HP/TQ curve

Where can I find a HP/TQ curve graph for the current 4 cylinder in the Tacoma's? Done some googling but have come up empty.

 

Crickets, all I hear is crickets.

Finding HP/TQ curves for modern engines is rather difficult I'm finding.

 

Literally the first result on a Google search: https://www.tacomaworld.com/threads/2-7-dyno-charts.285741/

 

Not looking for rear wheel dyno results, but actual manufacturer data. This used to be available.

 

160 hp @ 5200 rpm
181 footpounds @ 3800 rpm
That is EVERYTHING the manufacturer provides on this subject.

 

Since Horsepower = (Torque * RPM) / 5252, by definition, any engine that can rev to 5252 rpm produces the same number for horsepower and torque at that rpm. That should be slightly less than 160 hp and 160 lb/ft of torque for this engine at 5252 rpm.

Using the algebra you learned in high school Torque = (Horsepower * 5252) / RPM

160 HP @ 5200 rpm = 161.6 ft/lbs of torque @ 5200 rpm

181 ft/lbs of torque @ 3800 rpm = 131 hp @ 3800 rpm

 

I recall those are the HP & TQ numbers from the 2nd gen. The "current 4 cyl" that the OP asked about has dual VVT-i, which definitely changes the performance. I just can't believe they are reporting the exact same performance numbers as the 2TR-FE (single VVT-i) from the 2nd Gen.

This thread shows the better HP & TQ numbers for the 2.7 liter 1AR-FE from the Venza and Highlander, and also explains the displacement is the same but the bore/stroke and compression ratio are different than the 2TR-FE.

I still think the 2TR-Fe must have better output numbers now that both cams are variable timing. Otherwise why would they bother? The claimed MPGs are the same too. Makes no sense.

 

+5 hp at 5200 rpm is the only difference. The reason they didn't put vvt on the exhaust side years ago is because the benefit is incredibly small -- more a marketing gimmick than anything else.

Venza/highlander engine output numbers aren't applicable, since that isn't a TRUCK engine. Wife's Subaru has a 2.5 that makes 170 hp, yet there's no way in hell that it's pointy mountain shaped torque curve could even move most of the loads that 2TR's stack of pancakes shaped torque curve will move without breaking a sweat. 1AR doesn't even get into the 180's until its well past 2TR's red line.

 

Yes, it's that "stack of pancakes" torque curve that I want to see on paper.

 

Guess you need to draw a stack of pancakes.

Are you going for boost or what? What are you so concerned about?

Check out the LCE website, they have charts showing stock vs boost and etc

 

Then you might want to scroll up to post #3 of this very thread. Yeah, its from a wheel dyno, but remember that its a constant factor between that and what you're looking for.

 

I think the venza has a variable length intake manifold similar to a Yamaha vmax. Longer intake at low rpm to help low end torque. And switches to the shorter intake manifold at high rpms for so the long snakey intake isnt restricting the engine.