Tacoma 1.05 Tune Release information - Complete Changelog
OVTune Is proud to announce our 1.05 Tune for the 2016+ Tacoma 3.5L Automatic and Manual transmission is complete! (Pending Release)
EVERYTHING IS PROUDLY TESTED ON OUR VERY OWN 2017 TRD PRO.
2GR FKS ENGINE CHANGES
Engine Changes -
A break down of engine control changes are listed below. Note that each thing is altered or enhanced from 1.04, and our 1.05 tune includes everything from our previous tune(s) (1.03,1.04) enhanced, modified or rewritten for better control.
Throttle airflow scaling and throttle angle scaling has further been fined tuned for better control, response and idle stability. We have further fine tuned the 3D Throttle to torque control tables that modulate how the throttle is opened when you press the accelerator.
What does this mean?
This means you will have better response than 1.04 while also having more stable control at very low engine speeds, which is matched our our new shift changes.
Airflow Control -
We have taken additional time to fine tune airflow and air-load control tables in the ECU, these tables ultimately limit "torque" (throttle angles) in the ECU which can limit power. By changing these tables we have further "unlocked" the ECUs throttle target requests to allow better throttle angles at high load. Note** Torque modulation and control is still present in 1.05 for safety reasons and the ECU will still use the throttle to manage torque as required.
Ignition Control - We have COMPLETELY patched the stock ignition control system with our own "EROM" package that we have implemented in the ECU that allows for finer ignition calibration and a wide range of load ranges which ultimately improve response, mpg and correction for knock events. See below.
Valve Timing Control - We have COMPLETELY patched the stock Valve timing tables with our EROM extended load tables which allow for much finer Valve angle tuning. See bloew.
OVTUNE Custom Tables "EROM" Patch Package - Engine
OrangeVirus Tuning has taken the time to completely modify and rewrite the stock "tables" inside the ecu with our own design and control.
First we started with one of the biggest problems with this engine. The ignition system. From over a year of testing, logging, and getting feedback and data from many trucks across the country, we have found one major problem they all share. Extreme amounts of detonation at low engine speed. We have seen knock spikes large enough for the ECU to request 8-10* of ignition retard from the base ignition tables at low engine speed (under 2000 RPM). These are not one-off events. This happens consistently and can, over time, cause engine damage, worse MPG, worse response and overall degradation of the drive-train.
We wondered why does this happen? What is going on? Well there are multiple issues. One being that the amount of valve timing being requested at high load and very low engine speed causes engine cylinder filling that, when paired with the static compression ratio 11.8:1 and 87 octane (even the engine manual notes the testing on 91 AKI.. also known as 91 octane), causes detonation. But what's worse is that not even 91 octane will completely prevent it on the stock ignition / tune.
Here is part of the reason why. The stock ignition tables use nearly 1/3 of the entire table for idle engine range. In our opinion, over the many cars we have tuned over the years this is quite a waste of space, and a waste of the total table resolution.So, we sought out to completely rewrite the tables with our own design. We modified the table size / allocation in memory, the axis data and targets themselves. Below are examples and explanations of of why we did this.
Here is an image of the STOCK ignition table(s) (there are quite a few of them for various scenarios, and high / low octane also known as "high det" "low det" tables).
Low Load Low Engine Speed Driving
While we would rather not show exactly what we do with the cams to fix stuttering issues and make more power, we can show you an image of our EROM valve timing table. The TOP table from the image below is our modified EROM Table. This table again extends engine load so that we have more fine tuned control of the intake valves. The stock VVT table not only targets too high of advance at low RPM which causes the stumbling from MISFIRES, but it again does not have the resolution needed to fine tune valve timing to various engine loads. Our table goes from 0 to 155% engine load which the stock ECU Table starts at 15% to 110% and 155% (unreachable normally just effective max as we also have in our table). The issue with this is something that many owners complain about. Lack of effective engine braking. When the engine is decelerating, the engine load drops. But in the stock ECU, the valve timing target will still use the column of 15% engine load (same as low load drive range). As a result you're still in "Atkinson" and the cylinders are bleeding off pressure. Therefore, you're getting less compression to help with engine braking. With our EROM table we can take control of deceleration and target valve timing (like below) that helps increase cylinder pressure, and increase engine braking. Unfortunately the only true benefits of this will be for trucks that have manual transmissions due to the automatics programming logic to drop to higher gears when you let off the gas. (That's why the truck rpm will drop so low when you let off the gas). Only during downshifting will it ever come to use, but from what we have tested this leaves us with a maximum RPM range of 2000 rpm and below.
Transmission changes (Automatic) - Complete list of changes made to the automatic transmission.
What is EROM?
Not too much can be done with it right?