TRD/ Magnuson 4.0 Supercharger Tips, Tricks, and Mods

Thanks for the input on the plugs. I'm not as "adventurously-experimental" as most of you so I may play it safe another round of plugs before going to the Ruthenium. UNLESS NGK gets back with a plug "for" the 1GRFE.

 

Wanted to bling up my supercharger pulley so recently purchased the URD 2.4" quickchange. Been running the 2.5 pulley boys setup for over a year with the 69.5" dayco belt. Think I'll be fine with this belt or should I do the pulley wrap mod, or if I do a pulley wrap mod should I go with a longer belt?

@Roostfactor are you still offering your pre-fabbed pulley wrap kit?

 

You know I just think my tune is overly rich at my request for 11.5 at wide open throttle and that may be leading to my early plug fouling/ decreased overall fuel economy. I'll keep you posted in the coming days once I get the fan installed on my mileage tracking of it. As of right now I earn a fairly consistent 230-245 max MPT at each fill up and I would definitely love having to go to the fuel station less.

Which leads me to wonder, what is the 3rd gen Tacoma doing to achieve such stellar fuel economy over the 2nd gens? Lean cruise tuning? E Fan finally retrofitted in place of the clutch driven counterpart the 2nd gens have? Both? Lean tuning (particularly lean cruise) has its advantages but also historically speaking it also leads to hotter overall temperatures over time which kills cats very early (I'm looking at you GM and Nissan) this is why they achieve fantastic economy numbers. Especially on the highway.

16 at 5600 lbs is impressive. It's a hell of a lot better than I have ever achieved. I have considered getting a leaned out version of my tune. Sure, power may suffer slightly, but Iay be willing to take that for better overall economy.

You know some Tundras have the 4.0 in it and they are heavier so you may not be doing too bad as far as it's concerned.

Hit up @Deo taco

I addressed some items that could use improving on the overall kit as there were some very mild things I found slightly lacking in the kit (when I say slightly lacking, I'm referring to overall protection from external elements outside of the shielding in place for longevity purposes) but never heard back from him. Hopefully he implements them in his future builds of the kit. Regardless, it's clearly worth the cost to go clutch-less based on the feedback from @Murphinator and we are lucky we have a guy who is willing to make us a full blown near bolt on setup for our trucks.

For those currently with the kit reading this who want to add in some of the additional protective measures in that I did, I can send you a list of items that should be addressed to polish it up.

If we keep poking them they will do it. Much like how Gates eventually made a specific 70.5" long 5 rib RPM series belt specifically for our supercharged setup after telling me there is no demand for it so they will not make it.

They probably jumped into this thread at some point.

 

The 3rd gens are using direct and port injection. The direct injection is more precise. Allowing use of less fuel. Their use of the port injection along with it is a new style to me, but I know they have there reasons or it would not be installed. Smaller displacement with more efficient air/fuel management. EG: dual vvti, variable intake runner, faster and larger memory ECU. I know the second gens has similar features. just refined and work better with the more powerful ecu's.
They are still using a fan clutch on that 3.5L in the tacomas. " I may has misunderstood for fan statement"

 

Yes now keep in mind I was not racing around the whole tank. I still got on it plenty of times but not every stop light. According to my ultragauge it would seem the biggest improvements I have noticed is at higher speeds. Before my truck would start to lose mpg above 55 mph but now I can cruise at 70-75 mph and get 20+ mpg (instant, usually around 24) which reminds me of my 2wd v6 taco. I don’t expect every tank to be 3 mpg better but definitely when doing a lot of high way miles I feel we will not be punished so harshly for keeping up with the normal traffic speeds out here (75 mph and up it seems).

Please do share. I am going to take everything apart when I do the hps hoses and will probably make my custom shroud at that time so it will be the perfect time to modify things.

 

Wait I just saw this, say what?? Those rpm bets are pretty good for us right? I am gonna have to pick one up I missed when that happened.

 

Ahh, yes that's right. They did switch to DFI. I forgot about that.

No you understood the fan thing right. Thanks for reminding me of the 3rd gen features.

If you do make a custom shroud for it please let me know what you do, as I am still some time away from install and if it's easy enough I may do it myself. I am not comfortable with one stud and nut per bracket holding them at the drive motor.

Let me see if I can track down what I sent him. They will be pretty self explanatory items.

Dude where have you been?! Lol. Yeah, RPM now has a 70.5" effective length 5 rib belt specific for our trucks.

 

@Murphinator

"Hey, moving forward, I have some improvements I'd like to give you.

- May I suggest wrapping the Lingenfelter box wiring with some of that 3/8's looming to protect the exposed wiring



- Giving buyers the option to eliminate the 4 additional wires which come out of the Lingenfelter box. To eliminate so many wires coming out of the plug. Pictures below:







- I also suggest your wire terminator guy remove the plastic caps from the bolt on terminals and heat shrink them for a more professional look. (Looking back at this comment here, it's not just more for a protective look, it's to protect the thin strand thick gauge wiring from being pulled individually when handling and over time as well to seamlessly make the wiring and the ring terminals become one, so it's sort of a win- win situation when using heat shrink over plastic shield. Given that the wiring is already pre terminated and installed, you can take a razor blade to cut the plastic shield that goes over the bulk of the wiring then stretch the appropriate heat shrink which will insulate the head and wiring of the terminal using some needle nose pliers or flat head screwdrivers until it fits over the ring terminals then heat as usual until it shrinks tightly over the area)



- The fan mounting brackets strike the fan while the fan is at a standstill, I had to separate them by heating the fan mounting tangs and pulling away a little bit. This should be addressed prior to receiving the new setup.





All of these are things that I would suggest addressing before your next release of the E-Fan setup. I know we were the first iteration, and hopefully this feedback is helpful to you."

As I stated, they are very small improvements and not many which is impressive in itself considering it was the first round of sold kits, but will give the kit a better overall long term functionality, protective, and polished look.

 

Thanks I was going to ask as well.

@Murphinator i just installed the RPM in mine with 2.8 and Roush so nice not to have to trim the belt.

kepe me posted on the shroud if I can get around that’s the route I want to take. I planned to do the efan along with HPS hoses as well. Also want to upgrade trans cooler and debating on the mishi 160 t stat.

 

I am going to update the photos so you can see what I am referring to regarding the looming and the fan to bracket gaps, though that stuff is fairly self explanatory.

 

Nice some pictures would be helpful.

need to see how I can make a metal shroud to mount the existing one. Ditch those arms completely

this is a setup my brother setup on his 80 series when he did a LS swap using an engine from a camero. 02 I think so different but similar deal and got me thinking.

 

Updated post @nudavinci64

 

Let's not forget the main reason they're more "fuel efficient" is that they're GUTLESS until you wind them up, which pretty much negates their "fuel efficiency" while and makes them a lot less fun to drive.

 

I’ll take low end power in my truck.

 

Dude. So true!

You can't have one and the other. Power or efficiency, pick one.

 

Hey the supercharged lt4 engine makes 650 hp/tq and gets pretty similar mpg to our trucks haha. I would love to slap one of those in the taco with the tr6060 that would be amazing

 

We don't own Chevy's, your argument is invalid.

Besides, those cars will be in the trash heap long before our trucks will due to use of inferior metals and parts.

 

TRUTH! I average ~19MPG in my 800+HP/TR6060 Trinity-powered GT500 and ~18MPG in my LT4-powered 650HP/TR6070 C7Z. To be fair, I've logged 32K miles in the Shelby (including quite a few highway miles) and only 2.6K in the Vette (most if which were more "fun" miles).

 

You gotta admit it would be cool to have one in a taco for the 60k miles it was fresh haha

 

It would be incredible actually!

I'm not saying I don't love their engines and powerplants they offer. I just wish they built them better and not to where every single gasket on them fails in a premature amount of miles.