2TR-FE Performance Thread

No sir i do not have IGF wired in. I did some more reading on this and looked at the tune i have and my switched output #1 is for the 5th injector. It sounds like this is a little bit of give and take though. You can have the IGF wired in and then not deal with the rev limiter "misfires" but then you wont know if you have a real problem potentially if it really is misfiring. I guess i should just leave it alone since the 5th is already in the way there anyways. Sounds like it just freaked out the stock ECU or something and it didnt like what the misfiring it was seeing. Thanks for your help

 

If you're not using Switched Out 2 or 3, you could move your 5th injector to one of those and repurpose Switched Out 1 for IGF use. If resetting the stock ECU gets to be a bother.

 

Idk they made are made cats for our 4 poppers... I have LCE headers & injen intake.

What's there? Cuz inlooked & didn't see anything.....

 

Here's a link to them.

4 Flow matched Toyota 348cc fuel injectors for 2.7 (NJ) | Tacoma World

 

Did you feel any difference in clutch pedal effort/feel after swapping out the lines with braided?

 

These worth having to go along with a snorkel, AFE dry filter with stock intake underhood, LCE header, and Magnaflow muffler?

 

The line in the cab is hard line. So nothing there.

The line from the outside of the cab down is braided. Since I did all of mine at the same time, on a totally different style of TOB, there were too many variables to be able to discern any incremental differences.

I will add this though. During my troubleshooting of an issue way back when, I enlarged the lines to -4AN, from -3AN. That was years ago. I recently changed the line, in the cab, back to -3AN. That increase the line pressure a little bit, and was noticeable. On first test drive. The lines are steel braided PTFE. Once I change the other line back to-3AN, from firewall to TOB, I know there will be a much more noticeable change.

Point here is, the rubber hose will expand with age. Reducing continuity of pressure. Having a more rigid hose, of the proper size, will prevent that. If you're troubleshooting a issue there, or have a lot of years on that line, there are bolt in steel braided kits available, and it may be worth your time.

 

They would probably help, I never got around to trying them. If you have a scangauge or ultragauge you can watch your LTFT (long term fuel trim) to see how much it's adding. With my stock truck, my LTFT was around 3 to 4, then I put on the AFD intake and the LTFT jumped to the 7-8 range. I would imagine with better flowing exhaust it would be even higher showing that the computer is adding more fuel to keep the AFR in check. Higher flowing injectors would probably get it back down closer to 0 which is where it wants to be.

 

At this point, I'm looking for the most help I can get with power and some semblance of MPG, while running 35s on the street.

 

Great to know, my clutch is toast so I'm throwing in an LCE clutch here soon and I was considering steel braided lines to the slave for ease of access in the future and like you said, rubber expands and breaks over time. Thanks!

 

Just in case anyone wants to see specs on the Cam from web ill attach the images. The specd cam they listed for running appx 10psi boost "supercharged" is similar to the Stage 5 Turbo RZ cam. Happily i now have my ARP head/main studs in hand and ready to be installed. Sadly i know itll still be 6 months before everything is all in one place and ready to build.
Still waiting for verification that the stock ECU will Play nice with the new cams.

LCE is using a company called DYNO COMP for their 2TRFE supercharger build, Dyno comp is doing something very similar to Orange virus Tuning with the OEM ecu.

 

This makes me very curious to see what their profile looks like for 20+ lbs on a turbo with the LCE +1mm valves

 

Me as

I believe that if there is enough injector overhead and that if the camshafts can phase without issue, then the OEM ecu will be a happy camper.


Based off of what I have seen with my various engine size changes and operations.

 

Im guessing almost identical. Im running 1mm oversized exh valve stock intake. My guess is that they add the 3degrees duration on the exhaust lobe back into the profile. You could always shoot them an email and request the cam card from web. It took about a week for web to send it to LC. But it would be nice to compare.

What i want to see is the stock 2TR camshaft profile to compare. LCE shows the stock 2RZ/3RZ profile for comparison purposes. And they cut a lot of extra lift in. I was actually surprised how small the lift is on these cams compared to my dads 351 build, his mild cam was in the .500 range and there was availability for .600+ but thats a 2valve carb head. Who knows 2TR .433 might actually flow more than a .600 lift on old school V8 stuff.

@Torspd i cant remember from your various builds, did you have a cam cut, do you remember the specs?

 

Negative. I have two sets of Kelford Camshafts.

 

hello greetings wilmer where do i get the two sets of cams i want some for my truck 2tr-fe is going to be supercharged

 

@wilmer venezuela you will need to call. Its a special order item

https://www.lceperformance.com/

 

OK thank you very much

 

Throwing some thoughts out there. I know the 2TR and the 3RZ run very similar, potentially the same block from my knowledge. These guys — https://www.crank-scrapers.com/Toyota_2rz.html — make two versions of a crank scraper for the 2RZ/3RZ, Really thinking about doing something like this just in case the increased RPMs over what Toyotas deemed a safe playground introduces some new uncalculated issues.

-- edit --

Well curiosity cant go unresolved, I reached out to the owner and spoke with him on the phone. Very pleasant guy to talk to. Got some fun facts on the products. starting at 2800-3000RPM windage becomes an resistance issue. For the steel scraper set at peak RPM it frees up 2-3% horsepower lost to friction in the windage cloud. Also has a significant affect on oil temps, which could be a big seller for our growing turbo crowd. He had one steel scraper left in stock. I went ahead and bought it. Itll have to be fitted to the forged rods/crank with a clearance of .040" ships out of Florida. Once fitment can be confirmed ill order a Teflon unit as this has a higher return on cooling and windage reduction by running a net zero clearance to the rotating assembly. Then we can add a new notch in the list of growing 2TRFE go fast do-dads belt.