A bunch of technical info about 2GR-FKS and the 3rd gen

Attached to this post are documents I found over at toyotareference.com. They're yanked off TIS or something. Tacoma16_new.pdf talks about changes between 2nd and 3rd gen. Tacoma16_exterior.pdf is all about the exterior changes

tacoma16_engine.pdf is the most useful and tells you everything there is to know about the Tacomas new V6 engine.

EXCEPT THE TORQUE CURVE!

Over 100 pages of incredibly boring technical details. If you find anything interesting post a screenshot up in this thread.

It appears that the 5 speed manual is actually different with new ratios, contrary to the previous documents released.

 

Is the valve unit circle in there?

 

Toyota is awful nice to GM.. they don't even need to reverse engineer anymore.

 

So the 2.7L 4x4 with the new R156F, it should get a little better highway mileage, since it's got a better Overdrive gear, and being dual vvti?

 

A tad better maybe. Because the axle ratio for the '16 MT is different than the '15 MT (I believe the '16 is 3.91 and the '15 is 4.10), the final drive ratio comes out to be around the same, so I don't think mileage will change too much. I'm sure you have checked with others that have the truck already, but thought I would post my opinion anyways.

 

I'm pretty sure the rear gear in the '16 2.7 is 4.3 it's a lower gear than the 2nd gens. The 3rd gen should dig off the line compared to the 2nd gen.

 

I think the automatic is 4.30 and the MT is 3.9.

 

Here is where I referenced it.

 

Well shit.

 

Actually, that file I posted doesn't match the ratios above; that's weird.

 

Fuel Octane Rating 91 or higher

ummm... ok.

 

Our 3.5L engines have a 11.8:1 compression ratio...
the 6.2L V8 LT1 Camaro engine has a 11.5:1 compression ratio...

Pretty sure the V8 calls for High Octane, makes sense with that compression ratio so would the 3.5L - so why does Toyota tell us to run regular?

 

I think for the V8 there is a possibility of pinging or knocking going with a lower octane so basically the air fuel ratio is not burning correctly. I guess Toyota didn't see any added benefit from running higher octane and no issues running with regular even though it is higher compression. That's all I got. Hopefully someone more experienced can answer this.

Also, don't V8's run at higher temperatures? I think this can have an effect too.

 

All modern engines have knock sensors that retards the ignition if it senses any knocking. However, the engine horse power output will be affected by this, thus less power unless you use a higher octane gas. This can be more noticeable with high compression engines. Reason why you see this on some cars, "use of higher octane gas is recommended, but not required".

 

Only way to know is to run a couple of tanks of Supreme (ouch on the wallet) and see if the butt dyno can feel it.

My guess is the gains would be minimal with the way the engine is tuned.

 

I concur.

 

If only I could get more ponies out of my 4 banger with premium...

 

I use premium. Having the manual and heavier tires, the only difference in power I really notice is taking off from a dead stop. I also think it lasts slightly longer too. I'm sure it's not going to improve my quarter mile times though.

 

Today's engines are smart. Higher compression no longer needs higher octane as the engines can adjust. Though from my experience, anything higher than 11:1 was to use 91+. My 2015 Mustang is an 11:1 compression and can use 87 but runs better on 91+. Not just V8's. 4 cyl 2.0 in my civic was also 11:1 and required 91 octane only. Trade off. Lower octane, lower performance.