I was thinking the same thing. My money will be staying in my pocket on this one. Good write up though
__________________
2001 SR5 TRD Thunder Gray 4X4 Access Cab V8, TRD Luxury Sport Package, TRD Spec HD Red/Blue Shocks, Borla Exhaust, GT GEM TOP Classic color matched tonneau, LINE-X Bed liner, Auto-Dim mirror with temp and compass, Custom Stereo (NAK 45z CD, MB quart Premium Line 6.5m all 4 doors, Custom built angled and padded armrest sub box with 2 JL Audio 8” subs (8W3-V2-D4), (2) 2ch Alpine power amps), (1) 2ch phoenix gold power amp with volt meter display. Fog light mod, D31m Blue top Optima, LTX A/T 265/75/16 tires
When I installed my muffler and put it on the dynamometer I had only driven the truck I think about 150-200 miles. The air fuel ratio was overly rich and off the charts. When I installed the stock exhaust back on it climbed back up to about 11.2 to 1. I suspect that when AEM installed their intake and made there runs they didn’t get the kind of power they expected because the computer in the Tundra richens the air fuel mixture and then relearns the proper ratios over time. If they had allowed about 500 miles of driving they might see that the gains could be much more.
When I installed my headers I was disappointed when I first drove the truck because I could not feel a difference in power. After driving the truck a few hundred miles the difference was becoming more and more apparent after every new start cycle. Even though setting up the truck on the dynamometer can skew the results a little I think if you did it again after 1000 miles of driving you would see bigger gains.
Genthar,
First off, I finally had time to read your entire write-up. WOW! Excellent job and very informative! (My favorite line "They admitted however, that probably nobody in the industry really knows why a throttle body spacer works on some vehicles but not on others." Hmmm.....)
Now, with V8's comments above in mind, do you think AEM would be interested in you returning for another dyno run? e.g. To perhaps improve upon your numbers? (Hell, it can't hurt!)
This would help prove out whether what they claim is true or not:
"The ECU Reset period – With a MAF the system knows immediately that the airflow has changed and changes the map fairly quickly. With some of the older MAP designs, it could take a while for the system to remap for the new flow."
First off, I finally had time to read your entire write-up. WOW! Excellent job and very informative! (My favorite line "They admitted however, that probably nobody in the industry really knows why a throttle body spacer works on some vehicles but not on others." Hmmm.....)
Now, with V8's comments above in mind, do you think AEM would be interested in you returning for another dyno run? e.g. To perhaps to improve your numbers? (Hell, it can't hurt!)
This would help prove out whether what they claim is true or not:
"The ECU Reset period – With a MAF the system knows immediately that the airflow has changed and changes the map fairly quickly. With some of the older MAP designs, it could take a while for the system to remap for the new flow."
I've often wondered this myself...
Thanks!
Jim.
Dunno...I could ask them. My guess is probably they're not as interested in that, though I could be wrong. I was thinking of trying to go to the group dyno run, but I'm not sure if I have the time to head out there for that...
The other problem is that of course now it's no longer the same weather/position on the dyno/etc. so the numbers will of course shift anyway. Whether or not the difference would be dramatic enough to be seen over the positional issues is the question.
I'll try to clear my schedule to head up and get dynoed with the group run.
Hehe, and I had asked them directly about the throttle body spacer and they flat out told me what I wrote up there. They had some guesses about plenum volumes etc, but they said that probably nobody in the industry really knew why one vehicle benefits while another doesn't...
__________________
Genthar
Rhino Lining, Waag one piece grille guard and wheel to wheel nerf bars, 3M Xpel on headlights, front corner lights, and foglights, Valentine One radar detector, XM Satellite radio, Navigon 7100 GPS, Lightforce 240 Blitz aux lights, Aux. reverse lights.
AEM Brute force intake, courtesy of AEM Power and TundraSolutions.com
Teamwest Coilovers, Camburg Upper A arms, Daystar Steering Rack Bushings, Total Chaos Diff Drop spacer, JBA Headers, Y-Pipe, and EVOL exhaust.
Dunno...I could ask them. My guess is probably they're not as interested in that, though I could be wrong. I was thinking of trying to go to the group dyno run, but I'm not sure if I have the time to head out there for that...
The other problem is that of course now it's no longer the same weather/position on the dyno/etc. so the numbers will of course shift anyway. Whether or not the difference would be dramatic enough to be seen over the positional issues is the question.
I'll try to clear my schedule to head up and get dynoed with the group run.
Yeah, even though the weather has changed I don't think it's gonna make THAT BIG of a difference. i.e. If you see a substantial increase in HP and/or torque then we can surmise that giving the ECU time to learn is the likely suspect. If you go, let us know the results on the group run.
Also, can you please cross post the thread link if you start a new thread? (I almost missed this thread because I was watching the original AEM give-a-way thread for your results...)
Thanks!
Jim.
__________________ Base: '02 Tundra SR5 Imperial Jade Mica 4WD w/ TRD Off-Road, EVP Convenience & Tow Packages, Oak Interior & Captains Chairs, 6 Speaker/6-Disk CD, VIP 3K, Chrome Wheel Locks, & Anti-lock Brakes with DRL Mods: K&N FIPK II, Ram Air Performance System (RAPS), Unichip, Ivan Stewart Flares and TRD Grille, 2" Cornfed Front Suspension Lift (How-To Guide), BFG A/T 265/75's, Hellwig Rear Anti-Sway Bar (How-To Guide), JBA Headers & 2" Highflow Y-Pipe, 2.5" Exhaust Cutout with QuickTime Performance Electric Cutout (QTEC), Flowmaster 50 Series™ Delta Flow® Performance Muffler with Dual 2.5" x 18" Chrome Tips, ASP Racing Underdrive Pulley, PPD Billet Goodies, Rhino Liner, Tinted-windows, etc. Planned: My Tundra is done for now. Next up: Build new 400ci for my '69 Pontiac Custom S
Pretty much as written in my write-up. My mileage went down a bit after the install, a factor I contribute to the ECU relearning, and my right foot mysteriously gaining several pounds. However, both conditions seem to have corrected themselves (though my foot still seems heavier at times) and my mileage has returned to at least what it was before the install. The sound is definitely sweet.
The group dyno was unfortunately cancelled so I didn't get the opportunity to test and see if there were any longer term changes as the ECU reset itself, however, my butt-dyno hasn't noticed any changes beyond what was originally posted.
__________________
Genthar
Rhino Lining, Waag one piece grille guard and wheel to wheel nerf bars, 3M Xpel on headlights, front corner lights, and foglights, Valentine One radar detector, XM Satellite radio, Navigon 7100 GPS, Lightforce 240 Blitz aux lights, Aux. reverse lights.
AEM Brute force intake, courtesy of AEM Power and TundraSolutions.com
Teamwest Coilovers, Camburg Upper A arms, Daystar Steering Rack Bushings, Total Chaos Diff Drop spacer, JBA Headers, Y-Pipe, and EVOL exhaust.
(My favorite line "They admitted however, that probably nobody in the industry really knows why a throttle body spacer works on some vehicles but not on others." Hmmm.....)
Linear Mode
