5VZ Supercharger w/Turbo!

Lol, the you tube vid I posted said supercharged tacoma. I was listening for the charger it's definitely n/a. What a beast! screw supercars, this truck is like the hulk smashing everything like its pissed as hell.

 

It's the little things that didn't matter to him.

 

Yeah all the little things.

 

Yup and that's when things blowup

 

DAMN THAT TRUCK IS DIALED IN!!

 

Reviving this thread just because I only just now found out about this twin charged 3.4l.
And this video was posted a month ago. So it’s obviously still alive! I wonder what his boost and HP and torque number ms are He says it’s completely stock internals on the engine. And it’s tuned with Haltech elite 750. I’ve been looking through his YouTube videos and there is sporadic info about what he did.

 

5vzfe is a perfect platform for this right now- compound boost being easier, twin charged a bit harder.
- bolt on roots blower that replaces intake mani and can be had used or new.
- cxracing bolt on turbo kit. Stool made, can be had new, very affordable for what it is.

Small mod here and there to make the two fit together.

Add fuel and EMS, presto. Probably one of the easiest to do platforms right now.

I put my money where my mouth is, I have the SC installed and have a cx kit in a shed. Except I don't want to do a compound boost setup but a twin charged setup which will be more complex.

 

@Jon64l was running a supercharged & turbo for awhile. Local guy here in Phoenix.

 

Not like it is something new I built exhaust manifolds for a twin turbo set up back in the seventies.

Sadly the project crashed because of budget failure I think the wife or Mother put her foot down and reduced his allowance

 

It’s obviously not new,

how much Money and work does it take to get that setup? Realistically? (With already having a SC)
Also, is it worth it?

 

With things like that being worth it is always a very personal question.

Myself at 25 years old hell yes gotta have it.

40 years later I might build something for someone for myself not so much.

 

@Jon64l was that a compound setup or a twin charge setup?

*Edit a quick google I seem to have my terms mixed up. Twin charge can still be compound (TC feeds into SC). Wiki has:
Twin-charge series
Twin-charge parallel
IMO the names speak for themselves.

My goal is to do a Twin-charge parallel setup. TC feeds into SC when TC is not producing boost, so basically just SC (low RPM). As the TC starts to build up boost, kick the SC's bypass valve open because I don't want to compress the TC air again with the SC (its basically a heater at this point), allow the TC's more efficient and intercooled efforts take over= Less heat, less parasitic drag from the SC pulley. Also compound boost is not additive, meaning 10psi + 10 psi =20 psi. It would be some crazy number like 30 psi. Why have a turbo when you would need to limit the wastegate so much? As the wiki states, "It is a combination of an exhaust-driven turbocharger and a mechanically driven supercharger, each mitigating the weaknesses of the other."

I already made a boost bypass switch for mountain grades.
https://www.tacomaworld.com/threads/sc-bypass-switch.582614/

Its not perfect, as some other members called out, the bypass can't handle the high amount of S/C boost generated at higher RPM but it at least diverts a lot (still manage to get boost creep going up grades though- I also need to fix leaks). It will be easy to integrate into the EMS to help facilitate a twin-charge parallel configuration over a series/compound configuration (the tuning part maybe the ultimate challenge). I'd be willing to install an underdrive pulley in fact (5psi) to reduce the compound effect- the 2.2 9psi at low end requires a crap ton of timing pulled anyhow and is of no help at higher load when switched over to TC. If the end result is only a few PSI from the SC gets compounded onto the TC boost, IMO thats a win. I don't want to imagine how hard it is to port and re-valve the bypass valve on the Gen2 SC. maybe its easier on the Gen1.

Thats my biggest thing with this- being an enthusiast for many years now and seeing such an amazing gift bestowed on us- commercial off the shelf products that get us 90% there vs other platforms are an extreme exercise in custom fabrication and all things relative likely a much larger investment.

If I leave commiefornia this is totally going down. If I have to pull the motor for any reason while still being here, its probably going down while putting a motor back in.

 

@96BlueTacos
I forget how much it cost, thankfully I can fab and weld so that saved me alot of money.
It might be worth it on a built engine, to get the turbo better in its efficiency range. That thing had a ton of off idle torque though, with near instant 13psi. Forget about flooring it from a stop, it'll just spin em.

@BlackSportD
I used the bypass valve, a solenoid and check valves and tied it into the aem. It has outputs you can configure based on multiple things, like rpm, psi, tps.

I'm now just running the turbo at 11 psi. Its good enough. I do miss the instant snap of the SC, but this spools pretty quick with the small exhaust housing so I'm happy.

 

Yeah I think to really make twin-charge parallel something other than eye-candy is to have a built motor that can actually use the boost from a huge TC, so that the SC can assist on the low end, both in making power, which makes more exhaust, helping the TC spool up faster. I don't think OEM internals can justify this build.

For now being in CA, its great the SC is CARB.

 

Yeah I could have run a larger turbo than the Gt3582r with the SC. I had the largest housing and it still came on very quick.

The stock SC is a good piece, I sometimes think of going back to it. The turbo has a mess of plumbing and a little cluttered. Just wish the SC had an intercooler.

 

I was about to correct you but glad you found it yourself haha

I still think it would be a cool setup even compound. Providing the engine could take it. Keep in mind, if you really set it up right with a larger turbo, say 67-71mm inducer, and large exhaust housing. You'd want to run low boost pressure anyways. So compounded with a stock pulley you could be at like 15-20psi total. But moving a SHIT load of air still and really pushing the power.

That said, i think this is only really do able long term with a stand alone.




a guy retro fitted one of these blowers on an MKIII supra for a twin charge setup. Crazy flat torque curve.

 

what A/R were you running? the 1.06? What do you have now?

what really made you switch?

 

I'm using Tial stainless V-band housings. 1.03 when twin charged, 0.63 for turbo. I wanted the .82 but everything was on back order at the time. Im still happy with it for sure. Most of the trails I ride are pretty tight and rocky, not many times do I find the rpms at 4500.

I'm just messing around, seeing what I can build with my lego set. I cant just leave it alone. Still thinking of switching back.

Right now the only way to go faster is dialing in the suspension.

 

A couple things that made me get away from twin charged has to do with heat. Arizona summers plus boost from 2 sources didn't make sense, especially with no intercooler on the SC. E85 would definitely help, but isn't practical. Also the needed a built engine to maximize the party factor. So I sold the SC in favor of a intercooler turbo. This also let me bump the turbo psi up so its a little better in its efficiency range.