Red Bullet VVTi Solenoids GB (Primary GB CLOSED)

uh... what?
Tacoma engines are single VVT. So unless you want one head to change valve timing and not the other, then you need a pair. I do not know if there is any testing or theory on doing only one pair in a dual VVT engine like the other toyota models have.

 

I'd like you to put my name on the list. Now that we know a close approximation of price, I'd guess that there are several folks that haven't committed yet that could put their name down. Perhaps we can get closer to that magic number that gives us the next discount. It doesn't seem crazy to think that 100 people would buy these in the entire TW space, but then again it is a question of if they know about it. Although I will admit getting more than 50 additional people to commit might be a stretch.

 

You're right. My bad.

 

I'll add you in.

 

@12TRDTacoma if you are updating the list on page 1, don't forget I'm in on this as well...
https://www.tacomaworld.com/threads/red-bullet-vvti-solenoids-gb.721327/page-14#post-26247367

 

OH SHOOT! I missed you. I'm sorry! I'll add you right now.

 

Let me know what you feel in the butt dyno when you start running these.

 

I didn't see my name on the list yet. Not sure if you forgot or missed or what

Also, I think this GB should be linked in some of the other forums/threads again. Now that the price is somewhat known, it is easier to make a decision of cost/value/benefit and I think there will be folks who sign up. I'm not an influencer though - best done by one of you folks. Supercharger thread is a prime candidate.

For the record, I'm still not fully convinced these will give more power than stock on the highway, climbing hills in high gear where the rpms are somewhat stable if the OEM ones are working correctly. Maybe there is some gain to be had in acceleration scenarios where the stockers are slow to respond to the signals from the ECU and thus a more accurate instantaneous cam position. But for the cost, and ruling out any mis-behavior or wear on the stockers, I feel it is worth a try. There is also a fuel economy argument that can be made, but that is a way tougher technical argument from a cam advance/retard perspective. If something is not working right with the stock ones, these could be a big improvement in economy and performance.

 

I'll add you.

Some of the folks who want/ wanted in weren't super specific about wanting in when they said it, as I added the latest one yesterday which might have been why I missed you. I'll add you to the list.

The link on the blower thread had been posted a while ago too so the guys knew about it.

 

How many of us got hptuners? I plan on taking before/after logs. Are there specific PID's we should be looking at?

 

I want to use the HP tune so bad. Just don’t know with CA’s ecu tune law if it will be smog-able

 

Be careful with before/after logs for things being apples to apples. Temp changes heat soak and other things can skew readings from one run to the next more than the amount of change due to the part under test.

I am really not sure if anything in the computer that was monitored and tune based on it would pickup anything. Could be wrong though. We aren't doing anything that changes the volume of air ingested at any given RPM, like more boost or airflow restriction reduction (intake/exhaust/porting/etc) would do. Valve lift and duration stay the same but all we are doing is changing the valve timing command vs. actual speed of implementation. I would say that the max air flow the engine can take will stay the same, and thus the fuel required to be supplied is the same. So my argument is that fuel trims, max maf numbers, etc will stay the same within the margin of error. What we are changing is the efficiency, basically the output of the engine by making sure the cam timing is where its commanded to be for peak efficiency. This might be unofficially detectable by the truck feeling faster, or requiring less pedal for a given acceleration, or you getting better fuel economy. But for a given airflow, a certain amount of fuel is required, and a given load dictates spark timing, I doubt any of those things will change for a given operating point of the engine.

All bets are off if the old solenoids weren't working properly. And I'm sure someone smarter than me is gonna come in here and school me on why I'm wrong. But at least I took a stab at it and backed it with my reasoning.

 

honestly, I think 0-60 pulls will determine the difference. How fast it jumps into power off the line will determine how fast its opening the solenoid I'd assume from my meager understanding of how these work. I could be super wrong, please correct me if I am.

 

HP Tune with a bullydog carb cid (supercharged, smog legal)

 

to my knowledge it is still the same calibration ID, and thus completely invisible to the smog process. I am sure there is no check or fail based on the values in any parameter of the tune... but I don't live in CA so I don't really know. But a crap ton of Californians have the HPTuned upgrades from JustDSM... I think you need to read into it further to get comfortable with it.

 

I think the smog check will also check the checksum of the tune. Which will be different than the HP tuner tune. So you would just want to flash the stock trd tune back on when you go to get smogged. Come to think about it, I wonder how they are going to deal with the fact that the trd tune which is valid and the bullydog tune which is also valid are different but use the same calibration id. I guess it will have to have multiple checksums that are accepted..

 

Their program is flawed because the manufacturer reflashes vehicles computer multiple times during the warranty period of customer ownership. Whether it be for engine management program issues or transmission shift/ shift quality issues. Of course all vehicle computers will be different than the original checksum and flash file. The fact that we had to get the TRD tune on ours and for others that did not get the TRD tune, Bullydog, makes us modified by default. CARB legal modified!

 

Put me down for a set please.

 

Got you covered.

 

when you load a tune, it changes the cid. thus is why Magnusson won't sell you a supercharger in CA w/o bullytuner so its carb compliant.