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Old 05-14-2022, 11:49 PM #16
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Originally Posted by BlackWorksInc View Post
Minor update, I found the NCF and a better technical overview of the T24A-FTS engine; it does seem to use the similar No.1 & No.2 timing cover assemblies that the V35A-FTS does (I theorize that part of the reason they went with this set-up vs. the single timing cover Toyota used for so long was that this allows them to "swap" the No.1 timing cover for one that works with transverse and longitudinal setups, but only time will tell if that theory proves true.) So I suppose it is possible this engine could be converted to a RWD/4WD vehicle with less work than I originally thought.

I wish there were better real-world dyno testing for both this engine and the new V35A-FTS. So far both spout a weird RPM range for their "peak torque" output, something I'm not too used to seeing on Toyota's documents... The few dyno charts I saw with the new Tundra don't seem very flat to me so extrapolating that over to the T24A-FTS, I doubt it's making anywhere close to 317ft.lbs of torque at 1700RPM; more than likely it's closer to the 3000RPM number where you're seeing the full torque. But this is a situation where time and further testing will show us the reality of the claims being presented.

Just figured I'd throw that out there and correct an assumption I made earlier in the thread.
Well, peak TQ at 3000RPM is still much better than what we get with the 4.0 and 3.5 V6's, so I'd still consider that a significant improvement.
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Old 05-19-2022, 09:16 AM #17
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Originally Posted by BlackWorksInc View Post
Minor update, I found the NCF and a better technical overview of the T24A-FTS engine; it does seem to use the similar No.1 & No.2 timing cover assemblies that the V35A-FTS does (I theorize that part of the reason they went with this set-up vs. the single timing cover Toyota used for so long was that this allows them to "swap" the No.1 timing cover for one that works with transverse and longitudinal setups, but only time will tell if that theory proves true.) So I suppose it is possible this engine could be converted to a RWD/4WD vehicle with less work than I originally thought.

I wish there were better real-world dyno testing for both this engine and the new V35A-FTS. So far both spout a weird RPM range for their "peak torque" output, something I'm not too used to seeing on Toyota's documents... The few dyno charts I saw with the new Tundra don't seem very flat to me so extrapolating that over to the T24A-FTS, I doubt it's making anywhere close to 317ft.lbs of torque at 1700RPM; more than likely it's closer to the 3000RPM number where you're seeing the full torque. But this is a situation where time and further testing will show us the reality of the claims being presented.

Just figured I'd throw that out there and correct an assumption I made earlier in the thread.
I had a Japanese website link with the Toyota bench dyno for the v35a but the result is dead now and I can't find another. But the torque was almost perfectly flat from 1600-3500ish. It's a pretty obvious electronic cap on torque so it's just flat at the level the software limits it to. It was overlayed on a 5.0 V8 and more than doubled the v8 by 1500rpm.. And it should be significantly higher torque at lower rpm than the Ford EB engines because the stroke is about 30% longer and it has the piston bores aligned with the outer sweep of the crank path. I think it'll be hard to make more peak power, but pretty easy to tune in more low-mid rpm power/torque.

I think the wheel dyno charts are really noisy with all the other stuff between the engine and dyno. With no way to lock the trans in gear at low rpm and force lock the torque converter there's just no way to get a very good Dyno run for anything other than peak torque. Most don't even start the data set until 2500rpms or higher.

For those of us at high elevation I'm sure the 2.4 turbo will really out perform the 4.0. My neighbor has a GM 2.7 and it's pretty great TBH. At 5000 feet it'll out pull my 5.7 tundra. It's a GM so I have little confidence in the truck around it lasting very long. But the engine output is really good. Make that same engine into about a 4 liter I6 and it'd really be a fantastic truck engine.
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Old 05-19-2022, 02:53 PM #18
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Originally Posted by Jetboy View Post
I had a Japanese website link with the Toyota bench dyno for the v35a but the result is dead now and I can't find another. But the torque was almost perfectly flat from 1600-3500ish. It's a pretty obvious electronic cap on torque so it's just flat at the level the software limits it to. It was overlayed on a 5.0 V8 and more than doubled the v8 by 1500rpm.. And it should be significantly higher torque at lower rpm than the Ford EB engines because the stroke is about 30% longer and it has the piston bores aligned with the outer sweep of the crank path. I think it'll be hard to make more peak power, but pretty easy to tune in more low-mid rpm power/torque.

I think the wheel dyno charts are really noisy with all the other stuff between the engine and dyno. With no way to lock the trans in gear at low rpm and force lock the torque converter there's just no way to get a very good Dyno run for anything other than peak torque. Most don't even start the data set until 2500rpms or higher.

For those of us at high elevation I'm sure the 2.4 turbo will really out perform the 4.0. My neighbor has a GM 2.7 and it's pretty great TBH. At 5000 feet it'll out pull my 5.7 tundra. It's a GM so I have little confidence in the truck around it lasting very long. But the engine output is really good. Make that same engine into about a 4 liter I6 and it'd really be a fantastic truck engine.
Would be cool to see those, the only one I saw for the V35A-FTS looked like a shallow ramp with a plateau. When the EcoBoosts first came out, Ford's diagrams looked basically like a mesa starting relatively low and staying very flat. But I agree, testing may be a bit tricky... I would just rather not end up with another 3rd gen Tacoma situation or be forced to get the hybrid option simply because the non-hybrid is too gutless where you need it.

Time will tell once more people start playing with the vehicles, so we just have to wait.
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Old 05-20-2022, 11:09 AM #19
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Originally Posted by BlackWorksInc View Post
Would be cool to see those, the only one I saw for the V35A-FTS looked like a shallow ramp with a plateau. When the EcoBoosts first came out, Ford's diagrams looked basically like a mesa starting relatively low and staying very flat. But I agree, testing may be a bit tricky... I would just rather not end up with another 3rd gen Tacoma situation or be forced to get the hybrid option simply because the non-hybrid is too gutless where you need it.

Time will tell once more people start playing with the vehicles, so we just have to wait.
All I can really say at this point is that the v35A feels really powerful in the tundra. The mileage is not as good as I expected. And the only time I've driven one of the turbo 4s from Toyota what was the weekend that we ended up with the NX 200 t loaner. I was not impressed at all. It should have felt substantially zippier vs a heavier RX 350 at 5,000 ft. And it didn't. I hope the turbo 2.4 is whole lot better better. On paper it should be. Have you had a chance to drive one?

But a lot of it comes down to how Toyota implements the tune in the transmission and gearing. I'm not very optimistic given how weak of an effort they did on the current Tacoma. And the hybrid solution for the Sequoia is just a head scratcher. Really hard to understand how that ever made it past the drawing table. They basically got none of the great things that hybrids can do out of a hybrid. And maybe interior worse. And probably made towing, hauling, and nearly everything else worse too.

I think the best case scenario is that they build a version of the V35A for the Tacoma and 4runner. But I'm not holding my breath.

Last edited by Jetboy; 05-20-2022 at 11:14 AM.
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