MAF: The MAF reads a voltage and based on that voltage assumes so much air is flowing so you can adjust that. From what I've read (again my interpretation) there's a handful of ways to control and tune fueling/air: Into more juicy things that haven't been covered already on here, I've been playing with adjusting the AFR which was my main reason to go with the HPT since I wasn't getting anywhere with other tunes I had and was running really rich and even lean in some instances. I have 5.29s and with the governor increased I was able to go over 100mph easily, food for thought. Additionally I raised the speed governor and tested that and there is no limiter now. Raising the rev limiter can be done, I haven't touched it but it seems the TRD tune already had it bumped to 6200 versus I believe 6000rpm. The AIP limp mode throttle limit removed doesn't disable the AIP fault from what I can tell, the truck won't be limited to 10deg TPS angle but you would still have a CEL. I over rode all those to max, so should be able to give it full beans whenever. There are tables for low range and high range low gear/reverse throttle opening limits, as well as AIP failure (limp mode I guess) throttle limits. With that said, if you didn't have the TRD Tune already flashed I guess it'd give you the stock tune? This isn't a huge issue necessarily, since you can download a tune off that above listed thread and then copy all the values to your stock tune (if you wanted the TRD values for instance). I would think even if I hadn't flashed back to the TRD Tune and still had my OVT on it, it would still have given me the TRD Tune since it's calibration based which the OVT doesn't change the calibration. so the HPT read my calibration and gave me the TRD Tune. I had originally flashed the TRD Tune onto my truck, and then had the OV Tune, which I flashed back to (presumably) the TRD Tune which OVT supplied when I got the OVT. Once I figured that out, I've had no issues reading or flashing the truck. I've noticed this a few times now, need to hotspot and need a good cell signal, if there's just one or two bars and service is slow then the HPT times out. With that said, it actually worked reading the ECU but I had to hotspot with my phone since my laptop I guess doesn't have enough wifi connection even sitting in the driveway. I know Victor had other luck, but I was having issue and just emailed them and they said you're SOL unless you send us a data log of trying to talk to the ECU and failing. The HPT module can't read the ECU, it will read the calibration on it and then download that to you, but for some reason HPT (at least the guy I talked to) can't directly supply you with the calibration. Things I've done and noticed so far, I have minimal idea what I'm doing so take it with a grain of salt: Additionally there is an extensive thread on TacomaWorld that's a few hundred pages long, the Tacoma tuning options are similar in most regards to the Tundra there's so many pages though, I usually just search stuff on the thread and see what I can find. There's only a handful of relevant threads on the HP Tuners forum, but this one is essentially everything needed: There's a dude on there, SlowNStock who's super knowledgeable and has been answering all my questions about random stuff I don't understand. Been playing with the HP Tuners a bunch the last few days and reading everything possible (albeit there's not much to read).
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