OrangeVirus Tuning

1GR-FE Supercharged. Unlocking the REAL Potential in the 2nd Gen Tacoma

1GR-FE Supercharged. Unlocking the REAL Potential in the 2nd Gen Tacoma

OrangeVirus Tuning is excited to announce or development for the 4.0L 1GR-FE V6 engine for the Toyota Tacoma and 4.0L VVT-i version engine for the Toyota 4Runner.


The 4.0L engine has a lot of potential

There are multiple versions of this engine out there, but all of them have the potential to be big powerhouses. From day one with Toyota the limiting factor is not the engines they build, but the ability to modify them. These engines have a long stroke and are perfect candidates for making large amounts of torque. The 1GR-FE Has 10:1 compression and a single or dual VVT-i system. The dual VVT-i system being the more superior version of the engine.

The 1GR-FE was purpose built with cylinders designed to minimize and control detonation (knock). This improves the engines performance, and ability to perform! The engine also features special bore spacing water jackets to improve efficiency and eliminate cylinder hot spotting.

What does that mean? This engine will love boost. It's a perfect candidate to create a high torque forced induction V6, and Toyota knows it. The TRD Supercharger option fills that gap.

But is it really the best this engine can do?

Absolutely not. The "stock" TRD Tune is good, but there is plenty of room for more power. Not only that, but the TRD calibration extends the map range and load. So this is a perfect "start" calibration for a custom forced induction option. (Turbos!!!!)

Lets take a dive into the stock 1GR-FE tune and compare side by side with the TRD option, while giving some insight on what we are going to do to make this engine really perform like it never has before.

To begin, we will discuss the basics. Ignition Timing, Fueling, Valve Timing.



The fuel system control tables are, in stock form, needing of some serious help. The non TRD version stock fuel target table is so small, and leaves stoic so fast, that I am surprised this engine even has relatively good MPG numbers.

The TRD version of the tune gives us an extended load range which makes mapping fuel even better, as we have more room to work to dial fuel in perfectly.

However the stock map is so small your MPG will go right out the window if you even creep up on the gas pedal. Nissan does this same thing, make absurdly small fuel target maps. Why? 


Even with the small amount of room to work, there is a lot of work to be done. Cleaning up these fuel maps and eliminating enrichment spots that are not necessary will make this engine perform better, and perform with greater efficiency. Stock Naturally Aspirated Fuel targets look obsessively rich, and the TRD version of the tune can't even get richer, it's nearly maxed out!  No worries though fellow 1GR-FE owners, our aftermarket tune for this engine is going to fix where the stock tune falls apart.


Ignition timing

Ignition Timing, one of the keys to making more power. So...Where is it? That's it? You have to be kidding me. The stock 1GR-FE timing table in N/A form has targets so low, that it targets negative advance in higher load, that's right, ignition retard. Now there are compensation maps that may add or remove timing further based on other variables, but these ignition maps could use some work. A 91 octane tune with some more ignition might unlock some very seriously needed torque. We will have results soon.

Once again the TRD version of the tune for the supercharger extends the load ranges, and enables larger tables. (Very Nicely done TRD).

They even smoothed out the ignition tables. However there is still virtually no advance.

Stock NA vs TRD Ignition Advance Table


Camshaft Timing

The Stock Camshaft timing maps on the Naturally Aspirated version stock tune is pretty standard to todays "VVT" systems. Advance the Camshaft in the lower RPM, retard it up top. Simple solution that makes more available torque. But there's a problem, and we can see it looking at the TRD version of the tune. Toyota didn't nearly advance the camshafts to the peak potential. They just advanced it far enough. Camshaft timing is going to be critical to making more torque available in the lower RPM on this engine, and we are confident that we will be making a lot more with the 1GR-FE with our 91 Octane calibration.

Now, TRD takes the win once again by not only extending the VVT-i's Calibration range, but by actually mapping the camshaft out completely. Kind of explains why there is such a large jump in torque for the TRD supercharger, you're getting a bonus of boost plus a fully tuned cam. Even knowing this, we are confident there is much more power to unlock out of that supercharger with a custom tune.

Stock Camshaft table vs TRD Calibration


The Future of the 1GR-FE Platform

This engine hasn't even been woken up yet. It's a sleeping giant, and we plan to wake it up.

OrangeVirus Tuning has a lot in store for the 1GR-FE, and like any vehicle in today's market, once the stock ECU has been broken into and a tuning solution has been made, nearly anything is possible. 

Soon we will have our OTS plug and play maps available for the TRD Supercharger, Stock vehicles, and Naturally aspirated vehicles with full bolt-ons.

For the future, we are looking into defining every last bit in the TRD Calibration, and making several modifications so that higher horsepower builds, like Turbos, will be an easy option in the future. Can you imagine 500-600 ft lbs running on the stock ECU on a built 4.0L in a daily 4.0 Tacoma? We can, thanks to our modifications to the TRD Calibration, this is a very real possibility, and it's coming soon.


The 4Runner variant

The 4Runner variant with dual VVT-i will also be getting just as much development time. We are already looking into a solution to make the ECU just as boost friendly as the TRD version of the Tacoma. Having Dual VVT-i Means that even more torque is on tap, and having complete control over both cams will mean boosting this version of the engine will be that much better.




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