4.0L Motor

[Lester Lugnut]

I don't know about you, but I am do not engineer engines for a living so I couldn't tell you.

Neither am I. If it were a transverse design it could possibly been placed around back the way Honda has done it. The 2GR-FE Toyotas have it below and in my opinion that beats the rear side location. I can get to that one w/o ramps.

I'm a lot more pissed off about Toyota yanking the transmission fluid dipstick, but even with that gone, there are ways to change tranny fluid correctly.

Maybe a half dozen years ago on a Mercedes forum, I read about an Audi a member there had seen during a recent trip to Europe. The car had hood locks that only the dealer could unlock.

How much longer before we're at that point?

 

[Antman]

.

The car had hood locks that only the dealer could unlock.

How much longer before we're at that point?

As long as I have a drill, never.

 

[Lester Lugnut]

As long as I have a drill, never.

You won't need it. Someone will mass produce mfg. specific keys to unlock the hood.

 

[Mooney]

I participated in the BMW European Delivery Program that BMW offers US buyers to pick up their newly purchased car in Munich Germany.

In Germany they have 98 octane and sometimes gas stations have 102 octane fuel. When I got my car back into the states I can clearly feel the difference in power when using 91 octane fuel.

Try Avgas if your not running stock exhaust, 100-130 octane.


:lookout:

 

[1engineer]

You guys kill me. Cartridge style filters have several advantages over spin on cannister style filters. A big one is higher pressures can be run in the system. Another is dirt holding capacity. Another is diffferent types of media can be used. Another is cost of media and the list goes on. You guys worry about location for ease of access. I worry about location being correct to get the maximum oil filtered with the least amount of pressure drop.

 

[wfo9]

As far as HP and fuel goes..

I'm sure the ECU will learn and run more aggressive timing maps with better fuel, but it is complicated and takes time for it to learn. I don't know any of this for fact about the ECU in the TR4, but I would be shocked if it worked differently than the rest of the industry.

There are usually many factors that impact timing in modern ECUs.

They typically have a base map based on load, airflow, rpm. , and intake temp.

These are further modified by trim cells which are learned by previous knock events. These can sometimes be cleared by disconnecting the battery for a while to force a re-learn. It is very similar to the Long Term fuel Trims that are learned during closed loop driving conditions.

Torqe mgt is another huge factor. This seems to be very present in the TR4 and is used to extended drive train durability by reducing power during shifts...

You would be surprised how much power is hiding in the stock tune related to tq mgt, but all these things are what allow for outstanding durability.

 

[philsey]

.... You guys worry about location for ease of access. I worry about location being correct to get the maximum oil filtered with the least amount of pressure drop.

I don't worry about any of that shite. I have confidence in Toyota engineering - which is why I own this thing.

My parking garage neighbor has a new-ish big, black, beautiful 750iL ..... with a large ugly oil puddle growing under it.

 

[Lester Lugnut]

My parking garage neighbor has a new-ish big, black, beautiful 750Li ..... with a large ugly oil puddle growing under it.

Here's an excerpt from a post at bmwofnorthamerica.com - not mine - someone elses.

If you are considering buying or leasing a BMW 750iL, you may want to look over this website first. I owned and drove a 750iL for years and, while I enjoyed the performance and comfort, was not happy at all with the repeated mechanical failures. Final tally for the repairs & "maintenance" over a 15 year period and about 100,000 miles--close to $40,000, with more than 100 visits to the shop. After my own disastrous experience with my 750, this site was created to share stories, taking only a few weeks of this site being open before hearing from other 750 owners, who also had similar experiences.

 

[Orc]

That PDF says it's compatible with E20 but the manual and gas cap say E10

 

[Forever_Student]

The real question ...

... and I can't believe no one has asked this yet ...

In theory both engines are 1GR-FE's. In theory they have the same mounting geometry. If/When a 4th gen 1GR-FE kicks the bucket at 300-500k miles, can it be replaced with a 5th gen 1GR-FE? If you've got to replace the engine anyway, why not strap on an extra 30 hp and ft.lbs, and (maybe) an extra 1mpg for little to no extra cost? It might require a new ECU, and maybe new intake and exhaust manifolds, but the engine itself should be the same yes?

 

[Whippersnapper02]

... and I can't believe no one has asked this yet ...

In theory both engines are 1GR-FE's. In theory they have the same mounting geometry. If/When a 4th gen 1GR-FE kicks the bucket at 300-500k miles, can it be replaced with a 5th gen 1GR-FE? If you've got to replace the engine anyway, why not strap on an extra 30 hp and ft.lbs, and (maybe) an extra 1mpg for little to no extra cost? It might require a new ECU, and maybe new intake and exhaust manifolds, but the engine itself should be the same yes?

The ECU may not communicate with the other modules, oil filter housing is in a different position which may not work for a 4th gen, wiring will need to be changed and possibly other modifications to make it work.

 

[Lester Lugnut]

... and I can't believe no one has asked this yet ...

In theory both engines are 1GR-FE's. In theory they have the same mounting geometry. If/When a 4th gen 1GR-FE kicks the bucket at 300-500k miles, can it be replaced with a 5th gen 1GR-FE? If you've got to replace the engine anyway, why not strap on an extra 30 hp and ft.lbs, and (maybe) an extra 1mpg for little to no extra cost? It might require a new ECU, and maybe new intake and exhaust manifolds, but the engine itself should be the same yes?

Things north of the block are different. I suppose you could get it to work if you were determined enough.

 

[mteolus]

I have a cold air intake from a 2nd gen Taco 4.0 that a neighbor gave me (didn't need anymore, sold his Taco). I haven't tried to fit it on yet. Doesn't anyone know if it will work on a 5th gen 4Runner?

 

[Whippersnapper02]

I have a cold air intake from a 2nd gen Taco 4.0 that a neighbor gave me (didn't need anymore, sold his Taco). I haven't tried to fit it on yet. Doesn't anyone know if it will work on a 5th gen 4Runner?

The MAF is in a different location. Also the manufacturer lists a different intake for the Runner. Basically no, not without work that isn't worth it since intakes pretty much do nothing.

 

[20164runner]

I have a cold air intake from a 2nd gen Taco 4.0 that a neighbor gave me (didn't need anymore, sold his Taco). I haven't tried to fit it on yet. Doesn't anyone know if it will work on a 5th gen 4Runner?

Pop your hood and see.


Sent from my iPhone using Tapatalk

 

[EddieV4runnin]

... and I can't believe no one has asked this yet ...

In theory both engines are 1GR-FE's. In theory they have the same mounting geometry. If/When a 4th gen 1GR-FE kicks the bucket at 300-500k miles, can it be replaced with a 5th gen 1GR-FE? If you've got to replace the engine anyway, why not strap on an extra 30 hp and ft.lbs, and (maybe) an extra 1mpg for little to no extra cost? It might require a new ECU, and maybe new intake and exhaust manifolds, but the engine itself should be the same yes?

Won’t work, the 1GR in the 5th gens use dual CVVTs the 4th gen 1GR uses single CVVT. Not worth the hassle to make work. You’ll probably need a new ECU and harness for starters.