Gouky

Those work on some ecus but not all of them. I haven't heard of anyone using them on the GR family but if you go look on tacoma offroad forums you can probably get some feedback there. But running a manual behind these motors will produce about 10-30 fault codes depending on which ECU you're using. the secondary O2 code does not cause the engine to go into limp mode so there's no reason to worry about it.

The newer 1GR-FE has the same I/O as the 2GR-FE. but i don't know if the chinese one uses the single or dual VVT-I version. That said, I've been working with AEM to support the 2GR-FE. There are a few things to finish before it goes out for general release, but i have the required information to support it with the AEM Infinity today. There are three cars running with this right now and the results are interesting: The stock ECU does get all the power possible from the engine as it is. I was able to get a few extra horses by throwing emissions and fuel economy out the window and setting full throttle A/F ratios to 12.3:1. I haven't done an E85 tune yet, but i'd expect a bit of additional power there by being able to throw a bit of additional timing at 5500rpm and above. below that the motor is very knock resistant anyways and would not gain from E85. The motor has no issues at all with 7000RPM all day long. I ran our motor in an endurance race where it ran for 10hrs straight going right up to 7000RPM constantly without issues. This was run on normal pump gas (92 octane using the (R+M)/2 calculation method) The power dip that starts at ~5900RPM isn't the stock ECU making the redline softer, it's the cams running out. but even with that it's still worth reving out the engine to 7000, it allows the next gear to start at a higher RPM which is nice. the stock ECU has a little power dip around 4500RPM, for some reason this moved to 5000RPM with my tune, but i haven't figured out how to get rid of it. i think it's some kind of resonance frequency in the exhaust which would explain why it moved between the two cars, the race car has a much more open exhaust. So the world of boost is now open for the 2GR-FE without needing to go to an expensive Motec or losing the VVT-I functionality.

the gaskets thing does concern me a bit. did you purchase it through me directly or through MWR? they should have been included.

Terryo's complaint about the headers is the sealing surface isn't as flat as it should be. he seemed to be asking for a partial refund and was not interested in an exchange or a refund. It's possible that the set that went to him was worse than the others but I can't know since I haven't been able to get the peices back. what I do know is that I haven't had any issues with exhaust leaks. I provide these headers with stock toyota gaskets to ensure that there aren't any leaks. the collector flange is an embossed copper unit which should be quite resistant to leaks also. As for the issue with the O2 sensor bungs. the original prototypes I made had them in there but the dyno showed that there was a cylinder imbalance and a slight loss of power. I decided against making the headers longer or making the individual runners shorter which meant the only answer was to place the bung after the collector. i realize this causes a bit of additional work for the installer.

I'm not going to have an internet argument over the gains. ask anyone that has this motor installed (most are in MR2s with these headers) the cars are ridiculously fast and they all dyno out. The differences in horsepower seem related to the merged diameter. 2.75" (70mm) is required on the MR2 to get full horsepower. since the aurion has a much longer exhaust system i would not be surprised if you needed 3" all the way back. I'd be really curious to see the above guy's exhaust system. I've been looking for a camry install with pics and dyno. i'll get a hold of him, thanks!

Hi guys, this is Marc from Frankenstein Motorworks. I figured it would be easier to answer your questions this way. The headers were originally designed to fit the 2gr-fe into the MR2 application which has a tiny engine bay. both the front and rear use the same part number as a cost savings for production. on the rear the flange comes within 10mm of the carrier bearing casting, about as close as possible. in front it comes about as close to the oil cooler. it does require slight tweaking of the oil dipstick to install but it's minuscule and does not affect it's operation. The original design reason was that the stock front manifold interfered with the manual transmission's clutch linkage and I figured I'd pick up a few extra horses along the way. it does clear all the engine mounted accessories I've been able to get my hands on and I don't have a reason to believe that the Australian engine uses different accessories from the american one. this means your A/C will fit with these headers. the only power train bit that this interferes is the RAV4's transfer case. there's no way these will ever fit on a 4wd or awd. Also, the flange outputs are not at the stock locations. you will need a custom y-pipe to fit these to the rest of your exhaust. it does eliminate the primary catalytic converters which does throw an ECU code but it never puts the ECU in a limp mode. I've put about 37,000 kilometers on my 2GR powered MR2 and the only time it ever went into limp mode was when i lost the accessory belt and the water pump stopped pumping. granted, this new setup may or may not meet emissions in the modern car, but a 2GR without cats has been tested to be much cleaner than a stock 3s-gte with cats. this is all that has been needed to pass most emissions tests (except for California which has a visual check also) with the headers and a manual transmission everyone that has dyno'd their car gets between 200 and 220 Kw to the wheels or about 235 to 257 Kw at the crank (the E-153 we are using is well documented to have about a 17% power loss through it in 4th gear). This motor delivers awesome power, the peak is not just the story, the torque across the entire RPM band is massive. here's a bit of parting hoonage: