There was a thread awhile back where someone actually did a bunch of work to get some cams made and the results were less than stellar. He was going to be updating everyone when he made more progress or determined why he wasn't getting the performance out of the cams, but I haven't seen anything on it in a very long time.
From what I remember, changing the valve train doesn't get you much of anything with the 5.7.
I was amazed the cam swap didn't achieve gains. Most of the time cam swaps help damned near everything.
I spent 3 grand and well over 40 hours of my time on developing, installing and testing 2 sets of higher lift/longer duration cams.
They were installed and dynoed on my NA Tundra.
The more aggressive cam set started making more power than stock only after 5800 RPM.
The less aggressive set was causing the engine to vibrate slightly at idle when cold and the ECM would pick that up as a misfire and set codes.
It did not make more power than stock either.
The conclusion was that the cams in the Tundra are perfectly matched to the operating characteristics of the NA 5.7L engine.
Toyota does use higher lift/duration cams on other engines with the same valvetrain design, such as 2GR and 2UR in Lexus IS350 and IS-F models.
All of those have a redline of between 6500 and 7000+ RPM.
This tells me that unless we start spinning the NA 3UR to 6500+ RPM, the stock cams are just fine for it.
In the old days when engines did not have VVTi etc, the engineers had to compromise the camshaft design to suit the general operating specs of the vehicle.
Low lift/duration went into trucks and motorhomes for tons of low end grunt.
The street cars got the same engine (lets say a Chevy 350), but with cams designed for mid range power.
Then you could buy upgraded high lift/duration cams that would shift the powerband higher in the RPM range at the expense of low/mid range.
With the advances in VVTi technology, we can use one set of cams that can be advanced/retarded as needed to provide great power over the entire RPM range.
For that reason, I don't think there ever will be an updated camshaft for the NA Tundra.
I have not done any testing on a supercharged engine as of yet, there may be a big difference in results.
Wasn't there someone P&P'ing a set of heads a month or few ago too? I don't think I have seen any update on that, maybe it was in one of the fb Tundra groups, but I swore it was here.
I am building a set of ported and polished heads with 2UR-GSE titanium and stainless valves with upgraded valve springs and custom titanium retainers.
Talked to the machine shop on Wednesday, they should be ready in the next week or two.
Head and cam stuff isn't going to accomplish much (in comparison) when your intake is married to the blower. Basically, our valves aren't the restriction at the boost levels Tundras get from the SC, so keeping those valves open longer or further won't really help.
I am not in a position to argue with this since I have not flow bench tested the stock heads and have not tried different cams in a supercharged 3UR, but do you have any data to support that statement?
2010 RCSB ([email protected]
) - AWD conversion, Pauter rods, JE 8.5:1 pistons, Ti int & SS exh valves, Ti retainers, 5 angle valve job, P&P heads, TRD SC w/ 50mm pulley, ASP crank pulley, 84mm TB, SABM, IPT VB, JBA LTs, Killer Chiller, 1.25 Gal IC tank, Frozenboost 101 HE, IKH-24 plugs, 325 LPH AM FP, 2"/4" Belltech drop, weight reduction
2008 DCLB (331whp/336wtq) - AWD conversion, IS250 paddle shifters, 12" BP lift + 1" spacer + Toytec 3" shackles + 4" blocks, Airlift bags, 17" MotoMetals with 37x12.5 Coopers + 3" spacers, ARB frt bumper, KC 8" lights, flares, LEER canopy