custom tune map 3)

Selector dial 5: user option 4-low dedicated Tune (more information coming soon)


Note, this does not affect OEM crawl control function.

Each map includes changes to :

- Shift tables (unique and independent shift settings for the 6AT)

-Transmission torque controller ( controls shifting smoothness, transmission shifting response)

- Ignition modifier (Modifies output ignition (for example running high octane, or very low octane like 85 in Colorado)

-VVT Modifier ( Modifies target valve timing)

- Throttle Multiplier (Multipliers throttle angle requests)














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