bjowett
Supporting Vendor
Is there any interest in the direct injection system on the LX 600? Well, pull up a chair. While looking for an improved higher capacity fuel pump to feed more fuel to forced induction 3rd Gen Tacomas, the LX 600 pump popped up on the radar.
Some back ground is needed here... Toyota runs returnless D-4S fuel systems these days. A PWM (variable voltage/speed) low pressure pump in the tank is run in series with the high pressure pump for the direct injection. The low pressure pump also supplies the port injectors. So there are 12 injectors in total, they can be run in combination, direct only, or port only.
Most regular D-4S engines run single low pressure, and single high pressure pumps. The higher HP engines, like the 2URGSE V8 and V35AFTS TT V6 gain an additional high pressure pump. So the two high pressure pumps run in parallel with each other. The LS 500 V35AFTS runs two pumps, one on each bank, Toyota does this to maintain reliability. The high pressure pump can run up to 2900 psi. Needless to say, this creates a bit of heat, and with no return line to the tank, well, heat can build. Toyota reduced cost on the LX and Tundra V35AFTS by removing one of the high pressure fuel pumps. I'm sure much time and effort was placed in the new single pump to meet some reliability and increased volume targets... but will it ever match a parallel system? Maybe some day, as we build these and turn up the boost, we'll be converting the LX600 to the LS500 twin pumps?
Below is the research that is underway in order to properly fuel the Tacoma.
Here are the early beginnings of potentially upgrading the high pressure fuel pump for use with forced induction. At this point, all I can truely do is compare the various designs Toyota has utilized, and attempt to decipher how their features and dimensions may impact how much fuel they can pump. Is anyone aware of companies that can flow test these pumps? Hopefully, in the future, companies will publish specs.
Four pumps are pictured below, they cover most of the designs that Toyota is or has installed in their D-4S GDI engines. Listing the basics to start things off.
The top two are nearly identical. The stock Tacoma 2GRFKS is top left, a normally aspirated V6 with designs producing 278 to 311 HP. The Lexus V35AFTS is top right, a twin turbo V6 producing 409 hp. Both are used as a single high pressure pump in a returnless system. The 2GRFKS has a 9.5mm plunger, the V35AFTS has a XXmm diameter plunger. Bolt patterns are the same, but the flanges are slightly different. Bodies are stamped and lazer welded Stainless steel, weight 805 grams, do not appear serviceable. The bolt pattern and flange are rotated slightly, roughly 20 degrees, on the V35AFTS. So while it will bolt up, the connections will need adjustment.
The pump on the bottom left is from is from second gen Lexus 2URGSE, a normally aspirated V8, it produces 467hp. It is used in parallel with a second identical pump and is returnless. It has a 9.5mm plunger that will support the same stroke as the previous two pumps. The bolt pattern is 4mm narrower than previous pumps. The body is a brick sh#t house cast from steel, it's a full 200 grams heavier over the stamped units, topping out over 1000 grams. Most ports and passages are machined/drilled right into the solid mass. Might be serviceable, but not easily.
The forth pump is a first gen Lexus 2URGSE, a normally aspirated V8, it produced 416 hp. I'm including this unit simply because it's just a neat piece of kit... it's old school Toyota and can be completely dismantled with common tools. The plunger is 8mm, used with a second pump in parallel, fuel system of the return type, many differences over the previous pumps.
Some back ground is needed here... Toyota runs returnless D-4S fuel systems these days. A PWM (variable voltage/speed) low pressure pump in the tank is run in series with the high pressure pump for the direct injection. The low pressure pump also supplies the port injectors. So there are 12 injectors in total, they can be run in combination, direct only, or port only.
Most regular D-4S engines run single low pressure, and single high pressure pumps. The higher HP engines, like the 2URGSE V8 and V35AFTS TT V6 gain an additional high pressure pump. So the two high pressure pumps run in parallel with each other. The LS 500 V35AFTS runs two pumps, one on each bank, Toyota does this to maintain reliability. The high pressure pump can run up to 2900 psi. Needless to say, this creates a bit of heat, and with no return line to the tank, well, heat can build. Toyota reduced cost on the LX and Tundra V35AFTS by removing one of the high pressure fuel pumps. I'm sure much time and effort was placed in the new single pump to meet some reliability and increased volume targets... but will it ever match a parallel system? Maybe some day, as we build these and turn up the boost, we'll be converting the LX600 to the LS500 twin pumps?
Below is the research that is underway in order to properly fuel the Tacoma.
Here are the early beginnings of potentially upgrading the high pressure fuel pump for use with forced induction. At this point, all I can truely do is compare the various designs Toyota has utilized, and attempt to decipher how their features and dimensions may impact how much fuel they can pump. Is anyone aware of companies that can flow test these pumps? Hopefully, in the future, companies will publish specs.
Four pumps are pictured below, they cover most of the designs that Toyota is or has installed in their D-4S GDI engines. Listing the basics to start things off.
The top two are nearly identical. The stock Tacoma 2GRFKS is top left, a normally aspirated V6 with designs producing 278 to 311 HP. The Lexus V35AFTS is top right, a twin turbo V6 producing 409 hp. Both are used as a single high pressure pump in a returnless system. The 2GRFKS has a 9.5mm plunger, the V35AFTS has a XXmm diameter plunger. Bolt patterns are the same, but the flanges are slightly different. Bodies are stamped and lazer welded Stainless steel, weight 805 grams, do not appear serviceable. The bolt pattern and flange are rotated slightly, roughly 20 degrees, on the V35AFTS. So while it will bolt up, the connections will need adjustment.
The pump on the bottom left is from is from second gen Lexus 2URGSE, a normally aspirated V8, it produces 467hp. It is used in parallel with a second identical pump and is returnless. It has a 9.5mm plunger that will support the same stroke as the previous two pumps. The bolt pattern is 4mm narrower than previous pumps. The body is a brick sh#t house cast from steel, it's a full 200 grams heavier over the stamped units, topping out over 1000 grams. Most ports and passages are machined/drilled right into the solid mass. Might be serviceable, but not easily.
The forth pump is a first gen Lexus 2URGSE, a normally aspirated V8, it produced 416 hp. I'm including this unit simply because it's just a neat piece of kit... it's old school Toyota and can be completely dismantled with common tools. The plunger is 8mm, used with a second pump in parallel, fuel system of the return type, many differences over the previous pumps.
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