08-02-2021, 11:13 PM
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#16
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Quote:
Originally Posted by 2021nightshade4x4
Eager to see if anything comes out for the 2020+ models in the way of forced induction. It should get me somewhere around the power of an early 3rd generation Hemi, not quite 3UR-FE territory, which should be sufficient.
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Magnuson says 355hp and 350tq. At 4800lbs, it’s no race car but it really helps with the smiles per gallon.
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08-02-2021, 11:14 PM
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#17
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Quote:
Originally Posted by 2021nightshade4x4
Specifically what I mean is something, somehow needs to be present to keep that load going uphill without NECESSARILY downshifting. It can be done with a powerful enough engine (high compression or forced induction and a fuel that can withstand substantial timing advance). Lockup in the transmission in every gear helps, but I admit the enormous trade off is torque converter wear and the lockup clutch being cycled so much. Maybe Toyota discussed that and just said NO.
I have a good vehicle to compare it to, but it’s night and day, apples and elephants. My notoriously unreliable 2012 Range Rover full size, last of the square body L322 with a 510 HP / 463 TQ supercharged engine as stock, then upgraded pulley and tune (do with that what you will, VelocityAP cites 645 HP / 630 TQ after tune, but I completely understand if there are reasons to doubt that).
The Rover just pulls uphill in 6th around 1400 RPM at 50 MPH or so without downshifting. If I run the same stretches of highway in the 4Runner it just won’t do it without kicking down. I don’t know if a premium tune would be enough to keep the 4Runner in motion without hunting. Pedal commander can help driving dynamics on flat surfaces, but like you said when that engine load maxes out, and you have nowhere to go, it’s shifting! LOL
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Sure, my Camaro was the same way, but as you said, it's apples to kumquats.
The 4Runner just doesn't have the capabilities to pull it off with 270hp and the aerodynamic profile of a bowling ball once you add gravity to the mix. The Camaro also got 33mpg at 85 mph while dynamically deactivating cylinders and an 8spd transmission, but I digress...
Going up from Denver to Breckenridge I had whole climbs being done in like 3rd gear at 4500 RPMs for pretty extended periods of time just to maintain 70mph, I literally laughed out loud more than a few times.
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08-02-2021, 11:24 PM
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#18
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Quote:
Originally Posted by TrailRunnin14
About the only way to solve that issue is with a blower. Before that I just got used to shifting down to S4 before I encountered an incline.
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4.56 or 4.88 gears on stock size tires will do it, too. 4runner should have 4.1 stock, IMHO.
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08-02-2021, 11:27 PM
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#19
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Quote:
Originally Posted by Sp00ner
Sure, my Camaro was the same way, but as you said, it's apples to kumquats.
The 4Runner just doesn't have the capabilities to pull it off with 270hp and the aerodynamic profile of a bowling ball once you add gravity to the mix. The Camaro also got 33mpg at 85 mph while dynamically deactivating cylinders and an 8spd transmission, but I digress...
Going up from Denver to Breckenridge I had whole climbs being done in like 3rd gear at 4500 RPMs for pretty extended periods of time just to maintain 70mph, I literally laughed out loud more than a few times.
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Hate to hear outcomes like that - were you towing anything?
https://shop.ukrtrans.biz/wp-content...logs/A750E.pdf
Found out - Lockup clutch does operate in multiple gears, so we can strike that off the list.
Above link contains info on A750F (4WD) as well. Apparently the same trans found it’s way into some Tundras, too, behind the 4.7L V8. Those models are rated for 6700-8100 lb towing capacity, so I feel confident the trans is strong enough to handle added engine power to the 4.0L V6.
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08-02-2021, 11:30 PM
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#20
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Quote:
Originally Posted by Jeremy556
4.56 or 4.88 gears on stock size tires will do it, too. 4runner should have 4.1 stock, IMHO.
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Not to be a buzzkill, but wouldn’t that result in 5th gear then having the same effective ratio as 4th did with the original gears? We’d be quite literally BUZZING along down the interstate at 70 MPH turning 3100 RPM!
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08-02-2021, 11:31 PM
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#21
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Quote:
Originally Posted by 2021nightshade4x4
Hate to hear outcomes like that - were you towing anything?
https://shop.ukrtrans.biz/wp-content...logs/A750E.pdf
Found out - Lockup clutch does operate in multiple gears, so we can strike that off the list.
Above link contains info on A750F (4WD) as well. Apparently the same trans found it’s way into some Tundras, too, behind the 4.7L V8. Those models are rated for 6700-8100 lb towing capacity, so I feel confident the trans is strong enough to handle added engine power to the 4.0L V6.
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Nope, just 3 of us and a bunch of luggage, though we're talking at elevations of 8,000 feet.
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08-03-2021, 12:12 AM
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#22
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Quote:
Originally Posted by Sp00ner
Sure, my Camaro was the same way, but as you said, it's apples to kumquats.
The 4Runner just doesn't have the capabilities to pull it off with 270hp and the aerodynamic profile of a bowling ball once you add gravity to the mix. The Camaro also got 33mpg at 85 mph while dynamically deactivating cylinders and an 8spd transmission, but I digress...
Going up from Denver to Breckenridge I had whole climbs being done in like 3rd gear at 4500 RPMs for pretty extended periods of time just to maintain 70mph, I literally laughed out loud more than a few times.
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Agree, 3rd gear at 4500 or more with no trailer in the mountains in the western states. Its sounds like the engine would blow up if I continue this way to the top of the mountain. I feel sorry for the 4runner struggling so hard and just slow down.
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08-03-2021, 12:24 AM
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#23
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Quote:
Originally Posted by TrailRunnin14
Magnuson says 355hp and 350tq. At 4800lbs, it’s no race car but it really helps with the smiles per gallon.
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They end at 2019. States 2020+ can’t tune them the way you need.
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08-03-2021, 12:27 AM
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#24
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it's under powered with an old transmission. it's also reliable. but my 1000lbft of Tq 6.7 doenst hunt for gears when in cruise control doing 85 up the mtns ;)
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08-03-2021, 12:46 AM
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#25
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Quote:
Originally Posted by mocat16
i thought this thread was going to be about the dangerous activity of shopping for gear / mods on your phone while driving in cruise control
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An equally annoying problem!
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08-03-2021, 12:58 AM
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#26
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Quote:
Originally Posted by honda250xtitan
it's under powered with an old transmission. it's also reliable. but my 1000lbft of Tq 6.7 doenst hunt for gears when in cruise control doing 85 up the mtns ;)
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Lord Jesus that must be satisfying to drive.
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08-03-2021, 03:31 AM
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#27
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FWIW, I just got out of a 2018 v6 Tacoma and into a 21 ORP T4R and the T4R is far superior in this regard. Gear hunting in the Taco was absolutely intolerable.
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08-03-2021, 09:49 AM
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#28
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Quote:
Originally Posted by Salvo
FWIW, I just got out of a 2018 v6 Tacoma and into a 21 ORP T4R and the T4R is far superior in this regard. Gear hunting in the Taco was absolutely intolerable.
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ive heard alot of that regarding the different transmission in those trucks.
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08-03-2021, 12:11 PM
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#29
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Quote:
Originally Posted by DAW89446
My ‘18 does the same. What’s even more aggrevating is that it stays in 4th long after topping the hill or even descending.
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Yep. What I've learned is that a quick tap of the throttle while in CC (not a ton of tap so as you feel it) will make it shift back to 5th immediately.
Last edited by Charles Bronson; 08-03-2021 at 12:16 PM.
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08-03-2021, 12:29 PM
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#30
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I agree with everyone that the 4runner is a truck, is 4700+lbs, has a long geared 5AT, and is lacking in torque and/or torque multiplication, BUT it still doesn't explain to me why I can be in CC and apply some steady and minor throttle when going up an minor long incline and the truck will rarely downshift into 4th and will never gear hunt. It sometimes unlocks the torque converter which provides MORE TORQUE MULTIPLICATION! What a novel idea?! Yet when leaving CC to full control, it doesn't want to unlock the TC in 5th, but rather downshift. It makes no freaking sense that they can't at least lessen this issue with a simple shift logic reprogram. This is 2021 after all.
Driving in the hills of northern Arkansas made me appreciate driving in 4th and even sometimes 3rd. A running speed of 2200-2400rpms seems to be the sweet spot for this motor in terms of response, smoothness, and mpg assuming you're having to deal with some minor topography. We saw nearly 20mpg in driving in the winding hills with a good amount of coasting followed by heavy throttle to climb. I never thought 20mpg would be possible, especially in hilly driving. Speeds ranged from 30mph to 65mph and we did 200 miles in the area. Then we head home on the interstate at speeds of ~75mph and saw 17.0 mpg. In the 4runner's defense, it did have a paddleboard on top and facing a cross wind of ~15mph.
Don't get me wrong, I do love the truck and my wife (her truck) absolutely loves it. Interstate driving just isn't what it's good at. Unfortunately for us, we have to do a lot interstate driving to get to fun places.
Last edited by Charles Bronson; 08-03-2021 at 12:32 PM.
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