V6 Dyno Collection

[AndrewMcG]

Im just wanting to compile dyno graphs from different V6's so we can have a nice place to analyze different V6 motors with different setups. If anybody can find a good Toyota V6 dyno on any car, please post it up with as many relevant mods as you can find with it. Thank you.

Brad Bedell's 1mzfe with TRD Supercharger @ 9 psi
Custom Headers
Custom Exhaust




Same motor as above with shot of nitrous.





Weasy2k's TRD Supercharged 5vzfe @ 11psi
262/262 cams
Boost falling off due to slipping pulley.





Newbiewan's TRD Supercharged 1mzfe @ psi
2.8" pulley
Rising rate FPR





5vzfe Turbo on Tacoma
9psi VS. 11psi on T78
4" downpipe
4" exhaust
Ebay Intercooler
SAFC

[AndrewMcG]

5vzfe on Tacoma with TRD Supercharger

[AndrewMcG]

Reserving this spot for more dynos in the future.

[thwam]

5VZ in Tacoma S-Runner: Garret T-04b 60-1 /.58 turbo at 14psi, Spearco intercooler, RC 440 injectors, Walbro 255 fuel pump, S-AFC, 3" turbo back mandrel exhaust.

[Toysrme]

My 3vz-fe A/T ES, stock needing a tuneup - Gtech pro/comp

My 3vz-fe after a rebuild - Gtech pro/comp

3vz-fe Camry A/T

3vz-fe M/T MR2 swap, cammed

94 1mz-fe A/T knock sensors bad

94 1mz-fe A/T good knock sensors

4psi TRD SC, 1mz-fe

4psi TRD SC 1mz-fe, SAFC tuning

4psi TRD SC 1mz-fe, Tuned + exhaust

6psi TRD SC 1mz-fe, tuned + full exhaust & intakes

Tony Leung's 10psi CT26 1mz-fe A/T Camry, stock exhaust, tuning (needed better tuning)

5vz-fe / 5vz-fe TRD SC

5vz-fe Stock Weasy

3vz-e Truck Dyno







Toyota Dyno's.
3vz-e VS 5vz-fe

2vz-fe VS 92-93 3vz-fe

92-93 3vz-fe VS 94-96 1mz-fe

94-96 1mz-fe VS 97 1mz-fe


97 1mz-fe VS 99 1mz-fe

vvt-i 1mz-fe VS 3mz-fe



1gr-fe


2gr-fe


2gr-fse







I'm winning so far! All we're missing is the 4gr-fse. You'll never find vz-fe, 4vz-fe, or 2mz-fe dynos!

[Node]

Stuck:

Will post dynos from NOPI

[Epic_Gamer]

Oh noes. Anyone have Brad's dynographs?

[AndrewMcG]

I just fixed post #1. Graphs are back up. He changed the hosting of them so now its updated.

[hot-chili]

My dyno run 1994 175hp 3S-GE vs. 1992 188hp 3VZ-FE

Horsepowr in german DIN power and torque in Nm (divide trough 1,36 to get lbs/ft)



Do some headwork on the 3VZ-FE, 100 cells catalytic converter, better air intake system, selfmade exhaust system.

Second run with normal ACIS flap and with ACIS always closed:

[Levi]

223 hp 234 lb-ft of torque (converted #s from the dyno graph)

Ported and polished head.
Skimmed head to raise compression (about 11:1).
Balanced crank, crank pulley and flywheel.
88.5mm oversized pistons (ceramic coated, to replace the original 87.5mm pistons with cracked ringland).
Crow cam regrind, 264 degrees duration, standard lift, asymmetrical profile.
Custom cam pulley.
Dellorto 80mm throttle body.
Standard ignition setup with NGK cables.
Custom exhaust manifold.
Haltech E11v2 Engine Manageme


Taken from:
3VZ-FE V6 Dyno [archive]

[Dance_Business]

5vz-fe 3rd gear pulls 197.78 whp 242.30 torque
3" exhaust CT-26 turbo Boosting 4psi
No tune
Look at the air Fuel ratio. Scary.

[OlberJ]

Are these figures at the wheels or are they guessstimates at the fly using transmission loss calculations?

[Dance_Business]

Are these figures at the wheels or are they guessstimates at the fly using transmission loss calculations?

At the wheels for mine.

[hot-chili]

My german test results are always the correctet engine hp not the wheel power.

We make at 27.09.2008 a big dyno run session with many kinds of MR2 engines. I post the results next time.

Here is a new graphic with my 175hp 3S-GE, my 211hp 3VZ-FE and the tuned 3S-GTE from a friend. There the V6 looks like a very powerless engine..



This are kw not hp, you must correct all dates with 1,36.
265kw*1,36 = 360hp on the engine.

What is very interesting, 3VZ-FE and 3S-GTE have until 3000rpm the same power output and then the 3S-GTE runs like the devil.

[Dance_Business]

My german test results are always the correctet engine hp not the wheel power.

Here is a new graphic with my 175hp 3S-GE, my 211hp 3VZ-FE and the tuned 3S-GTE from a friend. There the V6 looks like a very powerless engine..

What is very interesting, 3VZ-FE and 3S-GTE have until 3000rpm the same power output and then the 3S-GTE runs like the devil.

What mods did the 3S-GTE have? The 3VZ was stock, right?

[hot-chili]

My V6 has some headwork, better intake with original Toyota air filter and 2,7" exhaust with 100cells catalytic converter. The rest is stock.
I get 23hp more with this "small" modifications.

The GEN3 3S-GTE drive at peak 1,7bar = 25,6psi pressure with a "mines" engine piggypack, 550ccm injectors, Sparco air cooler, Blitz open air filter 3" exhaust, rest STOCK!!!
At peak 1,8bar = 26,1psi he gets 390hp and fuel problems, there are 550ccm injectors to small.

An other friend build up a bigger 3VZ-FE, with 315ccm injectors, cams with 270/250°, headwork and E-Manage Ultimate but this engine will first run 2009. But we will test it too.
At 27.09. I will test my V6 with new Y-Pipe and Audi TT exhaust and a bigger 200cells catalytic converter.
Perhaps I make a second run with 98octane fuel (normal here is 95octane) and 15° ignition time.
And we will test a original Camry with 3VZ-FE on the dyno.
This could be very intesting to see what standart power the normale 3VZ-FE realy has.

@ Dance Business
The problem is, that you must correct the hp to compare US dyno runs with german dyno runs.
1 bhp or 1 SAE-hp = 1,014 german DIN-hp

If you have 200 SAE-hp at the crank in US this are 203 DIN-hp in europe/germany

I see you have a 5VZ-FE at 4psi this are only 0,28bar the TRD compressor makes 0,4bar = 5,8 psi I think.
You get 197,8 whp = this must be corrected around 221hp at the engine this is corrected with *1,014 = 224 DIN-hp,
My N/A engine has 191,8 DIN-hp on the wheels and corrected 211 DIN-hp on the engine.
But you get 242.30 torque, this is corrected with *1,36 = 330Nm I get only 243Nm.

I think you have only less power on your turbo charged engine, but you have your highest power output at 5000rpm I get it at 6550rpm and a fuelcut at 7100rpm!!!
Your air/fuel ratio fall down after this point, do you use the 200ccm injectors?
Perhaps the 5VZ-FE has a very low fuel cut or your fuel system comes to the dead line.
Normaly the 200cm injectos are good enough up to 240hp at 3bar fuel pressure.
You should try to drive higher rpm, then you get better power output.
Thats why the 5VZ-FE is not a good choice here in germany, there we get problems with the top speed.

Can somebody confirm that the automatic 3VZ-FE have a lower fuel cut like the manual transmission?

[Dance_Business]

@ Dance Business
The problem is, that you must correct the hp to compare US dyno runs with german dyno runs.
1 bhp or 1 SAE-hp = 1,014 german DIN-hp

If you have 200 SAE-hp at the crank in US this are 203 DIN-hp in europe/germany

I see you have a 5VZ-FE at 4psi this are only 0,28bar the TRD compressor makes 0,4bar = 5,8 psi I think.
You get 197,8 whp = this must be corrected around 221hp at the engine this is corrected with *1,014 = 224 DIN-hp,
My N/A engine has 191,8 DIN-hp on the wheels and corrected 211 DIN-hp on the engine.
But you get 242.30 torque, this is corrected with *1,36 = 330Nm I get only 243Nm.

I think you have only less power on your turbo charged engine, but you have your highest power output at 5000rpm I get it at 6550rpm and a fuelcut at 7100rpm!!!
Your air/fuel ratio fall down after this point, do you use the 200ccm injectors?
Perhaps the 5VZ-FE has a very low fuel cut or your fuel system comes to the dead line.
Normaly the 200cm injectos are good enough up to 240hp at 3bar fuel pressure.
You should try to drive higher rpm, then you get better power output.
Thats why the 5VZ-FE is not a good choice here in germany, there we get problems with the top speed.

Can somebody confirm that the automatic 3VZ-FE have a lower fuel cut like the manual transmission?

I had a worn out stock fuel pump and nasty fuel filter, too. I have a bigger 255lph pump now. I am learning to drive better right now; so no need for more power yet.

[hot-chili]

Here my new V6 dyno run:

Attention:
- I use not rpm for the x-scale, I use km/h (1km/h = 0,60 miles/h) because we get not exact rpm output and the km/h are very exact.
- I use in all diagrams kw not hp (1kw = 1,36 hp)
- I use in all diagrams Nm not lbs/ft (1Nm = 0,73756 lbs/ft)
- All diagrams in german DIN engine hp not wheel hp
- To get rpm and not km/h you must multiple all 3S-GE/3VZ-FE km/h scale with 36 (60km/h * 36 = 2160rpm at 4 gear) This base on 225/35/18 or 235/40/17 wheels.

I make a test with different ignition timing, first run at normal 10° and second run at 15° ignition timing. I use very high 98 octane fuel for both runs.

There was a very big surprise, I lost 9hp!!! with 15° ignition timing. It seems that the 3VZ-FE ignition control can not handle the earlier ignition timing.

A second surprise is, that there is a little difference between my dyno run 2007 and 2008 I get 2007 211hp and 248Nm and 2008 208hp and only 228Nm.
My complete new exhaust system seems to reduce the engine power a little bit.

Now my V6 against 170hp and 156hp 3S-GE:


I get now:
Wheel hp: 144,6kW = 196,7hp @ 5870upm
DIN engine hp: 153,3kW = 208,5PS @ 5870upm
Torque: 228Nm = 168lbs/ft @ 4500upm
Lost at drivetrain: 17,5kW = 23,8hp

Here you find some more dyno runs from our event:
Testresult german dyno run with 3S-GE, 3VZ-FE and 3S-GTE

[hot-chili]

There is a big mistake at my V6 torque diagram.

I have a big problem with my rpm tach. It shows not the correct rpm and the dyno station think that I drive a higher rotation as it realy is.
I change the back plate of the tach into the V6 plate but it is not correct.

At my last dyno run fuel cut was at 8500rpm!!! But real it is at 6800upm.
Now the dyno station correct the torque after kw x 6550 / rpm.

Thats why I get wrong torque diagram.
I think my torques must be around 260Nm (191ft/lbs) not 228Nm.

Now I must wait to my next dyno run to test the correct torque.

[3VZ-FE]

My 3vz-fe with GT35R at 0,65 bar boost. Dynapack dyno and all figures at the wheels: