2016 Tacoma Dyno Time!!!

Hard to understand how I survive in traffic driving a 2.7L that rarely sees above 2000 rpm, not even on the dyno scale. Not that difficult, without Mario Andretti illusions in a truck that hauls just fine.

 

Now im gonna throw in a wrench for everyone. But isnt it more important what the area under the curve is throughout the entire test? Not the peek number? It would be interesting to see what the area under the curve is from say 2000rpm to 5000 rpm between all the different options. 1st gen, 2nd gen, 3rd gen, colorado and colorado diesel.

 

so are fakies but we all look

 

Woof...my next truck will definitely have an EcoBoost engine in it.

 

I assume you are planning a swap into your current tacoma? Cause buying a ford.....now thats just crazy talk.


My buddy has one for work and it is quite impressive for what it is. Hate the truck but i like the engine.

 

I'm hoping Ford comes out with another mid-size truck, running the 2.7L EcoBoost (283HP and 355 TQ to the wheels stock). That torque is available at around 3,200 RPMs too.

 

As much as i hate to admit it....i would buy one.

 

Ecoboost is not without its baggage. Refer to my previous post on gummed up intake valves and how everyone is blowing their turbo's with fuel additives and intake cleaners

 

The only problem my friend has had (kinda a bog one actually) is somehow a leak allowed water into the computer or module that shifts the transmission. This happened 3 times before it got fixed, but he would be driving and the vehicle would just randomly throw itself into first gear. The last time it did it he was driving on the interstate. Luckly he didnt loose it.

 

Links? That doesn't make any sense and the only issue I've heard of involved intercoolers in earlier F-150s running the 3.5L EcoBoost.

I had a 2013 SHO (425HP and 445TQ @ 3200 RPM with just an ECU tune) and I drove the hell out of it daily without any issues. I also followed forums related to that vehicle, with lots of guys really pushing the limits of these engines, and even then no reoccurring issues popped up.

 

...under power, really! Are you actually suggesting the 4.0 is powerful? OOOOOOOOOOOOOOOOOk. Someone please correct me if I'm wrong; there are no powerful Tacoma's. If you dump enough money into a Tacoma I suppose you could make one 'powerful' but the money would be better spent buying the 5.7 Tundra. Are there any Tacoma's that can approach the thrown of the mighty Tundra? NO! ... again not without dumping so much money into it that you would be better off buying the real deal. People don't buy Tacoma's because of there great power stop being a pin head.

 

And the flame war continues!

 

Yeah but BlueT is no longer here to take the bait.

 

The whole argument that the Tacoma is under powered assumes that all Tacoma owners bought it for its power. And if that's the case then you bought the wrong truck. Again, Toyota made a name for itself while producing 4cylinders. I owned three of them. I never once wanted a small pickup with 400 foot pounds of torque. I assume more Tacoma owners than not feel the same way.

 

Agreed, if you want power to go fast, get a sports car, if you want power to tow big trailers get a v-8 or diesel.

I got a Tacoma for commuting in a big city and weekend adventures outside the city, for those purposes its a perfect truck.

 

The point of the dyno is to measure the maximum output of an engine at various rpm. (Maximum output = maximum load = heavy engine load = high torque = wide open throttle = full throttle = etc. (Nothing to do with towing or payload or jacking up or whatever else was said.))

Dynos are at 100% load. 100% load is what is represented by the top line of the graph that you and I posted from the engine pdf. At high loads the engine never uses the port injectors, it is only using the direct injectors (according to the pdf). This makes perfect sense; because, direct injection allows higher maximum output--that is why it exists.

So, again, any dip in a proper dyno cannot be a result of the transition to direct injection only; because, there is no transition to direct injection only (at high load--which, again, is what the dyno is all about).

 

Countless engines without D4-S have a mid range torque dip, too. (Don't know why there is a second, third, etc. dip.)

Interestingly, the 4U-GSE / FA-20 shows a different D4S behavior than 2GR-FKS:

 

The torque dip is very common with some variable valve timing setups that run multiple profiles, for similar reasons. Since the valve timing on the FKS adapts on the fly, it wouldn't be the cause the dip.

Just google "Ecoboost valve deposit" you'll find it.

 

+1, Hell I would be happy of Toyota brought back the Gen 1 size or the small original size Hi Lux. At around $15K they could never make enough of them.