So Toyota is wussing out on the Engine, dang it. 270HP but add gearing

I think its cute that you still think people listen to you.

Assuming its the 2GR engine, the torque curve between 2k-4k is pretty flat at around 200 to the wheel according to the dyno on the IS350. Peak Torque is 213ish at the wheels at about 4600-4800. Not bad.

 

Tacoma version of the 2GR-FSE should be a good motor. That's a nice torque "curve". More of a plateau than a curve. 90% of peak torque at 2000rpm and also at 6500rpm.

 

I'd be pretty disappointed with 250 ft/lbs, even if the transmission and slightly lighter weight can compensate for it a bit.

 

And that is tuned and designed for a car. Increase intake runner length and tune the exhaust, etc... and you can easily gain more torque down low.

 

Probably 75% of folks in the market for a new Tacoma will put gas mileage at the very top of their weighted priority factor list. New Tacoma gets better mileage (according to Toyota) so there a huge selling point by itself to the majority of buyers, people that fall within the main part of the bell curve.

Even in this non-representative potential Tacoma buying pool that is Tacomaworld.com, people are not in agreement with a go/no-go on torque specs old motor vs new. So that tells me that only the smallest fraction of potential buyers (maybe those that are very borderline between needing a full size & getting by with a midsize) would be in a hardcore enough position to bail on a '16 because of the new torque spec (even assuming it ends up lower). If the new truck matches or makes more torque than the '15, well then it's going to be even more lopsided in favor of the '16.

Remember as well that for every hardcore Gen2 fan there's someone on the opposite side of the coin that doesn't want 10yr-old-ish styling, motor & transmission, or interior. I fall into his category of buyer.

To "Joe buyer" the choice is shaping up to be very cut & dry unless you fall into a very select group of buyer and/or in the event Toyota heavily discounts the '15s a la what FoMoCo did with the '14 F-150s... That would be the only way I could see a 'run' on '15s happening.

 

That dyno is power to the wheel, not crank power.

 

I agree. I had idiots who argued with me about their stock horsepower rating was more then my lower to the wheels horsepower

 

Why did you not post what motor that is for? And also why isn't it listed in the image?? I don't know what you are talking about because that does not show a 306 hp output...

 

Its the 1GR (current 4.0L). Its crank power/torque.

 

BTW, to compare the Tacoma's 1GR vs the 2GR-FSE wheel HP and torque (disclaimer, two different dynos and we don't know the environmental conditions; this isnt exact science):

URD Dyno for Tacoma 1GR 4.0L with CAI, the rest is stock. Numbers reflected at the wheel

Max torque about 220 at 3700-3800 RPMs. Note that 2000-3000 rpms (typical driving range) you are looking at 200-210 ftlbs.


Lexus IS350 2GR-FSE 3.5L non-atkinson cycle

Max torque around 213 at 4600 rpms but note the flat curve @ 200 ftlbs between 2000 and 4000 rpms.


While the 1GR has the stronger curve, it appears the D-4S, among other things, does a good job making up for the smaller displacement rather nicely. With some proper tuning, I think the 2GR can match the 1GR power output rather well.

 

I wonder how much they (will) get by moving the redline down to ~6K RPM?

I am still holding out hope it is VVT-iW or -iE with the dual atkinson/Otto switch as well. So we can have cake (power) and eat it too (mpg benefits).

 

Also, to tout what D4S can do. Here is a dyno plot of the 2.0L FA-20 boxer engine in the FRS and BRZ. Look at that torque curve (minus the ugh dip). 100 Hp/liter is nothing to sneeze at. And Toyota if tuning for torque?

 

What's with the dip in torque?

 

Trade off to keep making power above 6500RPM, IMO. It pulls great between 4200 and 7500 and the gearing is well spaced to keep you there. I think if they'd optimized the cam profile and lift to have no dip, they'd have seen the torque start tapering off a good bit earlier and lost out on still making great power over that last 1000 RPM. Many claim to mostly eliminate it with headers and a tune, but OEMs have to play by different rules as far as emissions and such. I personally rarely find the dip annoying. Just motivation to keep it in the right gear.

 

That is the Tacoma 1GR pulled right off Toyota's TIS.

Here is the 2GR-FSE.

 

Thank you. That one says what it is. I have never been to either of those pages.

That horsepower number is nice but the torque curve have a long dip.

 

Well we know we likely aren't getting 300 HP so that dip could be eliminated by tuning at the cost of top end HP.

 

That's the variable valve switching

 

My guess is that you take the 2GR-FSE curve, cut some of the top end torque out and fill in the hole at the low end to a 260lb-ft plateau from 2000 to 5000. That would perform basically smack between the old 1GR and new 1GR (which aren't really that different other than a better top end on the new 1GR) but with the benefit of VVTi-W for the Atkinson cycle ability and less internal friction, rotating mass, and pumping losses from the lower displacement.

Too bad they don't have an 8 speed ready for the Tacoma. I've read that really paid dividends on the Grand Cherokee.