OVTune 3.5L Tacoma Supercharger and Twin Turbo Systems

2GR-FKS bottom end is forged and I don't see the need for pistons yet.

 

Components are on the way.
Should wrap up out fueling issues and be on track to finish this up.

 

Happy birthday!
New fuel rails? New hpfp?

 

will show after testing.
But fingers crossed, it might just solve all our fuel issues, and make fuel upgrades 100x simpler.

 

What I was going to say was that @OVTune has infinitely more knowledge than me on that engine. I have not ever looked up what the OEM rods nor pistons look like. Nor what they are made of. Unlike the 1GR with its powder cast rods, and flimsy ringlands on hyper eutectic pistons.

I have not yet dyno'd mine. I was unhappy with the specific grinds that I have from Kelford camshafts. As no matter what tuning was done, the low end torque was just not there. Independent of the turbo. Although plenty of mid and high power. I just recently swapped out the intake cams and now I need to swap out the exhaust cams. Then do more testing.

*Edit* I am not unhappy with the quality of the Camshafts. Of the OEM regain the low end, then I will discuss with Kelford a better profile to have these ground to.

My engine is built for more than the 9180 can put out. The transmission is the weak link. For now.

 

I have a spare 2GR-FKS engine I managed to snag for a few hundred bucks, so I can get info and measurements on any part.
The stock bottom end is stupid beefy. Con-rods are forged steel, crank is forged steel, fully counterweight, with excellent heat treatment.
No sintered iron or crack cap components.

 

Any availability on APR head studs? How well do you feel the head gaskets and OEM bolts(assuming TTY) will hold up, to "x" power? Too many unknowns for me to be more specific.

That is a major plus! Just means the fueling system, and transmission components will be the next areas to address. Once those limits are found. Since you're already addressing the fueling, then the transmission is left.

 

so the fuel system upgrade I'm going to be testing may be our saving grace that eliminates... all other required components.
Which means if this works, no in tank upgrade needed, no port injector upgrade needed. that's a "if" at the moment. When the parts arrive we will know for sure.
Unfortunately though, it will mean some price change on the PowerMax kit. (not a lot).


In regards to how much power this engine can hold.. No idea right now.
But I have put 500 + ft lbs to the rear axle @ 2500 RPM. Not just once, but multiple times, and during fuel logging I have held it at that on my dyno at full boost for 20-30 second periods.
This engine is just...so well made it's ridiculous.
ANY other N/A engine you put 18psi down it's throat and hold it on the dyno at 500+ ft lbs for 30 seconds you're picking it up connecting rods off the floor.
I've put my engine through hell and back and then some.
18psi, in general, on an unbuilt N/A engine is just unheard of. My engine should have blown up twice by now with what I've put it through.

what I find just as surprising is with the torque converter fully locked there is no slip even at 500 ft lbs.

 

If you look online, you will see raptors run around 20psi on these powermax turbos (very few, since they are so new). That's a overbuilt 3.5L made specifically for boost.
Using these same turbos I'm 2psi short of what these raptors are out there doing.

on an engine never made for boost.
I love this engine. But I do question wtf Toyota was thinking with the fuel system.

I also question why Toyota is 10+ years behind the curve on engine calibrations logic when it comes to controlling fuel... but uses rocket science 4 dimensional pandoras box for controlling ignition.

 

Nice to know the 3.5 is over built and can take an ass beating.

 

Mat its all because each system is developed by different engineers. Some are 70 years old and still do things the way it was done 30 years ago, some are fresh out school and think what they learned in their programming class is a great idea though through their lack of experience it turns out like shit. I work with design engineers and know how it goes as I do project management for them.

 

Do you think the fuel upgrade would benefit a NA engine by providing fueling stability? I may be interested in buying that piece you are developing.

 

now the question is, can the manual trans stand up to the same beating (with an up rated clutch obviously)...

 

Just to be clear, because the above components in the powermax kit are no longer needed does that mean the kit will be slightly cheaper or slightly more?

 

TBD

It is perplexing me that different parts of the engine were designed by different engineering teams who didn't discuss with one another.
But you're right, when I talked to the engineers at the plant that does this engine, they said everything is compartmentalized and they not only do not discuss with other component teams, but they aren't even allowed to.
So the team that made the engine has no communication with the team that made the transmission, or team that makes anything else.
The machinists don't even know what they machine, they just have specs and machine it. ( as I understand it).

I'm not an auto manufacturer but it sounds like a engineering and logistical nightmare.

Can you imagine the guys making fuel rails not even know that it's a fuel rail? Lol

I don't see any benefit. NA is not using enough fuel to cause big pressure drops.

 

That's extremely impressive! With just a GT35xxR, on a stock 1GR, it won't hold 10 psi for long.

 

while not exactly apples to apples, i can't help but think of the reputation for the 2JZ when you talk about stuff like this.

i know basically nothing about the internals of those engines, and i say its not apples to apples because they came both NA and turbo'd... but the reputation is that they are bullet proof and can handle tons of boost.... so its not unprecedented for toyota to over build an engine

 

on that note, i was just doing some quick browsing on the GR family. how do the 2GR-FE/R and 2GR-FKS compare to eachother? because there are some supercharged FE's

 

All 2GRs are pretty strong, but the 2GR-FE is the weakest of the 3 (2GR-FE, 2GR-FSE, 2GR-FKS). Even being the weakest it can hold 400+HP all day long. I've tuned the S/C Lotus with these engines, handles it no problem. And it's an off the shelf 2GR-FE, not a built bottom end by lotus.

 

The JZ advantage over the GR is that the JZ uses an iron closed-deck block whereas the 2GR-FKS uses an aluminum open-deck block. For people who dont know what that means, the cylinders in the GR motor are essentially "floating" inside an aluminum block and have a path for coolant to surround the cylinder. That is a bit weaker than the JZ block where the cylinders are pretty much punched in a solid iron piece. This allows the block to hold a lot more power without a weak point.

However, I don't see the block being an issue at the power levels that this kit is going to make as long as tuning is done properly, which seems like OV-Tune is more than on top of.