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There’s been a lot of discussion around first-gear load limits on the T24A platform, so here’s a clear update.
This applies to the hybrid as well
Earlier calibrations had a defined load ceiling in 1st gear. That meant even if boost targets were raised in higher gears, the ECU would limit commanded load in 1st as part of its torque management strategy.
Recent calibration updates within the Cobb platform have expanded access to those control tables.
I’ve validated these changes on my development truck and multiple customer vehicles this week. With the new tables properly calibrated, full commanded load and boost can now be achieved in 1st gear when appropriate.
A couple important points:
• This is not about simply “removing a limiter.”
• The ECU still models torque and protects the drivetrain.
• Proper implementation requires balancing load targets, torque request, and boost control to maintain smooth delivery.
Done correctly, the result is consistent acceleration behavior across gears without artificial first-gear suppression.
For clarity — I have tuned Toyota with Cobb since the beginning, and I will continue to tune with Cobb. It remains the most transparent solution for this platform, and development within the ecosystem is ongoing. I’m actively validating these updates as they’re released and integrating them responsibly into customer calibrations.
As always, the goal is controlled, repeatable torque — not just peak numbers.
This applies to the hybrid as well
Earlier calibrations had a defined load ceiling in 1st gear. That meant even if boost targets were raised in higher gears, the ECU would limit commanded load in 1st as part of its torque management strategy.
Recent calibration updates within the Cobb platform have expanded access to those control tables.
I’ve validated these changes on my development truck and multiple customer vehicles this week. With the new tables properly calibrated, full commanded load and boost can now be achieved in 1st gear when appropriate.
A couple important points:
• This is not about simply “removing a limiter.”
• The ECU still models torque and protects the drivetrain.
• Proper implementation requires balancing load targets, torque request, and boost control to maintain smooth delivery.
Done correctly, the result is consistent acceleration behavior across gears without artificial first-gear suppression.
For clarity — I have tuned Toyota with Cobb since the beginning, and I will continue to tune with Cobb. It remains the most transparent solution for this platform, and development within the ecosystem is ongoing. I’m actively validating these updates as they’re released and integrating them responsibly into customer calibrations.
As always, the goal is controlled, repeatable torque — not just peak numbers.
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