Turbo Charging A Tundra!

Quick hit with the wire wheel and a rattle can and the stock steelies are on! Looks like a police truck now! LOL. It's up at ECS now, as soon as they have a DYNO opening, we'll get the numbers!

 

fingers crossed the wheels will not snap.... those are some rust on that, but hopefully just surface rust....

 

Yeah it was just surface, they cleaned up nice.

 

FINALLY!!! Just got the DYNO Results and they blew us away, higher than we expected, but also in line with what the other trucks made at the lower boost. This thing is a beast and it fells like all of what the number tell on the street. As we have said before, it makes alllll the right turbo noises too! We are ecstatic over here at TurboKits.com.

We'll be posting up the kits online over the next few days and will have a Stage 1 introductory pricing available for anyone that wants to take the plunge!

https://youtube.com/shorts/7Y73tON0EAM?si=-3bYa2TZQOC6VjKS

 

You would release this as I drop my other vehicle off for a bunch of maintenance and tires!

 

Hey all, pulled some charts from the DYNO session yesterday to show more data! Enjoy!

2014 Tundra Stage 1, Banks CAT Back and Turbo Kit Only - Main Run


2014 Tundra Stage 1, Banks CAT Back and Turbo Kit Only - Back to Back (Consistency)


2014 Tundra Stage 1 -vs- The 2021 Stock Run (TRD Intake & Exhaust) on the same DYNO.

Have a great weekend folks. We'll respond to all the questions once we get caught up form this. Thanks!

 

So, 450WHP/500WTQ, what would you expect on Stage 2 or 3 (if there will ever be a 3?)
550WHP/600WTQ? I am wondering if a new fuel pump is needed for stage 2?

 

The limiting factor on the Stage 1 is a) Stock Fuel System b) MAF Sensor. But we designed the stage 1 kit to be an awesome entry point into the FI / Turbo world for the Tundra, getting most weekend warriors that extra 100+ HP they want without breaking the bank, or the truck. So the stage 1 is making exactly what we designed it for (and more honestly).

The stage 2 will add; intercooler, injectors & pump (we will test without the pump first to see), this will allow for more boost. At ~8 PSI, we are aiming to see around 500WHP / 550WTQ. From what our research has told us, that is about the most you want to push through the stock motor / drivetrain anyway. So, keeping them under 500WHP is where most stage 2 owners will want, for fun & reliability.

The next steps from there would add motor builds, trans work, standalone ECUs, etc, taking a sub $10K build and putting into the 10s of thousands. Not that the kit can't support a higher power level, but it now becomes a whole different beast of a build for 90% of Tundra owners. Therefore, we don't expect to have an off the shelf, Stage 3 "KIT", but rather tailor the kit options and build to whatever the customers goal is. Considering the 76mm turbo standard with the kit can make 1000HP, we aren't even scratching the surface of what the kit could do with the proper supporting modifications. And one of the great things about Turbo -vs- SC. Making more boost and more power is as simple as turning a dial.

All that being said, and why we pushed so hard to nail this Stage 1, is that we do feel once Tundra owners get the Stage 1 installed, feel the power and hear the spool. It will really be all you really need.

 

Looks great, and very exciting to see develop. What AFR were you guys seeing on the stage 1 dyno runs out of curiousity?

 

12 - 11.5, keep in mind we have water meth for chemical cooling and are at a chilly 4.5 PSI. The logs are PERFECT, even on those crazy overloaded runs on the first DYNO, not even a hiccup, the knock feedback was flatline!

 

Here is the raw photo from the DYNO run that was in the video above! Keep in mind this is at the tailpipe, which changes the readings slightly from the AFR sensor we have in the downpipe.

 

How much is stage 1 after all is set and done?

 

I only ask as tundra boost gospel to this point is to try and keep it rich in the 10-10.5 range due to the very tight ring gaps on the 3UR, so the rings have to be kept cool. I’m sure it was probably hashed out earlier in this thread. It’s probably less of a critical thing on stage 1 at 4.5psi. I’d just say that will also make the stage 1 numbers more appealing as far as power increases per pound of boost. I also understand the meth somewhat artificially richens the AFR, so I was wondering if the fuel system can support that 11.5-12 AFR without the meth or not. The stage 2 setup for example I would definitely run that richer AFR in the 10s, which will slightly reduce the power output per pound of boost while running it a tad richer in the name of safety. Most of us with SCs are all running in the 10s.

Does stage 1 use the stock fuel pump and injectors? I’m also wondering if your test truck is an FFV or non FFV, since the FFV trucks have larger fuel pumps and a higher pressure FPR. I don’t recall if the FFV trucks have larger injectors as well. All of this is simply food for thought before offering the kit to the masses for purchase. Gotta cover your a**!

 

This is lookin pretty tempting.

How many SC’d brethren would’ve gone this way if it had been available before you bought your SC?

 

We'll have the kit listed with all options on the site in a few days. Depending on what you have already done to the truck, would depend on options needed or wanted, but we are hoping to be in the under $6K for the Stage 1. We'll also be offering some freebies and a discount for our initial release price as well.

 

The truck is a non FFV 2014 with 135K miles. The injector duty cycle is not at max from what we saw in any of the logs. The truck is 100% stock, other than the Stage 1 kit which will include water meth, an exhaust and tune. Yes with the meth and the low boost levels, the AFRs are solid, the truck is VERY happy. We have quite a few 1000 miles of hammering on it as we dialed in this tune, plus we have had a kit on our 2008 with 230K miles for longer than that. Now, there is always a risk, anyone telling you there isn't, would be lying. But we have always developed our kits to maximize what the stock drivetrain can handle while keeping reliably to the maximum and potential issues to a minimum. Annnnd, one of the reasons we love working on Toyotas and have decades, they make a damn good motor

We have a saying here, as we do our R&D, which more often than not, takes a few tries to get it right. That saying is "we do with it, so our customers don't have too". What that means; as much as we don't want any issues to come up, were happy when they do, so that way we can resolve them on our project vehicle, before it happens to an end users.

In regard to the Stage 2, yes, once we are running the intercooled set up with larger injectors, we will target a slightly richer AFR. Boost will be higher, and the Stage 2 will not rely on the water meth system the Stage 1 was designed for and the advantages that brings. The Stage 2 intercooled piping does have a water meth bung provision already pre-welded for anyone that wants, but it will not be mandatory on the Stage 2 as the intercooler will be doing the heavy lifting to combat the heat.

 

Not I for my use case the blower is better suited

 

Seems like the SC is instant power but siphons a bit off the engine.

The turbo is more efficient but has that classic turbo lag.

I could see the turbo making more sense for those who are boosting for towing, especially at altitude.

 

6K is reasonable, I would pay it on the spot

 

I belive the ffv are 480cc . One thing would be to stick with a drop in fuel pump like the dw 340 and 650 injectors. We know the stock fuel piping, especially the rails, can handle into the 600-650hp range. 6AN supply and return with stock rails have been running good at about 680-700hp. Spraying w/m at 7psi to 12+psi and afr 10.1-10.5. Keep those cylinders cool is the key!

Good work on setting up the turbo!

 

agreed.

perfectly suitable for a lot of applications you mention.

However, my application is below 4k rpms. i.e...stop light hoonage.

 

you running a limited slip as well?

 

no.

 

Trade off of price, name brand, and what's included. I would have a hard time getting this if it was the same price as the Magnuson. And I use the Magnuson as an example since imo it's the best and most complete setup, you get pump, injectors, intake, tune, and a well established and supported brand (even the other blowers come up short if they're at the same price point).

Because of that I wouldn't buy the stage 2 for anything more than what the Magnuson costs, and even then this is from a small company so have to factor that into the equation.

As for turbo vs super, I could swing either way and i think that'd be a wash for helping/hurting selling it.

I think around 6k would be very competitive, but I have no idea what they actually need to be profitable.

 

What we have found with the turbo on the truck, it's really a 2K to 4.5, maybe 5K truck. Even tho we were pushing the crap out of it on the highway in 4th gear up to 6K, if we weren't doing it for the sake of getting the logs and dialing in the tune, we are rarely up there when daily driving the truck, even when we are in it for some fun!

 

Precision Turbo, Precision Wastegate, Forge Blow Off Valve, AEM Water Meth Kit, HP Tuners, all brand name parts will be in our kit. Our brand portion of the kit, is purely the fabricated piping, couplers and stuff to make it fit the Tundra, otherwise all solid brand names in our industry are used!

 

I really applause these guys for taking the jump on turboing a Tundra.

That's a hard question, I think people's hold back will be on reliability, Magnuson and Harrops have proven their reliability, but then we've seen how well these things react to turbo.

https://www.instagram.com/p/C3jrQCotyyS/

 

Yeah it won't be for everyone, and we are Ok with that. But if one looks purely at the physics; More HP per PSI and less strain on the motor to make boost. Then add that to our extensive testing and the long term overall reliability of the Tundra, we don't expect anything other than happy boosting for our users