HP Tuners for 2005-2015

In your case the 500+cc/min would be *MoNeY*

 

so maybe stick to the 525 offering?

 

waiting for the whipple

Ive read through it before but its been a while. Dilemma does the gto get go fast goodies or tacoma get some actual umph?

 

If you're not going to or intend to really push the boundaries of the TRD/Magnusson blower, (2.5" or > w/ FPR mod) then the 525's will be a great choice for gas applications. They'll give you a little extra headroom over the TRD 455cc/min and add that safety margin.

 

I found the little calculator on their website.. it helped understand a little. seems the 525s would push anything I would need, even if a whipple kit comes out.. If I had 350 at the wheels eventually, id be pretty happy. I just don't really know the stock internal capabilities of these motors and I don't wanna push it to the edge.. I think the 525s will suite my needs plenty.. And hopefully work a little better overall than something offered with the kits.. the tuneability is the important component

 

With my TRD injectors, AFe intake, long tube headers, JFR y-pipe and 3" exhaust my injector duty cycle was 95% at WOT. The UCON was commanding 11.5 AFR and the injectors were only able to get me to 12.5 AFR. I was not running FPR mod, so that may have helped.

Long story short, I went with larger injectors for a bit of cushion, because the last thing I want is one of the injectors to go tits up when I'm at 5700 RPM 10+psi boost. The rods might not like that.

With a 2.7 pulley, you're probably fine with the TRD injectors.

 

With FIC's precision matching, the 525's will purr like a kitten I'm certain of it.

 

im kinda looking to take that route too.. I like whipple. the 2.3 on my chevy is nice and quiet too. is the 4 runner motor not the same motor the Tacoma has? don't see why it shouldn't fit

 

Alright. Just read the cam gear install instructions. Thanks for posting, Bassackwards. Aside from breaking the cam gear bolt loose without damaging the chain, it seems straight forward enough.

I'm staying NA at this point. Lots of positives on the cam gears, even for NA. Are there any drawbacks outside of a higher emissions?

50hp for $160 is a huge value unless there's some reliability/longevity drawback I'm not aware of. @JustDSM @Torspd @loginfailed @Roostfactor what else do I need to know?

 

These gears alone won't give you 50. But they make it possible for the other N/A mods (Intake/header/exhaust) to get you that 50hp.

 

That 50hp figure also included full headers/exhaust an intake and engine management system... So more like @$3,350 unless you already have that....

 

It's a dual VVTi variant of the single VVTi 1GR in our truck. Different motor.

 

But when you think of it, that's stock supercharger power range for less $ per HP.... It's not a bad route to go if you want to stay N/A.

 

I'll be TIGing up my own y-pipe and exhaust this summer, maybe score some used headers and will call on you guys and my MVPI2 for engine management, so I'll be close at a fraction of that. Gonna mull it over but cam gears sound like a win.

 

i thought the same. im guessing the lower manifold half is the main problem and they dont share the same bolt pattern. another issue could be pulley spacing but i think that would be easy enough to accomplish.

 

I think you'll be there, and I appreciate your gear purchase

 

It's still considered a 1gr-fe but starting in 2009 the t4r and fj received dual vvti, and the Tacoma got left with just single vvti.

 

Arm. Twisted. I'm in and 3 degrees more retarded. Thx JustDSM!

 

It isn't so easy as simply a clear answer. You have to look at the dyno sheets and what mods people had. You'll then have an outline of what all mods make what HP levels. Then you determine how far that you want to grow your output. Next, you use the injector flow to horsepower formula, to determine which size injectors that you specifically need.

That is the "riding the coat tails" method. Easy

 

Which is still used everywhere else in the world to this day.