OK, the 3.5 should be a good engine

So far word has the 7GR getting: dual VVT-i and D4-S with atkinson cycle. No other info.

 

So people thought it was going to be that Camry motor? I remember that being asked in this video and the rep says no.
https://www.youtube.com/watch?v=J0HD5jLC5BE

 

2:49 - Access cab has a 5ft. bed option? Does the current model have that? I always
thought that to get the short bed you had to get the double cab.

 

I noticed that too when the video originally was released. He misspoke.

 

Really? I'm right then, only double cabs(4 doors) have the
5ft. bed option?

 

Yes, I believe part of the reason why are parts. A drive shaft for a DCSB (double cab short bed) will be same length as a ACLB (access cab long bed). An access cab short bed would need a shorter drive shaft and a shorter frame.
Would be cool for off-road types but I highly doubt Toyota ever even considered such a cab configuration.

 

Makes sense and yeah, always thought it would look
pretty cool.

 

How much R&D would it take to make a longer driveshaft or a shorter one? Not much. They will only do it if they feel that there is enough demand for it. They don't want to build certain configurations and have them sitting on the dealer lot. Like they did with the 4 cylinder 4Runner in 2010.

 

Wouldn't be much cost, my point is it costs money to do these things and not many people will want to get an ACSB. Anyway, back to the new 3.5 V6. What does the 7 and GR stand for in 7GR?

 

7: 7th variation of the GR engine

GR: Engine family

http://en.wikipedia.org/wiki/Toyota_GR_engine

 

So this is a ground up engine redesign? That could be good.

 

Can't tell you for sure since the engine is not available for detail inspection yet. I remember awhile back people thought the 1GR single VVTi was similar to the 1GR Dual VVTi and only required a head swap. From some of the guys I know and have open the engines of both blocks is that they are not similar at all and not compatible to swap heads either. I wouldn't be surprise if the 7GR is a ground up design.

 

Seems to me the only problem with the 4.6L V8 in the Tacoma is the new CAFE standards.

The 4.6 would probably work well, but CAFE says a footprint of the Tacoma's size cannot have that many liters under the hood. http://www.popularmechanics.com/cars/a5617/new-2016-cafe-standards/

http://en.wikipedia.org/wiki/Toyota_UR_engine#4.6-liter

It's unfortunate a 1UR-FSE is not allowed into a Tacoma's footprint, probably would get about 19-24mpg EPA rating. SMH, just when Toyota is ready to move on from the 4.0 in the Tacoma and pop the nice 4.6 in the new CAFE standards f it up.

 

I feel you have hit the nail on the head. I would not expect the new Taco to have 300 plus horsepower and still have the economy numbers required for an extended commitment to an engine over time that would save future costs. The days of using the same motor for ten years are not as likely to happen without a day one committment to it. Just like Toyota's early committment to VVT left the Colorado in the dust years ago, maybe the Atkinson design will too, even with less power.

 

A broader powerband with better torque down low without a loss in top end power. Along with improved fuel economy.

None that we have seen from other vehicles using similar/same systems.

I think that you are mislabling the D4S as the reason for the torque dip, there are plenty of DI engines with no powercurve dips and the dip in some applications is most likely a result of intake tuning, cam tuning, or other reason.

I doubt it, most auto makers only have lower octane maps and rarely dial up the aggressiveness of the ignition timing if you run a higher octane. I bet it makes max power on the spec fuel and less on lower octanes but sees no improvement from bumping up.

Difference in camshafts and the intended purpose, I would bet that the Tacoma has shorter duration cams than the Lexus for better low end torque at the expense of top end power. But then again, with the GM twins at 305hp I am sure Toyota feels pressure to hit that 300 number.

 

Don't expect and specs until mid to late summer, boys.

 

I'm counting on just that - Peer Pressure!!

 

as long as we can get f/I then 280 wouldn't bother me if we can get at least 380 out of F/I.

 

This next engine kind of has to be a home run. Toyota will likely be using it well into the 2020's.

 

If the CAFE standards change with a change in the US Presidency and US Congress maybe we'll see a change in Toyota truck engines.

I've been a big fan of the EPA until these new CAFE standards. A bigger displacement motor CARB ULEV II like the 4.6L 1UR-FSE would get the 4400lb Tacoma up to some good MPG figures.

The new CAFE footprint standards limit what Toyota can do with the nice engines they developed for their heavier vehicles.