2.7 3rz supercharger kits

Currently, it's just the low boost version. I'm actually running an 8port head with the 4port SC mani. Stock injectors and the only other work done to the truck is LCE header. My own custom intake setup, very generic.

 

How do you like it?

 

Well, my truck is far from a DD or seeing any type of pavement, but I do like it. I did test it a bit on the road in order to try and let the computer learn the new power. It certainly isn't no race truck haha. But you can hear the whine once you get the RPMs up there. I highly recommend it. I'm sure with some fuel mods and running the high boost version it'd be even better. I think I need more time spent driving it to still see it's full effect, so far it's awesome though! I didn't buy it new, it was used. I'm not sure I'd pay the full price for it.

 

Can anyone here explain this?

 

For each pound of presurre that the turbo creates, it increases the fuel pressure proportionally. Increasing fuel flow.

www.rceng.com

 

Exactly

In order to get your fpr to read this way for boost you need to connect the vac line that feeds the signal to the fpr to the supercharger so that it reads boost. It's normally connected to your intake box so it only reads vac and no boost since the air has not entered the supercharger at that point

 

Find your FPR and the vacuum hose that attaches to your intake. Re-rout it to your manifold, post throttle body. It will cause your fuel pressure regulator to increase fuel pressure as your boost increases but only really helps in open loop. In closed loop, the extra fuel will get trimmed out. For any forced induction, you want a way to tune your ECU for best and safest results.

 

I know headers on their own (on a naturally aspirated engine) don't do much in the way increased power, but I was under the impression that when you add a supercharger to the mix then aftermarket headers can have a big effect on increasing performance, no?

I have the TRD headers on my 3.4l with the TRD s/c, but I bought the truck with both already installed so I can't speak to how well it performed prior to the addition of the headers. Just going off of accounts I've read here.

 

Do you know what approximate rpm these trucks go closed to open loop?

 

Cool, I think I understand. Out ECUs are not tuneable, and they will compensate for certain amounts of boost

 

I think the factors varies based on throttle position and RPM but not sure; you'll have to ask around for that answer. If you have OBDII and the appropriate software, you should be able to map where the switch happens.

A piggy back tuners generally are the cheapest (AEM FIC or MAPECU are the most common). Basically you need something to tune your fuel delivery, be it an extra injector or something that intercepts your ECU signal to the injectors and you need something that intercepts and modifies your O2 sensor reading to the ECU. ECU will never compensate for boost in closed loop and will constantly fight to maintain 14.7 AFR. Even in open loop, AFR's wont fall to far below 14.7 which can be dangerous depending on how much boost you are making.

 

I've already researched this. And if you read the beginning of this thread you will see some people here are doing it. From my research, AFRs are in the 11s at WOT upwards of 10psi with no aftermarket fuel management. After 8psi, you do need to upgrade injectors and lift pump.

 

But that's in open loop. I'd be worried as a S/C see's boost in closed loop as well I'm not saying "DONT DO IT YOU'RE GONNA BLOW YOUR ENGINE!" I'm just saying I'd be concerned.

 

ECU will cut fuel using the O2 sensor in closed loop

 

http://www.haltech.com/blue-terror-luis-riveras-8-sec-corolla/

Mmmmmmmm.....900 hp 2rz.

 

They actually do quite a bit on naturally aspirated engines, depending on the construction of the headers you can tune them to increase torque by lowering the scavenging point of the collector and increasing runner length. Or you can really open them up to large tube or log style collectors to increase flow for more top end power. Exhaust is very technical and interesting to work with. When you add any additional boost be it by supercharger, turbo, or the most chemically interesting of them all (nitrous-oxide) the effects are more noticeable to a point but you still have to be aware of where your power band is. The supercharger creates lower boost pressures but more evenly across the map until about 3500+ RPM so you don't necessarily need amazing headers (they sure are nice but not necessary) as your power comes from lower RPM and thus lower exhaust flow. Turbos love a big open exhaust path so they can spool quickly and keep it up, generally people use a turbo that is a bit too big and their power comes on at higher RPM which again is great with big open headers with smooth collector transitions. Nitrous is entirely dependent on what size shot you're using, but most people have nitrous engage after they have been at WOT for x amount of time so large headers are bueno.

 

Yes.

 

Not trying to thread-jack or recreate the Turbo vs Supercharger debate, but...I'm considering going Forced Induction on my 3rz as well. I'm debating both sides to it. I'm mostly looking for the same type of power increase that the OP is looking for. I definitely like the easy of install of the S/C. I did have a S/C 3.4 Tacoma, 2.2 pulley, 7th, etc a few years back and I was kind of disappointed with the results from it. Definitely didn't compare to my turbo'd 240sx I had prior running close to the same amount of boost. What do some of you guys that have done turbo set ups think it would approximately cost for a 5-7 psi turbo set up? I'm not partial to internal vs external WG as I don't typically take it to the rev limiter. I've done a few turbo set ups in the past but its been probably about 10 years since my last one so I'm a little out of the turbo scene. Any input on this is appreciated.

 

www.lceperformance.com is a good place to start looking at headers for the turbo. I believe www.treadstoneperformance.com also has headers.

Then it is just pricing up the other sourced parts.