AMS Performance Toyota T24A Billet Throttle Body Inlet

FITS:

• 2024+ Toyota Tacoma w/ 2.4L T24A-FTS Turbocharged Engine All Gas i-FORCE and All Hybrid i-FORCE MAX Powertrain Configurations, Incl. All Sub-models 
• 2025+ Toyota 4Runner w/ 2.4L T24A-FTS Turbocharged Engine, Incl. All Gas i-FORCE and All Hybrid i-FORCE MAX Powertrain Configuration

The AMS Performance Toyota T24A Billet Throttle Body Inlet for the 2.4L turbo Tacoma, 4Runner, and Land Cruiser is engineered to unlock up to 15 wheel horsepower your truck has been leaving on the table, with gains across the entire powerband, by eliminating the restrictive factory bottleneck ahead of the throttle body. With a 70 percent larger cross sectional area than the OEM elbow at the point where the factory routing necks down hardest, and a re-engineered bend angle designed to open up the factory’s restrictive path, this billet inlet gives air a more direct route into the throttle body and cuts pressure drop by up to 85 percent on our mass airflow-based flowbench. The improved airflow allows more of the boost your turbocharger already produces to actually reach the engine, worth nearly a full PSI more boost delivered on average across the RPM range. It installs just like the OEM part, connects to either an OEM or aftermarket charge pipe, and comes with our industry-leading instruction guide, delivering a measurable performance gain on any 2.4L turbo Tacoma, 4Runner, or Land Cruiser with a straightforward, factory-style install.

• 10+ WHP Across the Entire Powerband, Peaking at 15 WHP Up Top
• 70 Percent Larger Cross Section vs OEM, Eliminating the Factory Throttle Body Bottleneck
• Nearly 1 PSI More Boost Delivered to the Engine
• Machined From a Single Billet of 6061 Aluminum With No Weld Junctions or Seams
• Intentionally Re-Engineered Bend Angle for a More Direct Path Into the Throttle Body
• Up to 85 Percent Less Pressure Drop vs OEM on the Flow Bench
• Compatible With OEM and AMS Charge Pipes
• Reuses the Factory Sealing Ring for a Clean, Leak-Free Connection
• No Cutting or Trimming and No ECU Calibration Required, Fully Reversible to Stock
• Easy Install and Industry Leading Instructions

The Power of Focused Engineering

AMS Performance is an engineering company first. We have built our reputation over 25 years as a leading motorsports aftermarket manufacturer by creating the highest performing parts through a focused engineering approach to design. The T24A Billet Throttle Body Inlet is a direct result of that approach. Rather than clone the factory routing the way other manufacturers do, our SnailWorks™ Engineering Team started with scans of the OEM components to find exactly where the factory design was costing you airflow. What they found became the target: a restriction sitting at the last point in the intake tract before the throttle body, forcing your turbo to work harder for boost it has already made. Every decision that followed, from the machining process to the shape of the bend, was made to attack that restriction and get more of your turbo’s boost to the engine. The result is a part engineered to outflow the factory design, not just replace it, validated on our flowbench and proven on the dyno.

The OEM Bottleneck

The factory throttle body inlet necks down to roughly 46mm through the middle of the bend, choking airflow at the last point before it reaches the engine. Our AMS Snailworks™ Engineering Team designed the T24A Billet Throttle Body Inlet to hold a full 60mm internal diameter from the charge pipe flange straight through to the throttle body, a 70% increase in cross sectional area exactly where the OEM part restricts hardest. We also repositioned the charge pipe inlet to open up the radius of the 90 degree bend rather than forcing 60mm of air through a tight corner the way competing designs do. Machined from a single piece of solid billet aluminum, the flow path carries no weld junctions, seams, or internal deformities to disrupt the air moving through it. The result is 85% less pressure drop than the OEM inlet at 25 lb/min on our flow bench and nearly a full psi more boost reaching the engine. Most companies build an inlet that fits. We engineer one that flows.

Mo’ Powa Baby

OEM manufacturers design the factory throttle body inlet around packaging and cost, not airflow, and that compromise leaves power on the table. The AMS Performance T24A Billet Throttle Body Inlet takes the opposite approach, opening up the restriction the factory built in and giving air a more direct path into the throttle body. To prove it, our SnailWorks™ Engineering Team ran back-to-back dyno testing against the factory inlet on a 2024 Tacoma running a stock tune on 93 octane. With no other changes, the AMS inlet held roughly 10 WHP over the stock inlet across the powerband, building to a peak gain of 15 WHP up top at 6000 RPM. This isn’t a single-peak number that disappears in an instant, it’s real, usable power everywhere the tach spends its time. More airflow, less restriction, and more of your turbo’s boost put to work, exactly where you feel it.

Results That Speak For Themselves

When it comes to airflow, numbers don’t lie. Our SnailWorks™ Engineering Team put both the OEM throttle body inlet and the AMS Throttle Body Inlet to the test on our MAF-based flowbench, with airflow data captured on a MoTeC datalogger under identical, controlled conditions. Because our bench measures mass air flow rather than volume, it replicates the real-world demand the engine actually places on the intake tract, not just a static bench number. The OEM inlet showed its limits quickly, with pressure drop climbing steeply as airflow increased, a direct result of the narrow section where the factory casting necks down. The AMS inlet told a completely different story, holding dramatically lower pressure drop across the entire range and pulling further ahead the harder the engine breathes. At roughly 25 lb/min, approximately the airflow these trucks see at their factory power level, the AMS inlet cut pressure drop by 85 percent versus the factory part, and the gap only widens from there. The data proves it: less restriction, more boost delivered, and more of what your turbo makes reaching the engine.