Overland Torque Tune (OTT) by Overland Tailor

Overland Tailor Tuning was established in 2018 to bring custom calibration services to Toyota off-road platforms. Since our establishment, we’ve worked diligently to bring something to market that elevated performance and drivability in different areas than in other calibrations. We had an innovative idea and vision for what the Tacoma driving experience could be and set about bringing it to reality.

Our approach to calibrating vehicles is unique to OTT. Derived from extensive data collection and analysis (quantitative and qualitative), our methods have brought OE like reliability, repeatability, and consistency to an aftermarket calibration. Evaluating each change individually within our file, we’ve derived what we believe is as close to an OEM quality calibration as possible - leading to a vehicle that feels like it would have come off the lot but having an enhanced driving experience that is typical of bespoke builds.

The OTT experience specifically is engineered to improve the low end torque production of our supported platforms in part throttle cruise and at wide-open throttle. Our method also pay special attention to the high RPM output to ensure you have the power available when required. We accomplish this by optimization of key engine parameters controlled via the ECU to improve actual engine output (even with stock throttle settings if the client so chooses) and not just opening the throttle body further to give the sensation of additional torque. We ensure our torque leading calibrations give your vehicle what it needs to tackle the terrain ahead.

All supported applications are developed from the ground up with the philosophy of having OE like reliability and predictability with an enhanced power-band that provides the broadest torque curve possible with transmission tuning optimized around this enhanced power-band. This set-up delivers improved torque to the drive wheels and improved response through a variety of speeds and driving conditions.

We now (as of 09/23/22) offer support for the following platforms:

· 2005-2015 Toyota Tacoma 4.0L – Incl. transmission tuning/rev-hang delete & forced induction setups (Magnusson/ProCharger/URD/Custom Turbo kits)

· *Select Years* Toyota FJ Cruiser 4.0L – Incl. transmission tuning/rev-hang delete & forced induction setups (Magnusson/ProCharger/URD/Custom Turbo kits)

· 2016-2022 Toyota Tacoma 3.5L – Incl. transmission tuning w/ forced induction system to be supported soon!

· 2010-2019 Toyota 4Runner – Incl. forced induction setups/*Transmission tuning not yet available.

· 2020-2022 Toyota 4Runner - Incl. transmission tuning & forced induction setups

· 2007-2021 Toyota Tundra 5.7L – Incl. transmission tuning & forced induction setups

· 2007-2015 Toyota Land Cruiser 5.7L – Incl. transmission tuning & forced induction setups

· 2007-2018 Toyota Sequoia 5.7L – Incl. transmission tuning & forced induction setups

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You can find Overland Tailor Tuning at:
https://overlandtailor.com
https://www.instagram.com/overlandtailor/

For the fastest response, please email info@overlandtailor.com for inquiries.

**We're currently looking for someone in the Salt Lake City, UT or Birmingham, AL area with a Magnusson, ProCharger, or Whipple supercharged Toyota 4Runner to dyno. If you have or know someone in these locations with one, please email info@overlandtailor.com and we're looking to get our F/I tune validated on the dyno, all at no cost to you!**

 

Overland Tailor Tuning and Performance

John and Justin have 30 years of combined experience in the tuning industry working with Jeep, GM, Toyota, Mitsubishi, and Subaru platforms. We have experience with installation and tuning standalone EMS systems from AEM, Autronic, MoTeC, and Haltech and well versed in OE ECU reflash software from EFILive, HPTuners, VFTuner, ECUTEK, ECUEdit, and EcuFlash. We have provided calibrations and Beta testing services for various entities within the industry. Our commitment to integrity, putting our client’s needs first, and our ability to produce high quality solutions has led to OTT being a trusted name within the tuning community.

We believe that the success and failure of Toyota tuning industry is ultimately tied to the trust our clients (and tuners) have with the product they are purchasing. We value and believe end user satisfaction is the ultimate measure of success. We want to make it very clear that OTT is committed to providing you with the best we can offer and report honestly on our findings. We provide the client with the same calibration we dyno, meaning our results are repeatable.

We dyno what we sell.


2010+ T4R Tune Results.

For OTT 4Runner Magnuson S/C data, please see this post: https://www.4runners.com/threads/ov...t-by-overland-tailor.27827/page-3#post-478560

Working with our local SLC 3rd Party Tuner @BortisYeltzen, we strapped in his 2021 Toyota 4Runner to put the polish on our Toyota 4Runner tune. We've been tuning these for some time now (May, 2020 to be exact), but only recently have we really seen a surge of interest with the VFTuner release and support for the 2020+ 4Runners which include TCU Support. With this new interest and TCU support, we found it time to bring in one for some development.

Working with a bone stock 2021 w/ just over 20K miles on the ODO topped off with Chevron's finest 91 octane, we got it strapped down and got some baseline values. Working with a vehicle this clean is such a blessing and treat. Using VFTuner we were able to extract some impressive gains even on a truck with a high KCLV from a diet of 91 octane. After development, we then calculated the learning coefficient to correct for the advance present from the octane learning capability of the ECU to simulate what the truck would do on 87 octane timing levels to illustrate and educate the user base on how effective the factory Toyota strategy is at compensating for fuel quality. Thankfully Toyota left us some fat to trim and we were able to get some more out of it, even in the advanced state the vehicle came in with.

Additionally, we performed a run similar to our 2G Tacoma Dyno test of how restrictive the OE air filter is. On the 2G Tacoma we picked up around 6hp IIRC from simply removing the primary filter. On the T4R however, there was ZERO gains with it's massive filter element. Don't waste your $ on intakes 4Runner guys/gals!

Here's what we came up with for the OTT 4Runner Tune:

Stock Tune - 87 Octane (Green)
Stock Tune - 91 Octane (Red)
OTT Tune - 91 Octane (Blue)




Some specifics:

Stock and OTT Tune on 91 Octane

 

Was a good day on the rollers! T4R is running smooth yet provides BEAST MODE whenever I want it.

Link to some dyno video:
https://www.instagram.com/p/Ci3_rabuCEF/?igshid=YmMyMTA2M2Y=

 

Seems this OTT T4R thread has been buried and neglected, which is a shame as the OTT T4R tune is fantastic. TLDR: This tune is awesome, but I’m also biased…

Full disclosure, I am an OTT 3rd Party tuner and sell these tunes. However, this is my 2021 T4R, and it was used extensively in the development of these tunes and is our test rig for this platform. The tune in various revisions has been on my T4R since August 2021. My T4R has been on the same tune file since September 23rd, 2021, the day we completed the dyno session. Haven’t felt the need to change it, it’s been working so well, everywhere. This tune has also been installed on dozens of T4R’s with many happy customers.

A little background on my T4R. It’s basically fully stock, 2021 T4R ORP with KDSS. Only changes are Cooper AT3 LT C-load tires in 265/70/R17. It is my wife’s daily driver and the family adventure rig. I live in SLC, Utah and this vehicle spends a lot of time in the desert and the mountains. I don’t off-road a ton, but I do use the vehicle to get to MTB trails and up and down the canyons going skiing. The T4R is a means to get to the recreation, not the recreation. Getting to some trailheads out here does involve some decent off-roading in many circumstances, so all the offroad modes have been tested and used, both stock and tuned. I do plan on lifting it this spring and going up to 285/70/R17’s, I’ll report back as I continue to make changes.


Feedback over the last 4+ months on the tune. I run primarily 91 octane after seeing the benefits in HP and TQ on the dyno and how the ECU can advance timing further with the higher octane. I run the “mild” throttle option and it is perfect for how I use the vehicle. It is smooth and much more linear and predictable vs. stock throttle profile. There are 4 options: lite, mild, medium, and spicy. I’ve tested all throttle variants, and with the snow we get out here, for my wife’s commute, and for off-roading, I prefer the lighter settings. All are smooth off the line, but the Medium and Spicy ramp up a lot faster and are more suited to folks in climates that don’t get snow and heavier builds. Shift points are dialed, when you’re light on the pedal, the trans will shift sooner to maintain lower rpm, but if you get deeper in the pedal, it holds gears longer to ring them out. Overall, just a very intuitive shift schedule. Don’t want it to shift, keep your foot steady, want to accelerate, give it a little more gas, want it to downshift, give it a little more skinny pedal, want it to upshift, let off the skinny pedal. The T4R is also not constantly dumping to 5th as fast as it can like it did stock.

I drive up and down Parley’s Canyon/I-80 a lot, to and from Park City and the Uinta Mountains. Stock, the T4R would need to drop to 3rd gear often to maintain 75+ mph up the canyon and would bounce between 3rd, 4th, and 5th more than I like. This issue was worse with loaded bike rack, gear and people. After the tune, the T4R can pull 75 MPH up the canyon in 4th gear without needing to drop to 3rd unless I really want to accelerate to 80+ mph. So much better.

Adaptive Cruise control is also significantly better. I spend a lot of time driving up and down I-15 from SLC to St. George, and I-70 to Moab. The tune made a huge difference for these road trips, this is mainly due to the increase in low end TQ below 4000 rpm, the T4R can now get the TQ it needs to go up hills, deal with headwinds, etc.. without downshifting. I-15 and I-70 both have 80 mph speed limits, and if you’re not doing 85 you’d better be in the right lane. Stock tune would bounce through gears like crazy to maintain 80+ mph with CC on, tuned, it is rock solid.


Now what many people ask, what’s it do for MPG? I didn’t tune for mpg gains, and I don’t sell tunes based on mpg gains. However, what I have personally seen is no major change in daily driving mpg, and gains on the highway and on road trips when loaded. Below is shot from a trip from SLC to Moab halfway through a tank of gas, 3 hours into the drive, T4R loaded with bike racks, bikes, gear and family average speed of 65 mph for the trip and cruising at 84 mph with adaptive cruise on.

Here is an image of 15.5 hours of drive time, includes daily commute, several trips up and down the canyons, and a trip down south. I definitely have not lost mpg and am happy with how it performs and the mileage I get.

Happy to talk more about the tune and my experience, feel free to ask questions.

 

Good to know the stock air filter is solid lol.

Looks good. How does this tune account for different sized tires? Is this tune intended for 91 octane only?

 

No, the octane learning aspect of the stock calibration is preserved with the tune. You can run anything 87 octane or higher, the higher the octane, the higher the performance. The tune will learn up and learn down with fuel octane.

 

Currently, there is not tire size specific calibrations for the tunes. Both VF Tuner and HP Tuner software do not have a map to adjust for tire size for the T4R, and VF Tuner is actually the only software with any TCU (transmission control) access. Also, at this time it is not possible to account for aftermarket gears such as 4.56, 4.88, etc… as there is no where to input the gear ratios in the tuning software.

It’s also important to note, at this time, only select years and trims have TCU access and can have shift points altered, although VF Tuner is constantly adding access and capability to advance the tunes. Currently only some 2010-2019 model years have TCU access. So far the ECU’s we’ve come across for all 2020+ T4R’s have TCU access. However, as I stated above in my review/post, the increase in low end torque achieved by tuning the ECU also reduces downshifts even on vehicles where there is no TCU access.

 

By chance, was a dyno run completed with 87 octane (with the tune)?

 

Second post in this thread has info on 87. We did not do a dyno run with the tune on 87 octane. It’s likely a safe assumption that it would compare favorable with the stock calibration on 91, but with the improved shift scheduling and throttle response.

If there is enough interest, I’d be happy to get my T4R a steady diet of 87 to set the learning and go back to the dyno on the tune. The OTT folks are not afraid of dyno time and we have reliable access to one here in SLC.

 

Dyno with 87 and the tune would be great. Back when 91 was only 20 cents more than 87, no big deal but in a lot of places around here its 80-90 cents more now. If the tune on 87 is about when the stock tune does on 91, that's a win.

 

Damn! Those are impressive numbers!

 

Ok. We will look into getting some tuned 87 data. Likely wait until we get off winter blend fuel if we can. But we could possibly show worst case and do a winter blend 87. What do you think @JustDSM?

 

As @BortisYeltzen mentioned, our calibrations retain the OE adaptive knock/ignition control strategies that allow targeted advance/retard relative to RPM/Load across three different RPM "windows". This gives the truck a high degree of freedom to execute the most effective and efficient timing values present and preserve the longevity of the motor. The targeted adaptive advance and retard allows the ECU the flexibility to increase or reduce the amount of timing added or removed in relative to the knock sensitivity of the engine in in that specific operating condition. We specifically adapt our specific changes into the tried and true Toyota technology to retain this complex system. It allows you to run whatever fuel you feel comfortable with. This is truly an adaptive tune.

We can and do adapt our transmission shift scheduling based on the gear set/tire size used, but our standard transmission tune is pretty rock solid as many folks have come to find out. These transmissions are not nearly as poorly mapped as vehicles like the 3rd Generation Tacoma thankfully. Our modeling has helped us find what we believe to be an optimal shift scheduling for the new output of the engine. We take the entire vehicle and drivetrain package into consideration when we develop our model to determine optimal shift schedules. As mentioned, Toyota did pretty well on this platform but we have been able to trim the fat where their engineers were hamstrung. The new shift scheduling feels very natural and complementary to the improved output and response of the engine.

Edit - I should note, that this filter has shown no sign of restriction even at 373whp on our shop truck fitted with the Magnuson supercharger.

 

We can and would be happy to provide data on 87 octane. We'll work out a date/time with @BortisYeltzen to collect and provide that data. It'll be posted here for yourself and others.

 

Curious myself, and align with perspective provided as per quote. In Canada, high pump octane is about 16% more based on current price, but est. benefits from higher octane is only 5-6%, less with our winter gas. For me savings overrides small gains in power, or to gain some power for the same mpg.

 

While it's going to be no surprise the output will be down relative to our 91octane figures, I expect you'll find we're still able to pick up a reasonable amount on 87 while still bringing to you an optimized shift scheduling that allows the engine to operate in a RPM/Load window that will deliver additional response. The improved engine output and shift points combined with the enhanced throttle mapping will still go a long ways towards providing a completely different driving experience. Even with 87 octane.

It's important we meet the needs of our every day drivers. While it's not common practice to perform dyno testing on lower grade fuel, we completely understand how this type of testing can benefit the community. We're happy to provide it. As mentioned above. As soon as we're able to coordinate a date/time for it, we'll strap the same vehicle used in our "premium" fuel testing down and get you all some numbers with "regular" fuel.

Not going to lie, I'm a bit excited to share some additional data with you guys!

 

My poor pampered T4R about to have to guzzle mid-grade fuel. I’ll do it for science…

 

So the dyno proves that a stock 4Runner will have more power when 91 octane is used. People in other threads were arguing that ECU does not adjust for increasing from 87 to 91 octane.

 

If you dig into the Toyota Patents and read up on the knock control strategy, Toyota outlines how they're able to have a dynamic adjustment of the ignition timing present based on a number of variables but most notably knock which is to some degree dependent upon the octane fuel run. It's a pretty dynamic strategy that can target varying amounts (in degrees BTDC) of advance or retard in specific RPM/loads independently across three distinct RPM windows. This high degree of freedom and control allows the ECU to adapt the ignition timing delivered to the coils to be optimized for the fuel being used and the conditions and loads the engine is under.

True mastery of this system is knowing how to keep it intact without hamstringing its ability to add and remove timing as needed while also still getting the advance or retard needed for specific tuning situations. We've built a complex model that allows us to simulate various conditions (actual and theoretical) to observe the effect of the ignition changes we propose to make before ever running it on a vehicle.

Our test in the dyno charts you observed is a result of using the Toyota strategy to demonstrate the effects of that system on the engine's output.

In short or for the TLDR version: Yes, the Toyota ECU has strategies to adjust ignition timing based on octane limitations. It should be noted that tuning the ignition maps improperly can defeat or limit this systems ability to adapt.

 

I recently received this tune while I was on stock gears and 35s to get a feel for how the tune might change my setup's drivability. Check out my video to see the full details its a lot to write out here! https://youtu.be/naLT7X5iUJM

 

Question... what was the baseline 91/93 octane and what was tuned 91/93 dyno numbers peak numbers.... the charts confusing me with stock tune numbers on the first chart

 

All runs performed on the same vehicle in a 100% stock configuration:
Baseline on 87 Octane (Green)
Baseline on 91 Octane (Red)
*The two runs (Green/Red) show the stock ECU's adaptive capability to dynamically adjust for fuel quality.*
Tuned on 91 Octane (Blue)

 

We don’t post every 4Runner we tune here, only the special ones. This one was definitely special.


2018 TRD ORP, armored, lifted, 4.88 gears, 34” tires, and most importantly a Magnuson Supercharger. Customer was underwhelmed with the base Magnuson tune, as many others are. Working with @JustDSM from Overland Tailor, we were able to wake the beast up.
Unfortunately for the 2018 T4R there is no TCU access with both HP Tuners and VF Tuner, so doing a proper gearlock tune isn’t possible which makes doing a legit dyno pull impossible. When we get TCU access, this beast is going on the rollers!

Did a baseline run on the factory Magnuson tune up I-80/Parleys with a stop in the truck chainup lane to do a WOT pull up the canyon. Decent proxy for a dyno I suppose. Good mix of all around driving and WOT pulls for this test drive loop. We then started the tuning. After a few iterations and datalog sessions up the canyon, repeating the same drive each time, the customer was thrilled. His words were:

Even without TCU access, increasing the torque and HP lower in the rpm range allows the 4Runner to hold gears longer. The WOT launches when we were done were ridiculous, and overall driveability improved with custom throttle sensitivity to suit the customers preference. I’ve asked him to post here after some more seat time.

I’m now heavily considering a blower for my 2021 T4R, this tune was a ton of fun and the OTT folks once again show their mastery with Toyota calibrations. They’ve got naturally aspirated and forced induction tunes for 2nd and 3rd Gen Tacomas, 2010-2023 4Runners, 2007-2021 Tundras, Sequoia, GX, Land Cruisers, etc… and more in the works.

 

Thanks for sharing your experience, but this was rough. Adding giant tires is in effect, re-gearing. I really appreciate you sharing your experience to help folks better understand some of the variables along the way, but it’s too bad there wasnt more to learn about the ECU retune itself. I felt this video took way too long in establishing all of this.

 

Bumping this thread because I see folks asking for dyno data on other tunes. OTT validates their tunes on the dyno as part of the development process. You can have a tune that improves driveability AND makes more power and torque. Don’t let anyone tell you otherwise.

 

Reached out to Overland Tailor Tuning recently and inquired about getting my 4R tuned here in the Salt Lake City Area. The referred me to a local tuner, Barrett, who was incredibly friendly and knowledgeable. He referred me to some dyno results of his 4R, which also happens to be a ‘21 4R, and answered all of my questions across multiple conversations.

The tuning process itself took about ~20 mins. Throughout the process, I was informed of exactly what he was doing, info he was gathering, and what to expect. One of the attributes of the new tune is changing throttle characteristics -ala Sprint Booster or pedal commander type functionality. My options were “mild,” “medium,” and “spicy.” I opted for the “mild.” Once the ECU was flashed, he unplugged, disconnected the battery ext power, and sent me up Parley’s Canyon to see what I thought.

Observations after ~200 miles
Immediately upon stepping on the throttle, response was dramatically different. Rather than a pokey hesitation to get up and go, the vehicle is now eager to jump out and get going. Acceleration from both a dead stop, as well as in-motion is dramatically improved, particularly on the lower-end of the RPM range. Downshifts to overtake are more snappy, and power to overtake feels immediately accessible. Want to hold a gear? keep your foot on the gas. Want to downshift and hold 4th? Depress the accelerator, hold your foot there. NO MORE GEAR HUNTING. It’s dead simple, predictable, intuitive, and it should behave this way OOTB. It’s too soon to tell about MPG changes. My driving behaviors have changed while observing the new tune. Ive been driving more aggressively. I will note I havent noticed a dramatic reduction in MPG, despite driving more aggressively. After my run up the canyon, more data was pulled from the ECU. He concluded that the results closely follow his own, and we can probably assume his dyno results are very similar the gains I can expect: roughly ~24 WTQ gains on the low end, and ~10WHP gains across the entire power band (his results are those shared on this very thread).

This is one of the very best bang for buck mods you can get for your 4R. it’s a noticeable, dramatic improvement in the driving experience as it relates to performance. The truck is punchy getting off the line now. Accelerating to highway speeds, overtaking, downshifting, are all enhanced. Not only are throttle inputs a bit more snappy, its adding over a 10% gain in WTQ at the very low-end of the RPM band, where we’ll appreciate it most. Barrett and the OTT team manage these tunes for each client, and offer cost-free updates down the road if additional changes are made to the vehicle. They can also reflash back to stock as needed.

Warranty concerns:
No, this will not void your manufacturers warranty unless it is determined that failure is directly attributed to the changes introduced. yes, a dealership would be able to tell your ECU parameters have been modified if they know what they’re looking for. OTT has a great deal of experience tuning Tacos, 4Rs, and other vehicles across multiple platforms as well. If the concern of a threat to your warranty outweighs your desire to mod your vehicle, dont mod your vehicle. It’s your wallet and your ride.

TLDR: Very happy. Very noticeable changes. Would strongly recommend.

Vehicle details:
‘21 4runner limited 10,300 miles on odo.
Eibach 2.0 -R /Dobinson UCA/Method 316, w/285/70/17 Cooper AT3 4s.

 

Thanks @aggrobot for posting your initial thoughts. Please share an update after you put more miles on it. If you need any adjustments to suit your personal preferences, just reach out and we will get you taken care of. I’m confident in the OTT teams ability to customize these tunes as needed.

I’ve got around 7000 miles on the tune on my 2021 T4R ORP. It’s been awesome all around. I’m at 28K miles and my T4R goes into the dealer for its 30K service Monday 3/27. I typically have them do all the diff and transfer case fluids at 30K also. I’ll see if they mention anything about the tune or drive characteristics of my vehicle. I too am still under factory warranty coverage, and several folks at the dealer know I’m the local tuner, as I’ve tuned their personal vehicles

 

I get a lot of questions when discussing tuning with customers. 2 of the more common questions are:

1. Will my vehicle pass emissions with the tune?

2. Do I need to remove the tune before I take my vehicle into the dealer for regular maintenance and will the dealer see my vehicle is tuned when doing regular maintenance?

I like to be able to answer these questions based on my own personal experience. Today my 2021 T4R ORP went into the dealer for its 30,000 mile service and I was due for emissions and plates here in UT. My T4R is still under warranty as well. I had front and rear diff fluid changed, transfer case oil changed, oil change, emissions testing and all the other 30K services done at Mark Miller Toyota here in SLC, where I bought my T4R.

Emissions passed with no issues, and dealer performed all requested services, recall checks, and emissions with no issues. I even asked them to check the ECM to see if there were any updates (TSB) available from Toyota to see if they’d scan the vehicle.

I can’t speak for states other than Utah and other dealers, but I had no issues. Good for another 2 years for emissions and T4R running smooth on new fluids. My vehicle has almost 28,000 miles, and was tuned right around 20,000 miles. Everything checked out and is running awesome.

 

I appreciate you being transparent but that’s a deceiving result. First your EVAP system is showing “not ready” which means your vehicle didn’t self test for evap leaks which is a federal requirement. When you clear faults the readiness monitors reset, and show not ready until each of the systems perform a self test, results of “ready” means it passed the system self test. Some states allow up to 2 readiness monitors to not be set and still pass emissions. Some states states don’t allow any. If your tune is causing it not self test emissions it’s definitely not an emissions friendly tune.

Second, your vehicle is new enough that it’s not the I/M 240 test where exhaust gasses are monitored and analyzed while the vehicle is being driven on the rollers. Without an exhaust gas analysis you really have nothing.

You should talk to your local emissions test and set up a time to have them run it on the rollers with a stock tune and again the next day with the modified tune. At the very least exhaust test it while tuned. Tell them it’s modified and you want to make sure it’s still compliant. Even when not required by law you can pay like $25-$35 and have it ran.

I understand your saying this was just your experience with emissions, but it’s so irrelevant to the question that it almost comes off as being deceiving and I don’t think that was your intent.

 

Thanks for the feedback. I’m definitely not trying to deceive anyone here, just sharing my experience. On the Evap, not sure why that one was showing not ready, it’s been cold and it was snowing hard all day yesterday, so maybe it hasn’t ran the cycle? I did reflash my truck 2 weeks ago after running a test tune with alternate shift logic, but it’s been cold and snowing since then. We don’t alter anything to do with that in the tunes.

As for the emissions on rollers, they don’t do that here in UT to my knowledge. Even my 12 year old Subaru doesn’t go on any rollers when it gets tested, I just did that one in Feb. My point was meant to be I took my truck to the dealer and had everything checked, including emissions and had no issues. To your point, if you live in a state where they throw your truck on rollers for for emissions, you may have a different experience. I can only speak to my experience, here in UT.