Trd owners impressions

[crackiswack]

That's crazy. When I dyno'd my 335i on 91 octane I got about 350 whp. I filled up on 100 octane and I got 400 whp with the same mods. I guess it must've been a fluke.

From a quick wiki "A fuel with a higher octane rating is less prone to auto-ignition and can withstand a greater rise in temperature during the compression stroke of an internal combustion engine without auto-igniting, thus allowing more power to be extracted from the Otto-Cycle."

But don't trust me... I didn't know I could consume gasoline and have energy to burn just like this ham sandwich I'm about to eat.

I will bet you $100 and the cost of the dynos if you can show any kind of significant increase between octanes on the 4runner.

 

[1engineer]

I will bet you $100 and the cost of the dynos if you can show any kind of significant increase between octanes on the 4runner.

If you ran 94 exclusively through the 4Runner for several thousand miles I'm pretty sure the map would adjust accordingly and r e t a r d the timing a bit, giving you maybe 10-15 hp increase. Is it worth it? No, not really as "feeling" that extra hp is not gonna happen. Our 4Runners have the ability to change depending on the knock, but not quickly and not much.

 

[Marcocopuffs]

If you ran 94 exclusively through the 4Runner for several thousand miles I'm pretty sure the map would adjust accordingly and r e t a r d the timing a bit, giving you maybe 10-15 hp increase. Is it worth it? No, not really as "feeling" that extra hp is not gonna happen. Our 4Runners have the ability to change depending on the knock, but not quickly and not much.

I would agree running extra octane isn't worth it with no timing adjustments... But since crack is whack is being a little pompous:

Toyota GR engine - Wikipedia, the free encyclopedia

Scroll down to the vvti update. I believe these claims are from toyota engineers. My paypal is [email protected]

Could you send 100 today? I'll use it to fill up on 91.

 

[Whiplash Willy]

Our engine already has the power, its just the transmission is never in the right gear to let you "Feel The Power".

A 4th gen, which has less power, feels faster because it will actually downshift when you press the accelerator. Press the accelerator on the 5th gen, it just stays in 5th gear and goes UUUUUUUGGGGGGGGGHHHHHHHHH.....

 

[1engineer]

I would agree running extra octane isn't worth it with no timing adjustments... But since crack is whack is being a little pompous:

Toyota GR engine - Wikipedia, the free encyclopedia

Scroll down to the vvti update. I believe these claims are from toyota engineers. My paypal is [email protected]

Could you send 100 today? I'll use it to fill up on 91.

Don't be a d!ck. You said octane. You were, and are, wrong. [MENTION=45500]crackiswack[/MENTION] said "substantial." A few hp is not substantial.
Our engines will eventually advance timing if the proper fuel is used after several tankfuls. Again, I will be happy to explain all this with factual information in a pm if you so choose. Have a great day.

 

[Marcocopuffs]

Don't be a d!ck. You said octane. You were, and are, wrong. [MENTION=45500]crackiswack[/MENTION] said "substantial." A few hp is not substantial.
Our engines will eventually advance timing if the proper fuel is used after several tankfuls. Again, I will be happy to explain all this with factual information in a pm if you so choose. Have a great day.

How am I wrong? And since when is a 5% increase unsubstantial for a difference of 7 bucks on a full tank?

With the vvti engine the increase in power is a claimed 30hp. This is getting rediculous. I'm obviously crazy for having someone agree with me to then say I'm wrong.

 

[crackiswack]

I would agree running extra octane isn't worth it with no timing adjustments... But since crack is whack is being a little pompous:

Toyota GR engine - Wikipedia, the free encyclopedia

Scroll down to the vvti update. I believe these claims are from toyota engineers. My paypal is [email protected]

Could you send 100 today? I'll use it to fill up on 91.

That doesn't show anything on the 4runner itself. The ECU and timing maps will be tuned for the recommend fuel that toyota suggests. The 2014 4runner makes 270hp, and the lexus gx400 makes 202kw=270hp. Go do back to back dynos and show a substantial difference in HP.

 

[Marcocopuffs]

Btw. Sorry I didn't mean to say there is more power in higher octane fuel. I think I understand where this back fire is coming from.

 

[Marcocopuffs]

That doesn't show anything on the 4runner itself. The ECU and timing maps will be tuned for the recommend fuel that toyota suggests. The 2014 4runner makes 270hp, and the lexus gx400 makes 202kw=270hp. Go do back to back dynos and show a substantial difference in HP.

A back to back dyno wouldn't yield different results. The computer would have to adjust timing in order to take advantage of the fuel. But I don't know what else I could show you apart from dynoing something I have no intention of making go faster.

For what it's worth I initially want to make the point that you could save money by running higher octane instead of doing a bunch of boltons. I think I might have stirred things up by saying higher octane= more power. Obviously octane isn't a power rating. I assumed the general consensus was if you run higher octane you'd get better fuel economy and get better power. I don't run 91 octane nor do I care about speed/power in my 5 thousand pound truck.

 

[Mooney]

Our engine already has the power, its just the transmission is never in the right gear to let you "Feel The Power".

A 4th gen, which has less power, feels faster because it will actually downshift when you press the accelerator. Press the accelerator on the 5th gen, it just stays in 5th gear and goes UUUUUUUGGGGGGGGGHHHHHHHHH.....

When I changed the tires from the stock 265 to the current 285, the drive home was pleasing, unsettling, then normal.

Almost immediately I noticed the truck was holding the gears lower, almost like you had the ECT button engaged to the "power" position. At first I liked it, found the truck seemed to be more responsive and more typical of a normal shift pattern. However when I got on the highway it became atypical, at times I would almost have to remove my foot off the accelerator to reach the top gear. The slightest of hills, regardless of pushing on the accelerator would cause the 4r to downshift. While descending the last steep hill the truck actually downshifted when I took my foot off the pedal, similar to my diesel truck while in tow/haul mode.

I was convinced the 285's were somehow creating some confusion with the monitoring systems installed in a modern vehicle. I questioned how to proceed; change the wheels back, see if Toyota could recalibrate, or just accept the new behavior?

After a full day of driving it was if a magic wand was waved and the 4r accepted these were the new shoes and all was back to normal (a Toyota normal). Meaning it once again was eager to upshift as quickly as possible to keep those RPM's down.

While I assume (many others here can confirm/deny and are better in the know) this is a learning system, couldn't it be programmed for a power setting just like the old days?

Whatever happen to the old ECT button . . . gas prices went up so Toyota felt it was a waste of money?

 

[Mooney]

You're talking about TRDPRORUNNER. Yes, it has some more nose dive than you would normally expect, but it was built for offroading that was expected from the start.

Why?

My stock suspension had a surprising amount of nose-dive, with upgraded suspension its virtually been eliminated.

Since this truck is close to level I would assume less weight is already transferred forward.

Not sure why a truck built for on/off-roading would have accept even more nose dive.

Kite-Tubing NOSE DIVE!!! - YouTube

 

[1engineer]

Trucks built for high speed big hit stuff really, really nose dive on braking. It's how the suspension absorbs the hits. Watch any off road race. Could you imagine a rock hard suspension on that type of terrain? Nose dive is not a bad thing...
Here ya go: http://www.youtube.com/watch?v=77usuOtj-5c

 

[Mooney]

Trucks built for high speed big hit stuff really, really nose dive on braking. It's how the suspension absorbs the hits. Watch any off road race. Could you imagine a rock hard suspension on that type of terrain? Nose dive is not a bad thing...

E1, I couldn't agree more. Look at those desert racers with giant suspension built through the bed of the truck to allow absorption of an extremely large amount of energy. However were talking about the 4R, a vehicle built for a dual duty. My question; does the upgraded TRDP suspension have to allow even more nose-dive than stock to be effective off-road?

I believe we would all agree that more allowable movement in our suspension makes for a more capable off-road vehicle, especially at higher speeds, however nose-dive isn't desired either off/on road. Transferring the weight from your rear to front wheels make a vehicle inherently more unstable, especially in corning. In braking its inevitable, the energy is moving forward, while we may soften the rear while stiffening the front it's difficult, and expensive to keep that vehicle level.

So while I agree having the suspension soak up the terrain requires more available movement I'm not convinced nose-dive is the desirable byproduct. In my case I wanted a system that would provide more dampening without dumping the front end. Obviously adjustability provides more control, but I don't believe a non-adjustable system can't excel over the stock nose-dive.

The digressive valving alone I would think could at least meet the stock in nose-dive on the street.

 

[Mooney]

Trucks built for high speed big hit stuff really, really nose dive on braking. It's how the suspension absorbs the hits. Watch any off road race. Could you imagine a rock hard suspension on that type of terrain? Nose dive is not a bad thing...
Here ya go: Lucas Oil Off Road Racing - 2011 - Round 1 - Pro 4 Unlimited & Pro 2 Unlimited - YouTube

Just saw this link . . . EXCELLENT example . . . look at the rear rake on these trucks! These trucks are configured to practically sit on their a$$ to keep them from nose-diving.

 

[1engineer]

E1, I couldn't agree more. Look at those desert racers with giant suspension built through the bed of the truck to allow absorption of an extremely large amount of energy. However were talking about a vehicle built for a dual duty. My question is does the upgraded TRDP suspension have to allow even more nose-dive than stock to be effective off-road?

I believe we would all agree that more allowable movement in our suspension makes for a more capable off-road vehicle, especially at higher speeds, however nose-dive isn't desired either off/on road. Transferring the weight from your rear to front wheels make a vehicle inherently more unstable, especially in corning. In braking its inevitable, the energy is moving forward, while we may soften the rear while stiffening the front it's difficult, and expensive to keep that vehicle level.

So while agree having the suspension soak up the terrain requires more available movement I'm not convinced nose-dive is the desirable byproduct. In my case I wanted a system that would provide more dampening without dumping the front end. Obviously adjustability provides more control, but I don't believe a non-adjustable system can't exceed the stock nose-dive.

The digressive valving alone I would think could at least meet the stock in nose-dive on the street.

You cannot have both. Well, you can, and it's called KDSS lol. If you want a suspension built for high speed, big hit off road then it will drive the same on road. If you want a suspension built for low speed, rock crawl type stuff (very rigid) off road then it will perform the same on road.

This is the reason they make adjustable suspensions on higher end vehicles. Normal (soft for day to day) Sport (firm for when you are feeling frisky) and Track (for those few that need an almost rigid suspension). They way they work is by electronically controlling the valving orifice size that will change the flow over time curve due to pressure drop across the orifice.

Some of the Kings and Fox suspension is adjustable but you have to do it manually. Everything is a compromise and the OEM suspension is a compromise. KDSS sort of bridges that gap. The TRDpro is going to be softer both on and off road.

 

[Maverick]

Before I bought my TRD Pro I test drove a new Trail edition without KDSS, a Trail edition with KDSS, and a couple SR5 models. I only drove each truck about 5 miles. I only have less than 100 miles on my TRD Pro. My perception is the Trail with KDSS felt the stiffest, especially around corners, but that the TRD Pro feels planted and not overly soft. The TRD Pro is surprisingly stiffer than I would have guessed. I also don't think it has much nose dive. By comparison I used to own a Ford Raptor and that was way softer and had much more nose dive (well, until I raised the front suspension with the perch adjustment). I drove a Tundra TRD Pro as well and the suspension feels similar to the 4Runner TRD Pro in terms of stiffness and nose dive. The Tundra TRD Pro is way stiffer feeling than the Raptor. I think the digressive shocks account for this a bit. Regarding feeling every bump in the road I feel a lot more in the 4Runner TRD pro vs the Raptor. It does seem smoother as speed increases.

 

[Antman]

If you ran 94 exclusively through the 4Runner for several thousand miles I'm pretty sure the map would adjust accordingly and r e t a r d the timing a bit, giving you maybe 10-15 hp increase.

Just to keep this real here, don't you mean "advance" the timing?

Or is there some a$$-backwards ignition in this here truck? lol

 

[jtallequipment]

Before I bought my TRD Pro I test drove a new Trail edition without KDSS, a Trail edition with KDSS, and a couple SR5 models. I only drove each truck about 5 miles. I only have less than 100 miles on my TRD Pro. My perception is the Trail with KDSS felt the stiffest, especially around corners, but that the TRD Pro feels planted and not overly soft. The TRD Pro is surprisingly stiffer than I would have guessed. I also don't think it has much nose dive. By comparison I used to own a Ford Raptor and that was way softer and had much more nose dive (well, until I raised the front suspension with the perch adjustment). I drove a Tundra TRD Pro as well and the suspension feels similar to the 4Runner TRD Pro in terms of stiffness and nose dive. The Tundra TRD Pro is way stiffer feeling than the Raptor. I think the digressive shocks account for this a bit. Regarding feeling every bump in the road I feel a lot more in the 4Runner TRD pro vs the Raptor. It does seem smoother as speed increases.

Thanks this is as well as some of the other actual owners impressions Is what I was looking for when posting. I have also driven a raptor so can relate to what your saying. As far as feeling the road, is it noticeable but smooth or jarring? I know it is a completely different vehicle but I am getting rid of a 2013 Avalon because ever bump is felt like a shock. Not looking for blow outs and replacing wheels anymore. If the reliability and gas mileage were better I would take to driving my 76 Bronco full time.

 

[Maverick]

Thanks this is as well as some of the other actual owners impressions Is what I was looking for when posting. I have also driven a raptor so can relate to what your saying. As far as feeling the road, is it noticeable but smooth or jarring? I know it is a completely different vehicle but I am getting rid of a 2013 Avalon because ever bump is felt like a shock. Not looking for blow outs and replacing wheels anymore. If the reliability and gas mileage were better I would take to driving my 76 Bronco full time.

It is noticeable, but smooth. I purposely look for road imperfections for the fun of it It is way less stiff feeling than performance cars I have owned in the past like Evo 8, Evo X, M3, etc. So far I think the 4Runner TRD Pro makes a great daily driver, but everyone's perception is different.

Maybe you should reach out to see if someone in your area owns one yet and is willing to take you for a ride.

 

[jtallequipment]

It is noticeable, but smooth. I purposely look for road imperfections for the fun of it It is way less stiff feeling than performance cars I have owned in the past like Evo 8, Evo X, M3, etc. So far I think the 4Runner TRD Pro makes a great daily driver, but everyone's perception is different.

Maybe you should reach out to see if someone in your area owns one yet and is willing to take you for a ride.

Maverick thanks still none delivered in the northeast. I was suppose to get mine last week but there is a port hold on trd pros. No clear reason what is holding them up.