2016 Tacoma Dyno Time!!!

Depends on the engine. The Chevy Colorado LFX engine came out of the Camaro and Trifecta was able to gain some pretty impressive numbers. I don't feel comfortable with generic tunes but so far the engine seems to be holding up. Trifecta doesn't over ride stock ECU safety functions and allows the tune to adjust based off of sensor inputs to avoid predetonation.

Chevy doesn't lock down their ECU.

http://www.355nation.net/forum/tuni...do-2015-canyon-performance-tune-trifecta.html

 

Random mathlete time. Based on the SAE LFX dyno (smoothed and vague) versus my crayon normalization above, comparing the Colorado (4wd CrewCab V6 Shortbox AT) at 4380 lbs and the Taco (DCab V6 Shortbed AT) at 4480 lbs ....fudged numberwang tell us this...

Average curb weight pounds per lb-ft of torque measured (2,000 to 5,000 RPM)
Colorado (4380 lbs/253.7 lb-ft avg): 17.26 lbs per lb-ft
Tacoma: (4480 lbs/252.3 lb-ft avg): 17.76 lbs per lb-ft

That's a -2.8% average torque difference. Between 2-3K RPM it was a -1.1% difference in Chevy's favor, but note the 2GR had some wild swings down there on @Redbusket 's dyno. The 2GR was down ~6.9% in power to the LFX at exactly 4000 RPM, but that gap is much narrower above and below peak (everywhere else). Also of note: 3.5L vs 3.6L is a -2.77% difference in literage. Now taking engine size and that 0.1L difference into account...

At max torque:
LFX (269 lb-ft/3.6L): makes 74.72 lb-ft per liter
2GR-FKS (265 lb-ft/3.5L): makes 75.72 lb-ft per liter.

For average measured torque:
LFX (253.7 lb-ft/3.6L): makes 70.47 lb-ft per liter
2GR-FKS (252.3 lb-ft/3.5L): makes 72.08 lb-ft per liter

That's a +2.2% difference in the 2GR's favor. Harrummph I say.

TL;DR: The 2GR is probably decent for power; within the ballpark at least even calculating for weight, and yes even under 3k RPM. Blame your fat Taco and the auto transmission for your butt dyno issues.

Edits: added some maths, fixed some maths. Note: I just wanted to say "fat taco".
Edit 2: I still think Toyota's Nonlinear Throttle Control logic is also partly to blame for negative butt dyno impressions.

 

Hey guys, getting ready to put my truck back on a the dyno to test an air intake setup. We work with a manufacturer that's two units down in our building that has made a intake tube and filter prototype. They asked us to test and provide our feedback. I'm always a little skeptical on intakes but figured it's worth a try, if I can see a small improvement in gas mileage and pick up a couple hp then it's a win win for me! Will post up a new thread when I get it on the dyno with some more video action.

 

This is what a reasonably stock Taco 4.0 V6 Auto looks like on a dyno (K&N CAI + Spintech Muffler)


You don't get a very smooth curve on an Automatic though!

Compared to after adding URD Headers. (This graph shows RWHP at the tires)

 

Nice gains there!