TRD/ Magnuson 4.0 Supercharger Tips, Tricks, and Mods

Agreed. That makes sense. Basically the multiplier would have to change to equal the new efficiency.

 

If you mod the intake, I think there’d be a change in the maf reading that would equate to power gains or losses

 

I don’t think MAF flow is directly affected by increased efficiency. But increased efficiency could indirectly produce more MAF flow.

Not sure if that is the right wording to articulate that but it makes sense in my head.

Take one unit of energy produced that is used for, say turning the accessories. Divert that unit of energy toward, say sucking more air in. Then you have more MAF flow.

EDIT: but we know it’s not that simple!

 

Im thinking of it like this: lets say max maf is 300 at 5500 rpm and 10lbs of boost with the stock sc inlet. I know there is a measure of restriction (vacuum) in the stock inlet at higher cfm which will put more load on the sc and sc pulley. Lets guestimate this at 60hp to drive the sc at max cfm and boost (with stock sc inlet).

Now with a modified inlet under ideal conditions would have 0 vacuum at the sc inlet giving it all of the airflow it needs without any restriction. Thinking of it this way I think there may be some gain in maf but also a decrease in hp required to drive the sc. So the sc may only require 40hp instead of 60hp at 5500 rpm and 10 lbs of boost. This not only frees up hp to the wheels but just as important especially for our application is the reduced load on the sc, sc pulley, and belt. Because of the reduced load, belt slippage is less likely to occur.

 

I think the gains would be more noticeable at the wheel than at the MAF.

Either way besides maybe an increase in induction noises, I can’t see any scenario where reducing parasitic load via less air intake restriction is a bad thing. Unless there are some fluid dynamics principles or engineering stuff that say otherwise.

@Lucario Runner

 

And heat.

 

Everything in life follows the path of least resistance.

 

Another thing to consider are vacuum pumps like the ones on race cars for the crankcase

 

Also another thing is to get a maf that has the readable value range that is desired. Like how on an sr20 or rb26 you get a 300z maf as it has more range. So i believe an equivalent for us would be a maf off a 3ur from a tundra.

 

I like a bit of resistance in certain areas. If you know what I mean... ;D

 

Not all things should flow so freely, eh.

 

True story.

 

Like a well built engine. A lot of pressure with just enough lubrication to prevent excessive friction.

 

@Torspd, how did you run your catch can that integrates the passenger side breather normally running to the atmospheric side of the intake?

 

you can do street acceleration extrapolations to get wheel horsepower/torque. more data points you have the better. delta speed change over delta time change i think it is. probably easier to look up how to do it than my half assed explanation

 

That's a possibility. Especially if the data points are taken in close to the same conditions.

 

For the hall of fame... https://www.tacomaworld.com/threads/quieter-magnuson-supercharger-gears.584698/

I couldn't help but reply politely.

 

Holy face-palm batman, hall of fame indeed.

 

......yeah what the fuck lol good stuff