480 horsepower and 642 lb-ft or torque is what Tundra's 3.5L twin-turbo V6 hybrid will produce!
Thank you for the very informative reply.From what I understand, when you punch the throttle the electric motor just assists with that initial low rpm, low speed torque gap. The gas engine is still coupled to the transmission and both the electric motor and gas engine sit before the torque converter. Even assisted, the gas engine is spinning and gaining RPM; higher RPM and higher load mean more exhaust which translates to more boost. But high boost isn’t required to make big power like the older grand nationals, Syclones, etc. which were much less efficient designs - both the engine and turbo setup.
There are a plethora of ways to manage boost such as variable vane impellers, dual inlet turbos (GM is using this on one of their little 1/2 engines and feeding half the cylinders to each inlet side; this means less volume to pressurize so faster spooling), etc. At a drag strip, you are going for big top end power which usually means big turbos - bigger than ought to be on that engine. Big turbos have a larger inlet (and exhaust outlet) volume, so you end up standing on the brake to load the motor or tickling it with a shot of laughing gas. Engine speed, though, isn’t enough to adequately spool over size or inefficient turbos. It requires a lot less fuel to rev an unloaded motor, and since the igniting fuel is what causing the gas (not gasoline, but gas as in one of the states of matter) to expand, that how you make boost. The expanding volume of gasses is what spins the turbo and is the only way that you can get a turbo to pump more air than ambient pressure (otherwise you would be creating energy which according to the laws of thermodynamics is impossible). Normal engine speeds and load are insufficient to pack the chamber with exhaust gasses before the flow out the exhaust, especially on what are typically less efficient ratio turbos.
in a street car, however, you want boost as soon as possible without restricting air flow on the top end. Toyota should be able to fit properly sized turbos for the engine to manage quick boost and air flow. Given the power figures for the 3.5TT, it’s only boosting to 10 psi or so, which suggest an efficient turbo and engine setup that doesn’t require high boost to light off the engine. The ferd eco boost by comparison, boosts somewhere between 13 and 16 psi to make the same-ish power from the same displacement. I had an older VW Passat 1.8t that made just less than 1hp/cc and pushed 18 psi with zero mods (hit 20 psi a few times). The new tundra should make 1.1hp/cc on almost half the boost.
Im still excited to see and drive one in person. Might have one follow me home…