Tuning Facts - Understand Your 4Runner 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.

 

[brumey]

Disclaimer: I am not a fan of “tuning” or mods. If I want more speed, torque, power etc, I’d buy a different vehicle.

Question for you: How does this impact the vehicles warranty? The ECU shows flash history. More so, what reliability testing have you done that confirms no adverse, out if spec wear downstream components.

 

[CAMTuning]

Disclaimer: I am not a fan of “tuning” or mods. If I want more speed, torque, power etc, I’d buy a different vehicle.

Question for you: How does this impact the vehicles warranty? The ECU shows flash history. More so, what reliability testing have you done that confirms no adverse, out if spec wear downstream components.

This is exactly the kind of discussion that I hoped this post would generate.

• CAMTuning isn’t about chasing peak power or trying to turn a Tacoma or 4Runner into something it’s not. Power gains happen, but the goal is always driver experience — smoother torque delivery, cleaner throttle, and a truck that feels more predictable and comfortable to live with.
• On warranty: nothing can void your warranty- That’s not how federal warranty law works, but anything (tune, intake, tires, lift kit, aftermarket electronics, whatever) can be used to deny a specific claim if they think it caused the issue. The ECU will show that the calibration has been changed, so it’s never “invisible.” I want people to be aware of that upfront.
• Reliability-wise, I’m not pretending to have OEM-level durability labs. What I do have is a rapidly growing data set from customer trucks across the country, hundreds of hours of log review, and calibrations built to stay within the mechanical intent of the platform instead of pushing the edge, — safe fuel (safer than OEM actually), no knock, controlled torque, temperature-aware limits. I am certain that a properly custom tuned vehicle is safer than the OEM calibration in almost all cases.

Also worth noting:

• This drivetrain is engineered to tow, haul, and manage far higher load under power than most people use day-to-day. We’re not pushing torque beyond what Toyota designed the truck to survive, so concerns about downstream components seeing “unrealistic” stress aren’t really aligned with how the platform is built.

If someone wants max numbers, I’m probably not their guy.
If they want their Tacoma or 4Runner to drive like it should have from the factory, that’s where I fit.

 

[xraytekca]

Is this California legal?

 

[CAMTuning]

Is this California legal?

Tacoma and 4Runner are 50 state legal for the i-Force application, and an EO is pending for the i-Force max. It won't be long for the hybrid to be able to ship to CA. I've already tuned a bunch of non-hybrid trucks in CA. They must be everywhere out there.

 

[Archer]

Thanks for taking the time and breaking all this down. With all the recent mods and these heavy ass "E" tires I may be in the customer base for a tune in the near future.



.

 

[brumey]

This is exactly the kind of discussion that I hoped this post would generate.

• CAMTuning isn’t about chasing peak power or trying to turn a Tacoma or 4Runner into something it’s not. Power gains happen, but the goal is always driver experience — smoother torque delivery, cleaner throttle, and a truck that feels more predictable and comfortable to live with.
• On warranty: nothing can void your warranty- That’s not how federal warranty law works, but anything (tune, intake, tires, lift kit, aftermarket electronics, whatever) can be used to deny a specific claim if they think it caused the issue. The ECU will show that the calibration has been changed, so it’s never “invisible.” I want people to be aware of that upfront.
• Reliability-wise, I’m not pretending to have OEM-level durability labs. What I do have is a rapidly growing data set from customer trucks across the country, hundreds of hours of log review, and calibrations built to stay within the mechanical intent of the platform instead of pushing the edge, — safe fuel (safer than OEM actually), no knock, controlled torque, temperature-aware limits. I am certain that a properly custom tuned vehicle is safer than the OEM calibration in almost all cases.

Also worth noting:

• This drivetrain is engineered to tow, haul, and manage far higher load under power than most people use day-to-day. We’re not pushing torque beyond what Toyota designed the truck to survive, so concerns about downstream components seeing “unrealistic” stress aren’t really aligned with how the platform is built.

If someone wants max numbers, I’m probably not their guy.
If they want their Tacoma or 4Runner to drive like it should have from the factory, that’s where I fit.

Good response, Thank You.

 

[CAMTuning]

Thanks for taking the time and breaking all this down. With all the recent mods and these heavy ass "E" tires I may be in the customer base for a tune in the near future.



.

I'll be happy to help when you're ready! I've got a few PA customers running my tunes on gas and hybrid Tacomas.

 

[T_Pomp]

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:

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.

What is the typical cost of a tune?

 

[ttominator]

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

• Knock Correction Angle
• Intake Air Temp

What and how would I go about this?

 

[CAMTuning]

What is the typical cost of a tune?

Custom Remote Tuning — $400
This is the full CAMTuning experience. You’ll send in data logs, I’ll review them, and I’ll dial the calibration in until we’re both genuinely satisfied with how the vehicle drives. In most cases, customers are thrilled before I am — I’m picky on purpose.

Flash Map (OTS) — $200
A proven CAMTuning calibration that’s been validated on the dyno and the street. Unlike most “flash maps,” this still includes one data log review from me to confirm everything is operating safely and as expected.

What You’ll Need
Both options require the Cobb Accessport ($770). It installs in minutes and gives you everything you need:

• Install or swap maps at home
• Data log for tune revisions
• Clear codes and diagnostics
• Return to stock any time

No special skills, no shop visit
(Link to Accessport + tuning options here.)

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

• Knock Correction Angle
• Intake Air Temp

What and how would I go about this?

If you already have an Accessport, you’re basically ready to go. You can set up to six gauges right on the screen so you can see what the ECU is doing in real time. Behind the scenes, the Accessport is logging everything that matters and saving it internally. For remote tuning, I’ll send you a custom log configuration so it collects exactly what I need on my end. When you’re done logging, just plug in with USB and drop the files onto your computer.

If you don’t have an Accessport yet, that’s your first step. The link in my signature goes straight to the Toyota section of my site. For 4Runner specifically, you can grab what you need here:
(AP + Tune) or (AP Only) — whatever fits your plan.

 

[Turbo_Tacoma]

Hey guys, just wanted to stop in here (Tacoma owner) and share that I met Cam two months ago looking for a comprehensive tuning experience for my 2024 TRD OR 6MT non-hybrid. For me that meant being able to monitor and log my engine as I load on the miles with as much power as can safely extract.

He got me all setup finally and it's a dream to drive how I envisioned it should be as an Evo/STi, ex-GRC owner.
In addition to literally looking forward to grabbing the keys, I can keep an eye on my engine both live with the AP and through actual data logging now.

My coworker picked up a 2025 4Runner TRD OR and at first he told me you can stop trying to convince me to join you in getting a tune, "I don't need more power for what I do", but after he drove with (and next to) me a couple weeks ago, he gets it!!! The whole nature of the truck changed and I rarely actually need to go WOT but the thing feels so healthy and happy. We both drive a lot for med sales and it's so nice to thoroughly enjoy the miles now.

Happy to share more of my experience if you guys are curious.

Until then, thanks again Cam!!

PS- This is a great idea to share/discuss this content. Fascinating what all goes into a fully formed production ECU these days!

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