TRD/ Magnuson 4.0 Supercharger Tips, Tricks, and Mods

Makes sense

 

5800lbs?!
Holyshit, u sure?

 

Moving more mass takes more energy. Wider tires increase the coefficient of friction.

Which tune is running the s/c? Do you have a wideband gauge?

 

That is always what I have thought. But the scale at the dump says that after I unload my trash. Although I have always thought that they don't care if it is accurate or not. They just look at the difference from going in and coming out and charge the difference. I need to go weight it for real.

 

I have the most current TRD tune for the 2006 taco. And yeah, I have the Innovate MTX-L AFR and MTX-D boost/vacuum-shift light. Have 3 sensors for it. All the Bosch they suggest though.

 

What are your AFR's through the RPM range, when in WOT?

 

CAT scale at a truck stop.

All OVER the place. 10-12.5 at WOT.

I know you weren't asking me.

 

@loginfailed, when you gonna install that 9” Ford rear diff?

 

I want one

 

When the 8” blows up I guess. Hopefully not for a long time.



I do need to do something driveshaft related, though. I get some vibrations around 45 MPH. I’m trying to hold off until I decide on a final suspension setup. Between tools in the bed, the shell, spare tire that’ll be hanging off the back etc it’s going to need some stronger springs.

 

First lay into it they are in the 14.4ish range and then work their way to the low 9 and high 8's pretty fast. With the factory intake they hit the 7's and I would have to calibrate the sensor about once a month or every 20 degree fluctuation in ambient temp or it just goes E8.

 

Um......there is the problem! I havent read the last few pages but what pulley are you running and what altitude?

 

I have been running the OME Dakar's with the extra leaf for about 5 years now and they are stiff. But they "s" really easy i think. When I had a soft suspension setup I had custom built Deavers for and added 250-300lbs of daily weight and they didn't "s" or axle wrap nearly as bad. But they had 13 thin leaf's and these have like 8. As for the driveline shake? Who freaking knows! I have been battling one for ever. Finally just bought one from a salvage yard and rebuilt it with new u-joints and the Ford poly carrier bearing. I have adjusted the height of the carrier from it rubbing on the upper support to having it so low the URD spec.U exhaust will flex enough to rub on it. Lol so I don't know if I can suggest that carrier bearing. But it is solid and doesn't deflect anymore.

 

URD 2.8 pulley, DW 255 fuel pump, spec.U headers and exhaust. AFE stage 2 intake . And I am at 4400 feet.

 

I think the apr cam gear install pdf is gone from online, does anyone have it saved?

 

Holy smokes Batman! Danger to Manifold!

No wonder you have such awful gas mileage. Your open loop hates your altitude.

You sir, need a tune. I guarantee your truck feels like a pig. Leaning that out to the proper AFR, would feel like adding a supercharger to your supercharger.


Also, change your oil no more than 3k miles. With those AFR's, your engines oil is getting saturated with fuel. The more you boost the more unburnt fuel in the oil. Washing down the cylinder walls like a good solvent...

 

Still contemplating the effort vs reward.

Good call @GT but next weekend is reserved entirely to @loginfailed .

As far as I know both are gen V Eatons so should be the same but the front supports that are integrated into the sc make the snout change more difficult. Easier to cut the intake tube and weld a flange for the throttle body.
The gains as far as I know are yet to be determined. Has anyone done this before or am I the pioneer?
If you calculate pressure drop and cfm requirements for a given orifice then calculations say there is benefit. No engine likes restriction and our sc when underdriven requires up to 700cfm. Any restriction on entry means parasitic loss and less air.

Yessir, understood and easily fabricated. The idea would be a more straight shot to the front of the intercooler. Like the TCAI just coming from the drivers side.

As someone else stated, no. It will increase throttle response since tb is closer to the sc but torque is not effected in OUR application since inlet runner length and manifold volume is fixed.

Very good! You are absolutely correct! So what needs to be figured out is how large does the inlet diameter need to be to provide unrestricted inlet flow at max cfm or g/s. Right now I am at 351g/s which means I may be limited by intake flow.

 

I had intended to keep this little pet project of mine under wraps, but after some consideration I wouldn't mind knowing how much demand there is for some adjustable exhaust cam gears for our 1GR?

I'm in the very early stages of design (thanks to Roostfactor being a nice guy) to produce CNC'd adjustable cam gears for the exhaust cam. These won't be your traditional adjustable type where the outer gear rotates on a separate inner gear but a one piece construction like the OEM and URD/APR gear. Initial thoughts were to have positions for OEM (0º), 2º, 3º, and 4º of retard on a single gear allowing the user to fine tune the amount of retard optimal for his/her specific needs/setup.

Preliminary estimates - ~$250-300 per set

Thoughts?

 

If you have the time/means, log or just observe the vacuum between the throttle body and rotors. I'd be curious if you're seeing any measurable vacuum in the bend. I think that would give you a good indicator of how much of a restriction the inlet is.