N/A Power Gains - Dynos w/Mods

My recent pulls. Stock engine, Stock '05 headers, stock 4x4 y pipe, and no catback.

SAE and STD corrections, so that the differences can be seen between the two.

The first run was in 3rd gear. Second run was in 4th. If you look to the top right, you can see the overall calculated gearing.





Let off in 4th gear due to wheel vibration. The right rear possibly needs to be balanced or recentered.

 

Here is a new dyno from Gadget and URD. Very impressive gains.

 

I want that bigger throttle body.

 

Wow!

Obviously, the power comes from the entire combo. I'm wondering how much the UCON adds to NA by itself? Very interesting.

 

You would most likely break the 300 wtq mark.

 

thats awesome if i'm getting near those numbers with my 2.5" catback

 

From the thread that Tooter started in the 4 cylinder forum.

 

OK i've gone trough 3 dyno session in the last 2 weeks and the results are:

Sorry but i'll be back with the graph of the first 2 runs.

Tacoma 2011 4x4 V6 AT DC LB.

1st run :

Stock with DTLT, O2 sim, TRD catback, TRD 1st gen CAI with a AFE ProDryS
Results 216 RWHP and 251 lbs-pi.

2nd run :

Adding of TRD SC and ECU reflash. No other mods added.
Results 281 RWHP and 295 lbs-pi.

3rd run :

URD 2.8 stealth pulley + OEM FPR mod + URD MAF controller and 2 days of tuning with sangage LM-1, Open tune OT-1, R4 software, logworks3.
Results 298.2 RWHP 5500 rpm and 328.6 lbs-pi at 3700 rpm.

Edit: Graphs of first and second runs added. Torque curve of first run is a bit strange, second is better and the third one is OK. It's difficult with an automatic transmission to avoid a downshift when going WOT. We get used to it trough the different sessions and it's why the torque curve is getting better.

 

Great Dyno comparison info! Thanks...

 

Great addition Vassily28. Thank you.

Do you know what your elevation is roughly?

 

It's in quebec city so we probably talk between 0-100 ft max.

I'll post soon the charts from the 2 first run. The dyno is an AWD Dynocom.

There is still a bit of room in the AFR. Still have to fine tune the fuel map to get closer to 11.8 AFR and take a look at the transition in the 3000 rpm area. I mostly running in 11-11.5 afr now.

 

That dip at 3k is most likely your converter locking up.

 

Maybe I'm wrong here, but I didn't think the torque converter would lock up while under heavy throttle. I thought it was just for cruising basically.

 

This is a dyno chart of the N/A low end torque gains from my 2 inch thick intake manifold spacer. This is a 2TR FE 2.7 4 cylinder engine. The first run was done with the engine floored at 1,400 rpm in 4th gear, and second run started at with the engine floored in 4th gear at 1,250 rpm. Even under these extreme conditions the engine did not knock at all, (I would certainly would have heard it because the hood was up and I was right next to the front of the truck filming the run with my camera. So the knock sensor must be doing its job by immediately retarding the ignition timing.

Both runs were done with just the bone stock ECU, no tuning, and regular 87 octane pump gas. Both runs were also done with an Injen intake, LCE header, and with the stock muffler and exhaust system.



They're 4th gear runs so the speed limiter cut the engine off at 4,800 rpm. Didn't really matter as I'm only interested in accurately recording the low end torque.

The spacer lowered the torque peak to 2,900 rpm and also fattened up the torque curve as compared to the stock intake without the spacer.

We did do one third gear run just to get a top end horsepower reading. It was the last dyno run of a very hot engine on a really hot day, but at least it's an indication that the spacer didn't give up any top end horsepower to get more bottom end torque.



Here's a video of the run...

[yt]http://www.youtube.com/watch?v=H6ofUy8_-6Q[/yt]

 

Thank you.

 

I hope that AFR reading was wrong!

 

Another important data, i've finalized my boost gage installation. I've not done a run to the cut off but at first sight it seems thet i reach 7 ( correction in fact it's 7.5) psi of boost.

 

The A/F also behaved exactly the same with the baseline runs. I purposefully didn't do anything to try to address the issue as I wanted the 2 inch thick intake manifold spacer to be the only change...



This way I now know exactly what the gains are with the spacer alone, without clouding the results by making other concurrent changes.

 

Just curious how accurate the numbers are based on which type of dyno was used (Dynojet vs. Mustang). I know there are many factors that can affect the ending numbers, but I am mainly referring to differences / variables between the 2.

I might be getting my Taco dyno'd soon, and will likely go with a shop using a Mustang MD-250. This shop was recommended to me, and for good reason http://www.bloodenterprises.com/
I am also thinking about going here: http://www.turbotechnologyinc.com/site/?page_id=5. They use a Dynojet and have also been recommended.

Here is some good info.:
http://www.maximumperformance.biz/Dyno_Simple.htm
http://honda-tech.com/showthread.php?t=1237732
http://www.mustangdyne.com/mustangdyne/products/chassis-dynamometers/2wd/?prod=MD-250+Series

 

Wow, this thread has been immensely helpful. I have the TRD exhaust (truck is just coming with it) and was planning on the DTST headers, y pipe, some sort of air intake modification, and a good programmer. My goal is to put down on the ground what Toyota says these 1GR's put out at the crank (about 270 lb. ft.. couldn't care less about peak HP)...and keep it all as low rpm as possible.

Also good to know that all these mods will help if and when I pull the trigger on a s/c.

Thanks guys!