Who makes aftermarket heads & cams for 4.7?

[03TundraTRD]

Just to let all you guys here this is what my truck will have in the next few years.(hopefully)
TRD S/C $1999
TRD Headers$637
AEM Brute Force intake $250
ELprotoype 260 Duration and 345 lift cams $600 all four
ELprototype 8:0:1 or 9:5:1 or 10:0:1 compression piston(which would be good for the S/C) $1000
2.5'' Dual(one in two out) or a 3'' single $200
Hi-Flow cats $200
190lb fuel pump $??
305 or 310 RC injectors $??
Level10 VB and 3000RPM stall converter $800
and something to controll it all $??
Matbe for everything will be around $6500 to $7500
250~300 HP and tq

So what do all you guys think.

[mustang67408]

Originally posted by toyolover
the ecu swap from 2002-2003 wont work 100 percent but it will work. all sensors are the same except fot the tps.

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This is not correct, The 2002 tundra is a low emissions vehicle
The 2003 Tundra is a ultra low emission vehicle
, The ecu's are totaly different, The wires are not even in the same connectors. The 02 tundra uses a 16 bit processor , The 03 uses a 32 bit processor. The connector might plug in , but that is as far as you will get. The vehicle will not run, nor do much of anything else.

[nhparrot]

mustang67408 may be right, but:

In 2003 the V6 5VZ-FE engine ECU was changed to a 32-bit type.

The ECM of the V8 2UZ-FE engine was changed from the 16-bit CPU to a 32-bit CPU in the 2001 model year

Complete model year changes can be found in the "Garage" The Bookshelf forum

[mustang67408]

Well according to TRD, The 2003 ecu will not work on the 2002 and earlier tundras, because of the new 32 bit proccessor. The kit even comes with a warning label not to install the S/C setup on
2002 and earlier , because it will cause damage to ecu and other componenets. When the new Tundra came out we were told the new ecus were bigger badder faster stronger . I dont think anyone in there right mind would by a ecu $1500.00 or so just
for a minor (at best performance gain). Nitrous is a whole lot cheaper and easier to run.
Any way if i wanna go fast, I'Ll get in my 67 mustang and blow the doors off any Tundra (even my own).
Take care
Victor
P.S. i need to find the ecu 16-32 bit details, (iIhave no access to your garage section)I cant find that infor in my new car details books.
This is one of those things that makes you sit back and go
HMMMMMMMMMMMMMM???????????

[Mudog715]

Originally posted by mustang67408
This is not correct, The 2002 tundra is a low emissions vehicle
The 2003 Tundra is a ultra low emission vehicle

According to the sales literature 2000 Tundras were LEV (Low Emission Vehicle) in 49-state form, ULEV (Ultra Low Emission Vehicle) in CA form. I'm pretty sure even through 2001 that it was the only "full-size" truck V8 that met LEV or ULEV requirements.

Supposedly the 2003s are SULEV (Super Ultra Low Emission Vehicle) -- I don't know if that's just CA or all of them, but 2003's do have the 3rd cat on all vehicles.

[Mudog715]

Originally posted by 03TundraTRD
Just to let all you guys here this is what my truck will have in the next few years.(hopefully)
TRD S/C $1999
TRD Headers$637
AEM Brute Force intake $250
ELprotoype 260 Duration and 345 lift cams $600 all four
ELprototype 8:0:1 or 9:5:1 or 10:0:1 compression piston(which would be good for the S/C) $1000
2.5'' Dual(one in two out) or a 3'' single $200
Hi-Flow cats $200
190lb fuel pump $??
305 or 310 RC injectors $??
Level10 VB and 3000RPM stall converter $800
and something to controll it all $??
Matbe for everything will be around $6500 to $7500
250~300 HP and tq

So what do all you guys think.

For under $3,000 you can have a low-mileage iForce V8 shipped to you in Guam that already makes 245hp & 315tq stock...

With stock "G" heads (Lexus GS400), VVTi and *mild* intake/exhaust (ram-air mod to stock airbox, headers, and 2.5" single or 2" dual exhaust w/ X pipe) that 4.7L should be able to produce an honest 300hp and 355tq and still have strong low end torque. The trick would be getting the VVTi operational on the iForce. It might take the Lexus ECU to do it...

[mustang67408]

You are correct, i stand corrected ,had my wording wrong.
The ecu for a 2002 and 2003 are both 32 bit, but the wiring is very differnet between the 2 of them as is the internal progamming. They are not interchangable.
Thank for the updated info
Victor
I think if ya wanna make it fast ----> HIT THE BUTTON!!!!!! lol LOL

[Eddie]

Originally posted by 03TundraTRD
Just to let all you guys here this is what my truck will have in the next few years.(hopefully)
TRD S/C $1999
TRD Headers$637
AEM Brute Force intake $250
ELprotoype 260 Duration and 345 lift cams $600 all four
ELprototype 8:0:1 or 9:5:1 or 10:0:1 compression piston(which would be good for the S/C) $1000
2.5'' Dual(one in two out) or a 3'' single $200
Hi-Flow cats $200
190lb fuel pump $??
305 or 310 RC injectors $??
Level10 VB and 3000RPM stall converter $800
and something to controll it all $??
Matbe for everything will be around $6500 to $7500
250~300 HP and tq

So what do all you guys think.

Those sound more like naturally aspirated cams,for forced induction you want something with more duration to keep the air/fuel charge in the combustion chambers longer.

10:1 compression is a little high for a boosted/pump gas setup,but you plan on running 100 octane or more all the time go with the higher compression. Higher CR also means a greater chance of detonation,so you'll need a very "tune" to prevent blowing up.

Get a larger volume fuel pump,something like a 255lb. They cost only a few more bucks. Also get an aftermarket fuel pressure regulator like SX or Paxton.

310cc injectors are a little small for boost,I'd get at least 440cc.

Of course get some sort of fuel controller,otherwise you'll be running way too rich off boost.

PS,I saw a supercharged V6/manual Tacoma run 11s a few years back. Except for the slicks and traction bars it looked like a plain-jane standard-bed 2WD Taco.

[Mudog715]

Originally posted by mustang67408
Well according to TRD, The 2003 ecu will not work on the 2002 and earlier tundras, because of the new 32 bit proccessor. The kit even comes with a warning label not to install the S/C setup on
2002 and earlier , because it will cause damage to ecu and other componenets. When the new Tundra came out we were told the new ecus were bigger badder faster stronger . I dont think anyone in there right mind would by a ecu $1500.00 or so just
for a minor (at best performance gain). Nitrous is a whole lot cheaper and easier to run.

Switching the harness wiring around is simple if the supporting subsystems (TDI - Toyota Direct Ignition, ETCSi - Electronic Throttle Control w/ intelligence, ECTi - Electronic Controlled Transmission w/ Intelligence) are all electrically the same. From what I've been able to determine the only subystem change on the 2003s was the removal of the Accel Position Sensor (dual potentiometer) from the RH side of the throttlebody and relocated to the firewall above the pedal. This eliminated the mechanical redundancy that the 2000-2002 iForce V8's have if there is a ETCS failure, but also simplified production of the vehicles and elimated the conventional throttle cable.

The swaps that would be much harder would be trying to mix ECUs that had different subsystems. For example, using a 90-93 LS400 1UZ ECU on a 4.7L 2UZ with swapped in 1UZ-FE or GS430 (3UZ-GE ??) VVTi heads while keeping the 2UZ TDI (direct ignition) & ETCS. Since the original 1UZ's still had a conventional coil & distributor ignition and no ECTS, there is no support in the 1UZ ECU for controlling 8 coil-igniters directly or the 4 TPS inputs and ETCS motor output. The flip side, is there is no support in the 2UZ ECU for controlling VVTi. The solution might be a later LS/GS400/430 ECU with VVTi, TDI and ETCS support.

The $1,500 ECU might be necessary to run the VVTi heads, original TDI & ETCS on the 2UZ motor. The end result would essentially be a Lexus GS430 motor with an iron short block, bored and stroked to 4.7L, sitting in a Tundra. The stock GS430 ECU should be able to handle that. The total cost would be comparable to the stock TRD SC, though, so then you have to examine priorities. The GS430 head/ecu swap would probably be more reliable (less stress on the motor) and "cleaner" (it could be done to look and operate as if it were factory installed), but not make as much total power as the S/C on the stock 4.7L. But then again, the "4.7L GS430 motor" would be an even better starting point for adding the S/C to later...

[mustang67408]

I think ill just stick to making the MUSTANG go FASTER.
No EMMMISIONS to worry about, no gas mileage to worry about.
Parts readily avaliable. And for the cost , there is no contest , it will go faster than any tundra, with the same amount of money.
See ya . ALOT less headaches too.

[Mudog715]

Originally posted by mustang67408
I think ill just stick to making the MUSTANG go FASTER.
No EMMMISIONS to worry about, no gas mileage to worry about.
Parts readily avaliable. And for the cost , there is no contest , it will go faster than any tundra, with the same amount of money.
See ya . ALOT less headaches too.

If that's the case then why did you put the SC on your Tundra?!?

So I guess you wanted your Tundra to go a "little" faster, huh?

I do agree somewhat. When I look at making serious power, I have my Jeep to tinker with.
Something about the roar of a big block under a heavy load... music to my ears. (In a sea of "Flowmaster dumped" small blocks there is no mistaking that deep rumble of a big block with a quality exhaust system.)
The power the light up 40" Super Swampers anytime/anywhere, even with a locked rear end.
And huge 4 wheel disc brakes to rein it in when I need to.
<-- the ear-to-ear grin I wear while driving it.

But I also like the more refined sound of a well-engineered 4-cam 32-valve V8. No need for a loud exhaust to mask the mechanical cacophony of a pushrod motor.

Sometimes I feel like listening to fine classical and driving the Tundra. Other times feel "rowdy" and want to listen to hard rock and drive the Jeep! I feel fortunate to have both to choose from. It would be a hard decision if I could only have one. Sometimes it sucks to be Dr. Jeckl/Mr. Hyde...

[mustang67408]

Originally posted by Mudog715
If that's the case then why did you put the SC on your Tundra?!?

So I guess you wanted your Tundra to go a "little" faster, huh?

I do agree somewhat. When I look at making serious power, I have my Jeep to tinker with.
Something about the roar of a big block under a heavy load... music to my ears. (In a sea of "Flowmaster dumped" small blocks there is no mistaking that deep rumble of a big block with a quality exhaust system.)
The power the light up 40" Super Swampers anytime/anywhere, even with a locked rear end.
And huge 4 wheel disc brakes to rein it in when I need to.
<-- the ear-to-ear grin I wear while driving it.

But I also like the more refined sound of a well-engineered 4-cam 32-valve V8. No need for a loud exhaust to mask the mechanical cacophony of a pushrod motor.

Sometimes I feel like listening to fine classical and driving the Tundra. Other times feel "rowdy" and want to listen to hard rock and drive the Jeep! I feel fortunate to have both to choose from. It would be a hard decision if I could only have one. Sometimes it sucks to be Dr. Jeckl/Mr. Hyde...

Yes i wanted to make sure i can tow, We do diff carshows in Calif, AZ and Utah as well as NV, 8mpg of a small block ford- you dont just drive to every show. Not enough gas stations.
AND WELL I JUST WANTED IT (S/C)
Send me a pic of you jeep. would love to see it. Love all HORSEPOWER! and sweet *** rides
I also agree with you, Tundra for classical,