Tuning Facts- Understand Your Truck Like We Do at CAMTuning

[CAMTuning]

Knock • Fuel • Boost • Torque — Learn the Language of Power
This is a Tuning Fact series designed to open up the hood on how your Toyota actually thinks. Each post breaks down real parameters and real log examples so you can make sense of available data, and understand the importance of having a way to access it.

This isn’t about scare tactics or shaming off-the-shelf maps—it's about awareness. When you understand what “healthy” looks like in a log, you gain control. You stop guessing (you don't know what you can't see). You start catching issues early and get the most from your mods and tune.

Discussion is encouraged. Bring your questions, bring your curiosity. If you want power, reliability, and consistency, it helps to know what your ECU is asking for—and what it’s actually getting. That’s where tuning stops being a mystery and starts being a tool.

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[CAMTuning]

Session 1:
What “-3.0° Knock Correction Angle” Actually Means (And Why It Isn’t Bad)

Most people are used to thinking that any knock number = danger.
On the new 2.4T Tacoma / 4Runner, that’s not actually true.

The Short Version

On this platform, -3.0° of Knock Correction Angle (KCA) = the baseline.
It’s not knock. It’s not a problem. It’s not timing being removed.
It’s the ECU’s neutral position — the engine’s “zero.”

Think of -3.0° as the truck saying:

“We’re good. This is where I start making decisions.”

When KCA Moves More Positive (like -2, -1, 0)

The ECU is:

• Adding timing
• Seeing clean, stable combustion
• Responding to good fuel quality
• Essentially rewarding you

This is what good 91/93 octane should look like on a healthy tune.

When KCA Moves More Negative (like -5 to -10)

The ECU is:

• Removing timing
• Hearing noise/instability it doesn’t like

Possible causes:

• Lower quality fuel / 87 octane
• Heat-soaked intake temps
• Too much boost for current conditions
• Tune or mechanical issue

Note: Some timing pull during shifts is normal — don’t panic.

This doesn’t automatically mean engine damage.
It means the ECU is protecting you.

Why You Should Care

Because the ECU is already tuning your truck every time you drive.

You don’t need a dyno.
You don’t need to be a tuner.
You just need to look at the data.

Logging tells you:

• If your fuel is helping or hurting (87 vs 91/93)
• If your octane is actually what the pump advertises
• When heat or elevation is costing power
• If the tune is giving the ECU what it needs

What To Do This Week

If you’ve got an Accessport, run a quick 3rd-gear pull and look at:

• Knock Correction Angle
• Intake Air Temp

Not ready to log? No pressure.
Start paying attention. Ask questions. Stay curious.

We all start somewhere.
Closing Thought

You don’t need to be a tuner to understand your truck.
You just need the right things to look at.

I’ll be here regularly breaking down:

Knock control & octane

• Torque & load limits
• Gear-based torque mapping
• Fueling strategy
• Boost control behavior
• And how all of this affects your seat-of-the-pants power and driving experience

If You're Curious

I’m CAMTuning — I remote tune the 2.4T Tacoma & 4Runner platform with Cobb.
If something in your logs doesn’t make sense, DM or post it.
We’ll figure it out together.

Question:
What fuel are you currently running, and have you ever checked your knock numbers?

 

[CAMTuning]

To go one step further from above, here's an example of a data log with limited parameters shown:

• Intake air temperature (at the intake and at the manifold)
• Engine speed
• Knock correction angle

you can see the knock correction angle (yellow line) moves around -3, dips, then climbs to close to -2, but it also dips down to -3.8 on shift. The way to read this is to follow the RPM scale (white line) to where it peaks and then drops off, and that indicates a shift point.
The KCA in this log is what would be considered normal and would not be cause for concern.

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