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.