Turbo Charging A Tundra!

Or our stage 2 intercooled kit, can be what he needs now with TONs of room to grow!

 

That's also true. I am just more concerned that there's 100 gal of fuel onboard and we try and FI that.....

 

While I agree, Matt and Orange Virus was how we started this process, before HP tuners had all the maps unlocked. It was a 3 software program deal and some hacker shit on top. He was and is VERY knowledable in regard to all Toyota. It wasn't until HP Tuners was finalized with all the mapping needed, that we started working with SlownStock. We worked with him for over a year on the 2008, 2021 and then 2014 to dial in the tunes on HP. Hundreds of logs and map revisions and is what all of our "base" tunes are based off. Here is a screen shot of JUST the 2021. Needless to say, we wanted to figure everything out before any customers touched our product. But yes, we are currently working with Matt at VF/OV on some really advanced stuff that may not even be viable in the aftermarket, but if we nail it, oh boy.... Watch out!!!

 

You'll find Overland Tailor Tuning's @JustDSM has a TON of knowledge tuning Toyotas through HPT also!

 

We're all for as many tuners as possible. Makes our job easier when there are savvy people who can make the hardware go!!

 

Quick Update - 08/30/24

We are already starting our build process on the 2016 TRD Pro, well at least the parts gathering!! LOL.

Starting with this sick HPT 7675 (F2.5) Dual Ball Bearing Turbo. This thing is bad ass, capable of way more than we will ever need, will spool lightning fast and give us a nice and cool air charge. More Info Here: https://www.turbokits.com/hpt-f3-7675-turbo.html

https://youtube.com/shorts/Xu76IgfuXpc



We also have the new 880cc Injectors in and running on our 2008. They are SILKY smooth! Only took 2 map revisions to have them dialed and running better than anything we have tested so far and at 5-6 PSI, were only seeing about 40% duty cycle, so TONs of head room. They drive like stock, smooth as silk, and idle perfect!



We will continue to mess with them and get some DYNO results as soon as possible.

The 2014 is just about maxed on what the Stage 1 can handle we feel, we are running about 5-6 PSI, definitely picked up 50+ HP and TQ by the Butt DYNO. We'll get the tune finished up and get it on the DYNO. Then swap to Stage 2!



That's all for now. Keep the questions coming. We do enjoy chatting with all of the interested Tundra owners on the phone, it's great to hear use cases and talk about the truck in general and what we can do to help transform it to each want.

Have a great holiday weekend. We'll see you on the FLIP!

 

I can tune myself through HPTuners but I have not seen the levels available on HPTuner vs VF and the care Matt put into the tune pack, I don’t care to learn even my own cars characteristics to the level he tried and the final product. The software is janky and it’s clear he’s just bin dumping ecus and finding the tables Ghidra style or similar, not a blow to him at all, it’s good stuff and I paid for it, it’s why I asked, as I keep thinking about power adder options and packages for the tundra. Again for me the tundra is a daily beater but it’s hard fighting the urge to modify everything I own in some way.

 

Any solutions for the pipe routing and the heat? Room for up and forward headers? Or low mounted turbo, or just heat wrap and some shields look to be ok so far?

 

northern Canada will do that, somtimes I can’t make it between stations on the stock 38 gal and need to carry Jerry’s.

 

Might have to give those 800cc injectors a try over my five-0s @TurboKits.com

 

The elevated temps BFlooks was seeing was purely when towing the 8500lb brick and was more based on seeing 5-10* higher than he saw before the turbo. Nothing over temp levels that were concerning, but more of an OCD thing and wanting to get temps down to where they were. If I recall, it's in the thread somewhere. He may have seen 225+/- temps on a few long/long hills. Once he added the additional heat shielding. It went back to normal, if not cooler, since we installed a better trans cooler as well. On our 2008 and 2014, which don't see any extreme duty towing, its not a problem at all. On our 2014, we removed the coolant puck hardlines and ran high temp hose up and over the transmission and over the top of the motor to the coolant ports, was a very simple install and not only did it gain us a ton of space around the turbo but eliminated the 2 "hot spots". We will be suggesting this for anyone doing heavy duty towing.

 

Were finalizing the pricing, as we have to modify them for proper fitment, but hit us up. They will most likely be the go to injector for the Tundra and FI!

 

I'll be looking at getting rid of the 750cc five o's too!

 

Great to know, and good to hopefully see the steps/gear etc... added to the kit or somewhere mentioned how and what to do. My main concern was actually engine bay temps and any melty plastics or items nearing the pipe-ing. I guess thats really unavoidable, plus the added trans temp from the under pipe. Any experience differences using oval pipes or thicker wall stuff helping any?

 

TL;DR: Heat is no longer an issue for me - Not intake air temps, not transmission fluid temps, and not coolant temps. For a few dollars in product and a few minutes of time during installation, I doubt others will have any issues. This kit hasn't had an easy test given my use case is towing, at capacity, almost as much as I'm driving unloaded, through all of the mountains of New England.

Specifics: True on my ECTs being much higher than I was comfortable with. Mind you, that was on the conservative tune that had it running pig rich with almost no timing at all, carving through the White Mountains and into Crawford Notch. It was ugly, and was also the first big tow of the season and only the second with the kit (Stage 1 at the time). Since then, the tune is on point, I'm on Stage 1.5 (or is Stage 2.0 Lite?), and I was able to identify that the up pipe (only wrapped with header wrap, not the DEI heat mat like the crossover pipe is), was simply too close to one of the coolant hardlines that feed the transmission puck. Wrapped the hard line in DEI heat mat and I now run 203-207* regardless of terrain. Occasionally I'll see a spike to 210* but that is the truck trying to hold 4th, locked, at low RPM. A downshift to 3rd and it drops right back down to 203-207*. If I'm in high RPM, light load, it'll run sub-200*. Unloaded I'm between 196-201*. Idle is always 196*.

Trans temps, since wrapping the trans cooler lines and the crossover pipe in the DEI heat mat keeps the trans temps between 185-200*, though I did see a spike to 207* yesterday in the Berkshires with a headwind running 5th gear at 70-75mph. Drop to 70mph and 4th gear brought it back down to 199*. I never had use of 5th gear prior to the turbo, but with the 15-row GCS system I was fighting heat soak and it would slowly continue to climb to the high teens/low 220s.

Intake air temps are consistently 4-8'ish degrees above ambient (may see +20* sitting in traffic). None of that tubing is wrapped, so I could probably find some gains there if I ever felt the need to, but I'm not complaining about those temps in the least bit. As @TurboKits.com has mentioned, these are actual temps, after the turbo, and the only variable remaining is just exactly how much the water methanol is further reducing those temps. The intercooler is certainly doing its job.

If there are specific values not explained above, please ask and I'll share what I have. I have logged nearly 100% of my towing since installation. Needless to say, the data exists, and if not, I have a few trips left and can add parameters to the config to get whatever is needed. Jesse and his team are the brains on that side of things, so he'll be able to say exactly what else we already have. I just capture and send.

 

Unbeknownst to me, I was answering your message with my above post. I've spoken to @TurboKits.com about this, and knowing what I know now, I would not hesitate to use the DEI heat mat on everything I had to tape as part of the install. The product is proving to work extremely well and is surprisingly easy to shape and form. The joints of the heat mat or where there wasn't 1/2" of clearance is the only place I would tape. That's just me, though. Others will likely come to their own conclusions, but in cool temps, that tape was a PITA for me. It's holding up fine, but the matting would have been faster and is likely overkill for the application, but... did I mention it is faster?

 

damn, i like that idea

 

No complaints here haha, waiting to see results without the water meth now.

 

Once the intercooler is in play, the water meth is purely icing on the cake and added safety, the IATs and this is AFTER compression from the turbo are within a few degrees of ambient. We do not have a way of reading after the meth sprays, as we wouldn't want to spray the meth RIGHT on the MAF. However, IATs are not of any concern once the charge is going through the intercooler and are really not a real concern on the low boost stage 1 kit running meth At least the logs have shown this on our and BFlooks stage 1 testing!

 

Yes sir, LOTS of data, hours and hours of towing logs on file at this point

 

Yup, gotta know when it's spraying.

 

Seeing one of the SC guys chasing the boost gauge issue, and me having a similar blip a few trips back where the SCG-1 wouldn't read above 0.0psi, it was the AEM led indicator that made me know I was still building boost. Stage 2 I will likely follow your lead and only have it come on in higher boost levels as a safety net. Likely somewhere between 5-7 and then max out around 10 (I'm realistically planning for 8'ish psi) That's a fall season topic for me and one that @TurboKits.com will be heavily involved in. It's a safety net in Stage 2, so who knows, maybe it'll turn on at 7 or even 8 and only be there for cool morning runs. I have it, so it doesn't make sense to not use it to some extent. I guess the good thing is that it is merely the turn of 2 knobs to make the change? First world problems...

 

880cc Injectors are live for anyone contacting us about them - https://www.turbokits.com/2007-2021-tundra-5-7l-880cc-drop-in-performance-injector-set.html

 

Why not move the IAT sensor down the line to read after spraying?

 

Its built into the MAF. So that would entail a separate IAT sensor, harness extension and some added complexity to the build that's really not needed at the low boost levels of the Stage 1.

 

Quick update: I had a chance to work with the harness and junction box re-location. Here are some pictures about the process and will upload a video soon about these steps!

 

This is how it looks now from the outside.

 

Nice work Jego! Super clean look! We will definitely update the instructions with the pics from the white truck. Much better contrast than the black one!

 

Good job!! By far the hardest part of the entire project because it involves the only drilling required. Rest is easy and smooth sailing.

Recommendation: if towing, use the matting on the right side of that box. Your taping skills are far superior to mine, though.

 

Thanks! I was considering the insulation kit below to wrap the junction box in addition to the insulating tape for a better appearance and as an additional protection.


The basalt laminated shield can be an option too. The same one you used in the cross over pipe. BTW I received it last week, thanks for the links!



Another view angle for the junction box.