Overland Tailor Tuning (OTT) - 4G (2024+) Tacoma Development

[Baltimore]

@JustDSM ,
For those that have never gone through this process before, what's the key difference and pros/cons of the different stages/tiers you create for the tune?

Why stage 0 over stage 1 over stage 2? Does that map to others comments of mild/medium/spicy?

Is it simply the HP/tq? Are shift points getting changed? In the case of hybrids, are calls to the electric motor being adjusted?

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[JustDSM]

@JustDSM ,
For those that have never gone through this process before, what's the key difference and pros/cons of the different stages/tiers you create for the tune?

Why stage 0 over stage 1 over stage 2? Does that map to others comments of mild/medium/spicy?

Is it simply the HP/tq? Are shift points getting changed? In the case of hybrids, are calls to the electric motor being adjusted?

The primary objective and goal behind the different calibrations we offer are designed to provide pre-configured solutions for commonly requested configurations, making a custom tune available to the masses at a reduced entry cost and with greater availability.

The main differences behind our pre-configured offerings are:

OE Spec - This is a SR specific calibration, that reconfigure the calibration to allow the full output of the SR5 and TRD trim vehicles. This has been a specific request from SR owners so we've opted to make this calibration available to those who want to keep it "factory" while enhancing things at the same time. There are no other changes to the engine or transmission calibration on this option.

Stage 0 - This is the full OTT calibration (ECU/TCU) with a mild bump in boost pressure. This is just a mid tier offering available by request for those who may not want the full output, but still all the benefits of the "Stage" calibration (see our product release for specifics if you're curious).

Stage 1 - This is our primary calibration. Like Stage 0, it is a full ECU/TCU calibration with a modest increase in boost pressure, allowing the end user to utilize the OE turbocharger to its full potential without risk of overspeed. This calibration provides the biggest bang for your buck.

Our Stage 0/1 Calibrations are compatible with 87- 93+ Octane fuel, giving you flexibility and freedom to run the fuel you desire without pigeonholing you into running premium fuel only. That said, we do recommend premium fuel for peak performance and efficiency, but it is not required. Hybrid requests are reworked accordingly, balancing performance and battery charge.

The "mild/medium/spicy/etc." naming conventions for throttles are only applicable to prior generation trucks. They are not applicable to the 4G Tacoma/6G 4Runner/LC250. The older generation vehicles used a different throttle control strategy and with the new generation ECUs (and vehicles) we've revised the naming conventions of the "throttle settings" to:

Stock - Literally as described. 100% OEM Throttle control for those that prefer it.
Base - A bump up in throttle response
Enhanced - A further bump in throttle response

I should note that with our calibrations, each drive mode is adjusted independently, not just with a global correction applied to all drive modes. Park, Neutral, Reverse, 4Lo, etc., all are unaffected by any enhanced throttle characteristics. Only forward drive gears are enhanced for safety. Enhancing the throttle in reverse can be a safety concern!

Hope that helps!

 

[Baltimore]

The primary objective and goal behind the different calibrations we offer are designed to provide pre-configured solutions for commonly requested configurations, making a custom tune available to the masses at a reduced entry cost and with greater availability.

The main differences behind our pre-configured offerings are:

OE Spec - This is a SR specific calibration, that reconfigure the calibration to allow the full output of the SR5 and TRD trim vehicles. This has been a specific request from SR owners so we've opted to make this calibration available to those who want to keep it "factory" while enhancing things at the same time. There are no other changes to the engine or transmission calibration on this option.

Stage 0 - This is the full OTT calibration (ECU/TCU) with a mild bump in boost pressure. This is just a mid tier offering available by request for those who may not want the full output, but still all the benefits of the "Stage" calibration (see our product release for specifics if you're curious).

Stage 1 - This is our primary calibration. Like Stage 0, it is a full ECU/TCU calibration with a modest increase in boost pressure, allowing the end user to utilize the OE turbocharger to its full potential without risk of overspeed. This calibration provides the biggest bang for your buck.

Our Stage 0/1 Calibrations are compatible with 87- 93+ Octane fuel, giving you flexibility and freedom to run the fuel you desire without pigeonholing you into running premium fuel only. That said, we do recommend premium fuel for peak performance and efficiency, but it is not required. Hybrid requests are reworked accordingly, balancing performance and battery charge.

The "mild/medium/spicy/etc." naming conventions for throttles are only applicable to prior generation trucks. They are not applicable to the 4G Tacoma/6G 4Runner/LC250. The older generation vehicles used a different throttle control strategy and with the new generation ECUs (and vehicles) we've revised the naming conventions of the "throttle settings" to:

Stock - Literally as described. 100% OEM Throttle control for those that prefer it.
Base - A bump up in throttle response
Enhanced - A further bump in throttle response

I should note that with our calibrations, each drive mode is adjusted independently, not just with a global correction applied to all drive modes. Park, Neutral, Reverse, 4Lo, etc., all are unaffected by any enhanced throttle characteristics. Only forward drive gears are enhanced for safety. Enhancing the throttle in reverse can be a safety concern!

Hope that helps!

And all stages are the same price if there's a tuner in the area? Just a matter of driver's preference on what they are trying to get?

It sounds like each tune is a starting position that the local tuner then works from to tweak without your guidelines on parameters, is that wrong?

Personal scenario is a 4th gen hybrid where I would love to smooth out the transmission and shifting (or so it feels) and would take a a slight bump in mpg as a bonus. The HP/TQ gains are not something I'd notice or lean into 99% of the time, but a smoother drive curve without "pulsing" in 35-47mph l, where I do 70% of my driving would be huge.
I tried an experiment running 91 and 93 octane for a few tanks, but it didn't help the pulsing.

I'm using that description for lack of a better one in which, within that mph range and I've is very light on the throttle (think moving along in slow congested traffic) there is a shaking forward/backwards feeling that you feel into your seat back, not extreme, but enough to be noticeable and distracting. Uniformed guess is that there's a computer battle going on between upshift/downshift or electric/Regen or both creating a 4-way conflict of behavior. If your tune addressed this, I'd be all in if there was a local option or I could DIY it.

 

[mikeymtbs]

@JustDSM that's the best write-up yet of the tune options. Thanks for those descriptions.

@Baltimore, I just had my non-hybrid taco tuned a few days ago with the Stage 1, Enhanced tune. I’ve come to understand that the throttle tip-in, while more noticeable, isn’t overwhelming or unmanageable. The power is more readily available but what I’ve noticed over a few hundred miles thus far are just cleaner shifts from the tranny. The driving experience is a better overall experience. For that reason alone, I think it’s worthwhile to have the tune installed.

To add, I believe I will notice a BIG difference when towing my teardrop camper and loaded down with bikes and gear.

Mike

 

[BAQ717]

@JustDSM does this tune address the wonky shifts from a cold start or is that just a characteristic of the 8 speed transmission?

 

[JustDSM]

The cold shifting behavior we experience is due in part to the slight change in viscosity of cold fluid compared to warm fluid. Our calibration primarily addresses the shift points (RPM) at which a given shift will occur within normal operating temperatures. Due to some changes we made to the shift schedule, you may notice slightly different (and potentially improved) behavior, but it's not something we'd claim to have "fixed." Unless you have a mechanical issue, it's likely just a byproduct of the fluid's temperature and viscosity.

 

[tapornap113]

I know there is separate tunes for “most” intakes and the TRD intakes. Does the TRD intake really flow that much better than some of the aftermarket options out there or is it simply because of the change in positioning of the MAF sensor? Also, is there a big difference in power between different intake options with the stage 1 tune?

 

[JustDSM]

I know there is separate tunes for “most” intakes and the TRD intakes. Does the TRD intake really flow that much better than some of the aftermarket options out there or is it simply because of the change in positioning of the MAF sensor? Also, is there a big difference in power between different intake options with the stage 1 tune?

The reason we offer separate calibrations for the TRD Pro/TH and some aftermarket intakes isn’t really about “flow” in the sense of more air automatically making more power. It’s about how the MAF housing meters that air. The TRD Pro/TH intake, for example, has a larger MAF housing diameter, which changes the air velocity across the sensor. That means the ECU would under-report airflow unless the calibration is adjusted.

MAF sensor positioning can also influence readings because of turbulence and how the airflow hits the element, but the internal diameter of the housing is by far the biggest factor that requires different scaling. In other words, the calibration changes are about keeping the sensor accurate, not because one intake is inherently “flowing” more air than another at these levels.

From our testing, there’s no measurable improvement in output between the TRD Pro/TH box, and a few others we've tested over the stock airbox when running stock or Stage 1 power levels. They all perform very similarly, even if the sound and appearance are different. Our results don’t line up with a lot of the marketing claims you see, but we can only go by what our testing has shown on the dyno. That said, we always encourage owners to validate their own results independently. The more real-world data that’s shared, the better the community as a whole benefits.

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