TRD/ Magnuson 4.0 Supercharger Tips, Tricks, and Mods

Not necessarily anymore. We have powerful tuning in our hands now and as long as you are not knocking, pinging, and have spark as well as proper fuel control in place you theoretically should be able to spin away.

I could be wrong here, but I believe Steigmeiers work has been called into question in the past, however, beyond more than just a one or two off situation. I could be wrong though.

 

How? Its a port and polish on everything and double the rotor speed. The only real detriment I see is over spinning the rotors/faster mechanical wear. You can go with a larger pulley to get close to the same speeds you did with a smaller pulley. I feel like the port and polish would be big if you're really trying to get every little ounce of airflow and HP out of these blowers.

 

The thing is flow. Boost is actually bad. You are putting a lot of pressure on your engine. If you ported the heads and what not, it would lower your boost readings at the same flow, because of less restriction. So with proper tuning you could be able to make it by just fine.

Also I am pretty sure you can customize the snakebite so it spins as fast as a 2.* pulley, what ever you want. Or even a 1.0 pulley, but you may go kaboom spinning it that fast. Gotta be able to cool the air the supercharger is forcing in also.

 

Totally agree about the porting and polishing being potentially good for more air flow, but wasn't there a member that did this and gernaded his engine (on a 3 inch pulley I think). I think the issue was the compression of the extra air leading to air temperatures that couldn't be mitigated by the ecu....I could be wrong.


Did I mention I still kinda want to do this anyways....not sure what that says about me.

 

I can't remember for the life of me what was the maximum rated speed on the supercharger internal bearings but that would be the ultimate limiting factor here.

I know of many GTPs and Regals with the M90 spinning well past 20 psi, but the only thing into question with that is determining how big or small their supercharger crank drive pulley is. With every inch or .100 of an inch dropped it drastically changes the superchargers behavior in its ability to make boost, or not.

 

I think the story goes he did the snakebite at like double rotor speed, didn’t have the right tune and blew up the motor at 15 psi boost.

 

Like Rob said though, 5 years ago I'd have agreed with you. We didn't have the capabilities to tune that much airflow. With HP Tuners and possibly UCON, you add in more airflow, upgrade your cooling stuff and tune for more airflow.

 

That's the story I remember. Does anyone remember what his other supporting mods were?

 

Yeah dynamic compression as these blowers provide extra air that otherwise isn't in the engine in the first place goes sky high as you rev the piss out of it. There is a chart actually which describes just how much it raises you above your current compression ratio when you introduce boost based upon how fast you are spinning the blower. Now I want to go find it.

 

That's what I always thought about it as well. They are doubling the speed of the rotors by internal gears instead of pulley size, I always figured that was a recipe for disaster, but y'all keep going smaller and smaller pulleys, at some point you're gonna be right there with a Snakebite mod lol.

 

This is the truth, but with a 3" pulley you can really mitigate a whole lotta slippage vs something approaching 2".

 

Yeah I think what they are doing is changing the internal gearing ratio of the snout drive which allows the gears to turn faster while utilizing the same pulley size. Sort of like how guys go up from 3:73 to 4:56 gears. Eventually the gearing runs into other external limitations.

 

Found it.

 

This is true, but in that case you are approaching what other external factors within the tuning itself which will continue to provide as you slip. That's why it is important that you eliminate just about all of your belt slip issues prior to getting tuned, because if you don't there will be compensations or adjustments being made that otherwise should not be there in the first place.

Dyno tuning section: http://kennebell.net/tech/supercharger-tech/low-boost-causes-cures/

Immediate belt slip will cause a rich condition for who is interested, btw, so tuning will be off until your belt slip is corrected for who is interested in knowing.

 

If the MAF sensor needs to have a bigger intake tube to be scaled properly with greater airflow then the Ucon is cheating the signal and is not measuring accurately. In this case it's a limitation of the sensor and intake tube, which the Ucon cannot fix.

There may be more on the top end with the 2.3. It's hard for me to tell at this point but the truck moves quickly. I am at 3400 ft elevation so my MAF doesn't seem to top out.

 

Yup it was the stock 3 inch pulley and made over 16 lbs of boost. I’m not sure if he had the apr x1 or not. I think swapping the internal gears on our SC to spin the rotors over twice as fast is a completely different ratio to rpms than just adding a smaller SC pulley.

Too bad rotors are so expensive. Like to just get new custom twin screw rotors

 

That would be nice

 

Group buy on custom fit twin screws
4 lobed 160 twist

 

It would be a fun way to go if you had a new motor on hand.

 

I tend to agree with the butt dyno that shows little increase in g/s with smaller pulleys, however don’t underestimate belt slip, which was much of the problems I had when I was going smaller and smaller and I’d say that probably accounted for my difference in butt dyno. With the 2.0” pulley and little done to reduce slip, I had 404g/s, with the 1.87” pulley and the Roush and noose mod I got to 444g/s.


When I contacted itronix knowing that those g/s either couldn’t be real, meaning somehow extrapolated, or the reference voltage had been increased within the UCon, they indeed replied that the reference voltage was increased to 6V, allowing measurements up to 500g/s. Here’s the chart they sent me.