OTT Tune for stock NA Tundra

@JustDSM how does this tune compare to DAP?

 

It’s locked for sure which is annoying along with the waiver you sign but it’s understandable. I’ve got an email from John with OTT that states they adjust line pressure, shifts, etc because I specifically asked him about that.

 

Good question. Generally speaking I think all of the tunes are functionally doing similar things but arrive at different solutions based on the tools used the development of their product, software/hardware limitations and the specific “flavor” the calibrator has and what they’re trying to do with their calibration.

We’re all modifying the pedal sensitivity, fueling, ignition timing, VVTi angles, shift scheduling, and other fun stuff. So the nuts and bolts of the tune are all being tweaked in our own unique way.

I’ve never driven a DAP tuned vehicle to give you a first hand account of what I notice between the calibrations.

We use HPTuners and VFTuner for our calibrations giving us the ability to service the widest client base and give our clients options when choosing to go with OTT. We offer options for our clients to just buy files (base or custom) direct, we also sell hardware/software/file packages to include extras such as widebands for complete tuning solutions, or you can visit with one of our remote 3rd party retailers who can perform the flashing service for you. This saving you the cost of the hardware.

We’ve got hours and hours of dyno time testing various combinations from stock trucks to fully built supercharged/turbocharged configurations. Most stock to bolt on trucks will be just fine on our base calibration with regards to engine output. However, we are happy to custom tailor the settings if required for things like custom throttle mapping, shift scheduling and the like.

With custom options, we’re happy to work with you to datalog your vehicle, take your input and create a personalized custom calibration for you if that’s required/wanted.

 

Can you tune for a lift and larger tires? Any of your shops around New Orleans, LA?

 

Our tune can be configured to account for the larger tires. The lift, aside from the added drag is not anything that needs to be specifically accounted for in the calibration.

Our retailers/installers can be found here: https://overlandtailor.com/retailer-locations

However, reach out to: Erik Burris/Toyota Advanced Tuning (Fort Polk, LA)

Phone (520) 255-0856
Email: toyotaadvancedtuningllc@gmail.com
Web: www.toyotatuningnetwork.com
FB: IG: www.instagram.com/toyotaadvancedtuning

 

I have not used another tuning other than OTT and have been very happy both NA and Supercharged. Each time they have gone out of their way to give me a smooth performing vehicle and have been Professional in every way. I don't have the knowledge that some of you possess in the tuning process but I am happy with My experience. YMMV

 

Thanks for participating @JustDSM. Since this thread is fairly new, I'll piggyback some qestions: I'd like to get an OTT tune but I have to travel somewhere to do it. I have a couple of weeks right now in which I can get this done. My questions are related to the fact that I need to travel.

1) Is there value in going to a dealer/tuner in a larger market who, presumably, has more experience than another? Or are you equally-confident in the training of everybody who is certified by your network. The closest tuner to me is in a fairly small town, seems to be based out of their house, and doesn't even spell "tailor" correctly on their website - so it doesn't inspire a lot of confidence. (I'll leave it at that - not point in calling anybody out. If they know what they are doing or if the process is fool-proof enough, I don't worry. But I do expect that I'll want to tweak one additional thing on the shifting behavior, based on reviews above.)

2) No matter where I go - but especially if it's not the closest dealer - it'll be hard to get back to them to make future adjustments. So I'd like to be able to give them as much direction and input as possible the first time, and hopefully get it right from the outset. I keep seeing reference to something along the lines of "several standard setting options within the stock tune," but am not entirely sure what those are - other than 4 separate throttle responsiveness options discussed at one particular dealer's website. Is there a place where I can read more and educate myself prior to an appointment so I can give them the best direction?

Thanks in advance.

 

Delighted to assist! We appreciate your interest in OTT and the time you've taken to connect with us. Your questions are excellent!

Given that our retailers operate independently, each dealer/tuner within our network determines their pricing based on individual operational and overhead costs. Our network comprises diverse entities, ranging from full-service shops with in-house dynos to remote tuners/installers. Consequently, pricing for our calibrations may vary within the retail network based on regional locations and factors such as retail setups. OTT's owner, John Gobbels, meticulously vets all our calibrators, ensuring that our products are wholesaled directly to them. Each calibrator has access to software packages like HPTuners, VFTuner and others to guarantee the availability of our products through our networked retailers. To maintain consistency, our retailers undergo one-on-one sessions with John, ensuring they are well-versed in our processes and procedures. While we can't cover every detail, we maintain open communication channels with our retailers, facilitating direct interaction among them in case of questions or situations involving multiple retailers, such as adjustments while traveling. In such cases, our network provides flashing services at no cost while you're away from your primary tuner.

Our network boasts a wide range of retailers, from those operating out of home garages to established full-time shops with decades of experience. Despite differences in experience levels among the 50+ retailers in our network, we only include individuals who can provide top-notch service and safely conduct the flashing process.

In situations where reaching one of our retailers may be inconvenient, we offer a self-tune package (Naturally Aspirated calibrations) for $599 +S/H. This package includes the device, credits, and a tune, allowing you to access the same suite of files as our base calibration, ability to datalog the vehicle, and receive direct edits from OTT.

Regarding our "settings," we provide both "Base" calibrations and "Custom" calibrations. The "Base" calibration, developed on the dyno, offers a reliable starting point with various throttle profiles and three transmission profiles, providing near-custom calibrations at a discounted rate. "Custom" calibrations come into play when specific needs go beyond the base calibration, allowing us to work directly with the end user or through our retailer to tailor the calibration to unique requirements. While we typically charge an hourly rate for custom work, minor changes are often made as a courtesy. We acknowledge that our website may need improvement, and we are actively working on enhancing it. If this overview only scratches the surface, feel free to continue the conversation via email (info@overlandtailor.com), and we'll be more than happy to assist further.

 

I just had my tundra finished up by John remotely. Throttle and trans shifting are vastly different. His first tune had way too much throttle response so he dialed it back. Did a few logs and he said all was well.

That was a couple of weeks ago. Reached out to him over this weekend regarding locking the converter in 4th gear in tow//haul and regular to help drops temps sooner and gain efficiceny in acceleration. He asked me to do a log and let him see what he can come up with.

Curious to see what he comes up with.

 

Interesting. This seems to argue for the remote tune option. I might have to consider this harder. I don't know for sure that I'll even have an issue with the standard OTT settings (especially after I've lived with the factory settings for 4 years, and tempered my frustration a bit), but I'd sure like the ability to change things if I can. My hunch is that I'll be able to articulate the nuances of what I'd want different when it's new, but then learn to live with them over time.

 

Thank you again. I did finally talk to the tuner that's closest to me, and he sounds great. Not worried at all. But it's still a full day of driving for me to get there, do the tune, and come home - so I want to try to avoid return trips as much as possible. Right now, I have an appointment scheduled for next week. You ust mentioned the following, which is what I was hoping to better understand BEFORE my visit:

"The "Base" calibration, developed on the dyno, offers a reliable starting point with various throttle profiles and three transmission profiles, providing near-custom calibrations at a discounted rate."​

I'm especially wanting to understand those "three transmission profile" options. Assuming those aren't just to compensate for after-market tire or gear sizes, how do they differ? From each other and relative to the stock truck?

My gut tells me that I'll be more tollerant of an extra-sensitive throttle than most. My previous tundra was a 2001 model, that everybody but me complained about being too "jumpy" or "touchy" (In both braking and accelerating.) So I'm used to having to finesse the pedals. In fact, every vehicle I owned prior to that was carburated and had a manual transmission with all-mechanical linkage so, to someone my age, a driver is SUPPOSED to have to actively enage with the vehicle - not let it make desicisions for you and, especially, take time to "think" before it makes that decision.

The other thing of course, is that if I DON'T like the throttle setting, it should be obvious immediately. So we can make that adjustment before I leave. Shifting behavior will take more time, in more conditions, to become fully evident.

Thanks again for the insight

 

You can ultimately get the same file(s), be them base or custom from our retailers or direct from OTT. Their is a convenience factor when working with our retailers for a base file. The custom work still has myself or John behind the keyboard dialing in your calibration so whether it's a OTT direct file or a custom file from our retailer you're getting the same person behind the file. As you kind of illuded too, having the ability and convenience to change/load files yourself can make the self-tune option more attractive.

In my opinion, the best option is the option that works best for you, the end user. I just simply like to help folks make the most informed decision possible.

We spend a good bit of time working the base files to get them where we feel they should be. I think they'll work for most folks without a problem. However, I make no illusions that they're perfect for everyone's needs. In those off cases where changes are required, a little communication with us goes a long ways. If we can effectively communicate the problem a solution is a revision or two away in most cases.

Glad to hear you were able to make contact.

Our base calibration has different levels of throttles as we've hit on already. We also have three different transmission profiles (technically 4). We have:

Standard - which is a very mild enhancement of the OEM shift schedule. It'll feel a lot like stock but with some refinements. This one is ideal for those who are ultimately most concerned with fuel efficiency.

Standard + - Also derived from the OEM shift schedule but has unique shift scheduling that is a bit sportier in nature. Good for those wanting a little more sporty feeling to their shift points. This also works well for Supercharged trucks.

Tow - This is similar to the OE tow shift schedule designed for heavy hauling. It is our standard "tow mode" shift schedule. Unless otherwise specified, all of our files will come with this on tow package trucks.

Sport - This is our most aggressive shift schedule that is similar to "Sport or Sport+" modes on other vehicles. Higher RPM upshifts and a shift schedule eager to downshift as you get into the pedal to keep the engine in the powerband. Ideal for supercharged applications and Pre-Runner vehicles where you need to keep the motor in the meat of the powerband.

We can configure your shift schedule however you like, but we typically keep "normal" mode with Standard or Standard +, and use "tow mode" for Tow and Sport. We can also set a separate throttle sensitivity to "tow mode" if you so desire.

We can also configure the calibration for specific gear sets.

I'm certain you'll find one of our throttle settings to your liking. We learned a long time ago that 2-3 settings just don't cut it for the diversity of the community. Folks who actually run their rigs in the rocks, on the street/strip, and those just wanting an enhanced OEM calibration all have vastly differing opinions of what's right for them. So, we develop a whole range of settings and configurations. When you make your appointment or get your tune files from us, be sure to try a range of files to really find what is right for you.

 

You won't regret it I have had OTT tune my truck both NA and Supercharged.....always professional only other tune was after National Speed installed the Supercharger ,I immediately went and had OTT retune it that day.

 

I still think the $600 I spent for tune left me with no different feeling than the Pedal Monster. Except that, with the P Monster, I had control to tweak and play until I was happy and then be able to go back to the dead pedal tune when my wife needs the truck. I still think the shifting is always hunting at the slightest grade and holds out on shifts for too long under normal light load acceleration. Sometimes I feel like I’m waiting for it to upshift during mild acceleration.

I will say that the person who installed the tune followed up with me and was eager to make changes to make me happy, but driving an hour to meet in a gas station parking lot somewhere over and over was just not worth the time to me when there is no real tuning going on here. No fueling or timing adjustments. I understand that the shifting can altered, but the rest of the tune is basically TPS adjustments.

If I was to start over, I would prefer to buy the licensing and be able to tweak the tunes myself, but ultimately, for NA I would have just stuck with the Pedal Monster. And when I go supercharged, I would prefer to go to an actual tuner, not a guy with a laptop in a parking lot who is buying the files from the developer and just transferring them to my truck. I think OTT is probably worth it if your truck actually goes to the source shop and gets tuned to your liking in one visit.

 

There are 3 different transmission maps available from OTT. If the offer is in the table for you to try them at no cost, I’m not sure why you wouldn’t do it if you’re not happy with the shift logic you have now.

Also, if your truck has tow/haul, you get 2 different tunes throttle and shift maps to play with. While not the same number of throttle options as a throttle controller, you still have 2 modes.

I have OTT on my 2014 Tundra and the difference from stock is significant, the torque below 4000 rpm is greatly improved and the shifting going up and down the mountains here in Utah is vastly better, but I also run 91 octane all the time to get as much benefit as I can.

 

It is a tune and there are several things that are changed. Only major things you really feel are the pedal response and transmission shifting. OTT has been very responsive to me and helped me adjust converter lock up and my throttle response. Did your tuner have you do any data logging to confirm what's going on?

 

Seems odd to me that a “tune” would not include any alterations to anything beyond trans control and throttle position stuff. Even a canned tune should touch more than that, I’d think.

it was more money for the dyno time, but my tune took several hours to develop and dial in. In addition to the trans and throttle work, a lot of effort was put into fuel management and timing. This netted some small gains in max power, but really made significant differences because the power band extends much lower in the RPM range now. Max torque is just under 3,000 RPM instead of closer to 4,000.

Don’t forget to adjust your tune for tire diameter, gear ratio, and raise your speed limiter!

 

The OTT tune is essentially a canned tune that allows for adjustments of some things. They basically dialed their tune in on a dyno and then just distribute it out. There’s no way to increase power without manipulating the timing//fueling. They just don’t tell you what they change and they lock the tune so you can’t view it either. I’ve been working with John and Justin and they had me data log a few times to confirm everything was good and then have written a few different tweaks for me.

 

We offer more than just a Base “Canned” tune..

Our time and development on the dyno is a part of the process in the creation of our base calibrations. We build the Base calibrations to provide solutions that work for most folks providing them a full tuning solution at a reasonable price point considering you don’t have to invest in the hardware/software/learn the strategy/pay for dyno time/etc. We do the work for you..

For those that insist on aftermarket intakes, we offer the base cal with a custom MAF Scale upgrade to correct the MAF transfer function.

We also offer full custom calibrations. Though for a “stock” engine in N/A configuration this is often an added expense most can skip. However if you have particular needs or our base calibration just doesn’t mesh with your needs, this option is what will get you there. Keep in mind we’re only able to work within the limitations and confines of the OE strategy.

Then you have our F/I tunes which are ALL custom. But that’s off topic for this thread.

Seems unfair to say we’re essentially just canned tunes when we offer so much more. Most but the Base file and call it a day, never exploring the full scope of what we can offer.

 

That’s why I said essentially. There’s a base tune that you build off of that you’ve developed from testing. It’s apparently good enough that after a couple of data logs there were no adjustments needed to the tune that I was sent outside of dialing back the throttle response.

As you stated, for an NA tundra, there isn’t much really needed outside of the base tune which is in a nutshell, a canned tune.

 

My Tundra does Tow/Haul and there is zero noticed difference between that being on/off since I've had the tune.

 

That’s crazy. It is very noticeable in mine. You should go get retuned, something isn’t adding up here.

 

I talked to my local OTT tuner, he basically said that I show up, he flashes the tune and it’s all done, do you have to pick one of the above you mentioned? And if we’re doing the “off the shelf tune” are they able to do a small amount of customization? Or would anything over just flashing the tune be extra?

 

Your retailer is equipped with the full suite of base calibrations for your specific Calibration ID and will load a specific setting based on the information you’ve provided and what he feels will be the closest match to your needs. It will be an off the shelf file, and you’ll be provided an opportunity to test drive this setting. Take your time and drive it in as varied conditions as you can to get a feel how it works for your needs. Once you conclude your test drive, communicate your thoughts to your retailer and, if warranted you can try alternate files until you find what you’re looking for.

If an off the shelf offering isn’t available that is what you’re looking for we’ll assess the custom up charge fee and we can custom tailor the file to your needs based on the specific details you provide us. Please be specific and detailed as you can as our changes will only be as good as the feedback we’re provided.

Generally, unless you’ve specifically requested a “custom” calibration, you’ll be quoted for the Base offering.

For the base file with a “custom” MAF calibration there will be a small upcharge.

For a full “custom” file there is an upgrade charge for 1 hour of dedicated time making the changes requested by you. We can go longer if necessitated (typically only highly modified vehicles require this amount of time). *All F/I tunes are allocated 2hrs*

 

My OTT tune for my 2650 SC and I run 35s is INCREDIBLE! Even at 7kft elevation I hit 9psi and wants to melt my tires with ease! All ive done was go to a smaller pulley

 

I was tuned last year after going to larger tires on an otherwise stock drivetrain truck and have been pleased. I intend to regear eventually, but it has definitely made running on the stock 4.30 rear much more enjoyable in the meantime.

@JustDSM is that dyno sheet you posted earlier from an otherwise stock truck running 87, or is that on 93?

Also, at what point would you recommend a custom tune or returning to my tuner for another calibration to take full advantage of new modifications? Obviously new gears or F/I would warrant a visit, but what about exhaust on an NA truck? Headers?

Thanks in advance.

 

Any local OTT tuner for Houston or surrounding Texas cities? I am very interested in this custom tuneup.

 

Currently the area is serviced by Kaleb @ Lonestar Yota Tuning. He's based out of Waco but does visit the Houston area. Reach out to him for more details.

Phone: (254) 301-5965
Email: lonestaryotatuning@gmail.com
Web: www.lonestaryotatuning.com
FB: IG: www.instagram.com/lonestar_tacoma

Alternatively, we have a new retailer coming on board soon - Teq Auto Solutions and Off-road who is based out of Houston.

Phone: (832) 398-3394
Email: teqautosolutions@yahoo.com
Web: https://www.teqautosolutions.com/
FB:

 

Many thanks and will do Sir.

And I heard only good things about this shop in Houston, so good call I guess --> Teq Auto Solutions and Off-road

 

@JohnWhicker This Saturday, June 22nd, Lonestar Yota Tuning is having an event at Teq Auto Solutions in Houston. I'll be bringing my Tundra for a tune.