Toyota 1ND-TV Tuning

"All you need to know about tuning the Toyota 1ND-TV engine!"

The Toyota 1ND-TV great bases for a tuning project and with carefully picked performance upgrades like remapping, turbo improvements and camshafts you will definitely maximise your driving fun.

Our aim here is to consider 1ND-TV tuning and summarise the optimum modifications for your car.

History, Power & Specs of the Engine

The 1ND-TV is an inline 4 cylinder diesel engine with 2 valves per cylinder and a variable geometry turbo unit. The 1ND-TV found it's way into a wide selection of cars, including the ever popular Corolla and was even adopted for the Mini One D.

  • 68 PS (50 kW; 67 hp) (FGT) at 3800 rpm
  • 88.4 PS (65 kW; 87 hp) (VGT) at 3800 rpm
  • 90 PS (66 kW; 89 hp) (VGT) at 3800 rpm
  • 170 Nm (125 lbft) (FGT) at 1800 - 2400 rpm
  • 192 Nm (142 lbft) (VGT) at 1800 - 2800 rpm
  • 205 Nm (151 lbft) (VGT) at 1800 - 2800 rpm
  • 205 Nm (151 lbft) (VGT) at 1400 - 2800 rpm ( Euro 6 emissions with smaller turbo and increased rail pressure )

The 1NDTV was fitted to the following models.

Toyota Auris
Toyota Corolla
Toyota Etios
Toyota Etios Liva
Toyota Etios Cross
Toyota iQ
Toyota Ractis
Toyota Urban Cruiser
Toyota Verso-S
Toyota Yaris
Mini One D

Tuning the Toyota 1ND-TV and best 1ND-TV performance parts.

Best 1ND-TV upgrades

When talking about the optimum modifications for your 1ND-TV engine, we are going to concentrate on the upgrades that give the best value for money.

The camshaft profile plays a big part in the engines power output so camshaft upgrades make quite a large difference. The intake & exhaust durations will alter depending on the chosen camshaft profile, so large bhp gains are on offer for camshaft upgrades.

Fast road camshafts normally increase the bhp across the rpm band, you could drop a little bottom end power but high end rpm power will be lifted.

Competition camshafts, increase the high end rpm power band but as a result the car will not idle smoothly and low end power nearly always suffers.

A Motorsport and race cam is not great in heavy traffic.

You should ideally match your torque band to your usage of the car so for a car used daily stick with a mild fast road 1ND-TV cam

Some 1ND-TV engines respond better to different camshaft durations than others.

The engine timing and fuel pump and injectors also will say much on the power gains you'll hit.

Longer valve durations can alter the power band and on most engines the exhaust and intake durations do not need to match, although most cams and tuners use matched pairs there are some advantages to extending the intake or exhaust durations.

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Best Engine Mods for your car

  1. Engine Tunes - engine tuning/remapping provides the most advantage in terms of cost savings,  aftermarket ECUs, and piggyback ECUs are all alternatives.
  2. Fast road cams are one of the most significant mechanical changes, but they must be installed by someone who knows what they're doing and they are not always easy to source but you might find a local firm to regrind a stock camshaft.
  3. Intake and Exhaust - Note that on their own these mods will NOT ADD POWER in most cases, but they can help enhance power after other mods by removing the restriction.
  4. Upgrades to turbochargers and superchargers - forced induction is the most efficient approach to increase air supply, allowing you to burn more fuel and make more power. It is one of the most costly upgrades but provides the best gains.
  5. Head work - The goals of porting and flowing the head are to get air flowing into the engine while removing flow restrictions and turbulence.

Typical stage 1 mods often include:
Fast road camshaft, Intake manifolds, drilled & smoothed airbox, Remaps/piggy back ECU, Panel air filters, Sports exhaust header/manifold.

Typical stage 2 mods often include:
induction kit, Sports catalyst & performance exhaust, Fast road cam, high flow fuel injectors, fuel pump upgrades, Ported and polished head.

Typical stage 3 mods often include:
Crank and Piston upgrades to alter compression, Engine balancing & blueprinting, Twin charging conversions, Adding or Upgrading forced induction (turbo/supercharger), Competition cam, Internal engine upgrades (head flowing porting/bigger valves).

Carefully think through your options and then buy your mods and set yourself a power target to void expensive mistakes.

Remaps allows a tuner to release the full potential of all the upgrades you've done to your 1ND-TV.

(In some cases, as the factory ECU is locked flashing is not an option, so an aftermarket ECU is the route to take, and many of these will outperform factory ECU's but make sure it has knock protection and that you get it setup properly.)

It will usually give you around 30% more power on turbocharged vehicles and you can expect to see around 15% on NA (naturally aspirated) engines, but your mileage usually differs on the upgrades you've applied and the condition of your engine.

It is the main goal to any car tuning task to get fuel and air into the 1ND-TV engine

Intake manifolds flow the air from the air filter and allow it to be drawn into the engine cylinders with fuel for the squish phase.

Structure and rate of flow of the Intake manifold can make a noticeable effect on to fuel engine efficiency on the 1ND-TV.

We often see air intake manifolds are ripe for aftermarket tuning parts, although some manufacturers provide decently flowing air intake manifolds.

Fitting big valve kits, doing a bit of 3 or 5 angle valve jobs and porting and head flowing will also increase torque, & importantly will raise potential for a better torque increase on other modifications.

Turbo upgrades

NA (naturally aspirated) engines need quite a lot of work when you add a turbo, so we have a separate guide to help you take into account the pros and cons of going this route on your 1ND-TV

The more air you can get into an engine, the more fuel it can burn and uprating the induction with a turbocharger upgrade makes excellent power gains.

If an engine is turbo charged parts are going to make more power and we find turbocharged engines are built with uprated components.

There are common areas of failure for every engine, with some being over specified and some only able to handle stock power

See where you'll find these limitations and install higher quality crank and pistons to utilize the power.

There are many people spending a a stack of money on turbo charger upgrades on the 1ND-TV only to watch the whole thing throw a rod just after it's completed.

Bigger upgraded turbo chargers often experience no power at low rpm, and little turbo chargers spool up much more quickly but won't have the peak end bhp gains.

Over the last 20 years the choice of turbo units is always developing and we commonly find variable vane turbo units, allowing the vane angle is altered according to speed to lower lag and increase top end torque.

Twin scroll turbo units divert the exhaust flow into two channels and flow these at differently designed vanes in the turbo charger. They also increase the scavenging effect of the engine.

It is not unusual that there is a limitation in the air flow sensor (AFM/MAF/MAP) on the 1ND-TV when a lot more air is being pulled into the engine.

We see 4 bar air sensors coping with quite large power gains, whereas the OEM air sensor limited power at a much lower level.

Adding a supercharger or additional turbo will make large bhp gains, although harder to get working. We have this feature on twinchargers if you want to read more.


When you improve the performance you will need to pay attention to the fuel delivery.


More performance needs more fuel. It makes sense to over specify your flow rate on the injectors.

The rule of thumb is to add another 20% when specifying an injector, this takes into account injector deterioration and provides a little spare capacity should the engine need more fuel.

We think this one is common sense, but you'll need to match your fuel injector to the type of fuel your car uses as well.


You may need to upgrade your exhaust if your exhaust is creating a flow problem.

On most factory exhausts you'll see the exhaust flow rate is good even on modest power gains, but when you start pushing up the power levels you will need to get a better flowing exhaust.

Sports exhausts can usually air flow out of the engine but avoid an exhaust that is too wide or you might just stuff your flow rate and make things worse. So generally speaking, keep to a size of 1.5 to 2.5 inches for best results.

Usual exhaust restrictions are in the filters installed, so adding a faster flowing performance catalyst removes the restriction. We note that performance cats perform similarly to decats and have the added benefit of keeping your car street legal, as decats or catalyst removal is illegal in most territories for road going cars.

Weak spots, Issues & problem areas on the 1ND-TV

The 1ND-TV engines are generally reliable and solid units, as long as you follow the manufacturers service schedules, and use a good quality oil to ensure longevity. Few problems should happen as long as they are regularly serviced and maintained.

Carbon build up in the head, particularly around the valves which will sap power or create flat spots, this is a larger issue on direct injection engines but should be looked out for on all engines. We have tips on removing carbon build up.

Some of our members have had issues with flat spots or glitches after applying mods and upgrades or tuning, this is not usually related to this engines design, so instead see our article on diagnosing flat spots and problems after tuning which should help you get the bottom of this issue.

Regular oil changes are vital on the 1ND-TV, especially when tuned and will help extend the life and reliability of the engine.

If you would like to know more, or just get some friendly advice on Tuning your 1ND-TV engine please join us in our friendly forum where you can discuss tuning options in more detail with our 1ND-TV owners. It would also be worth reading our unbiased tuning articles to get a full grasp of the benefits and drawbacks of each modification.

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