what mods did YOU compliment YOUR supercharger with?

See if you can read the measuerment on the cover they are on there with black sharpie.

 

Anyone have the belt part number for the 1st gen supercharger?

 

I got these extra parts with my S/C and don't know what they are for anyone know?

 

I know a custom tacos member up in Washington that runs his S/C'd 3.4 with overdrive off because the OEM tranny setup does love to keep the RPMs really low, even in load. I believe he doesn't have fuel mods and I can see that being a way to reduce how often you find yourself in a pinging load area. I turn the overdrive off from time to time as I'd rather have high rpm low manifold pressure operation sometimes (going with the speed of traffic over a bridge/hills etc), rather than boosting at really low RPM for extended periods of time. I also notice with ETC on the truck more readily down shifts when I stomp on it some, reducing the frequency of finding myself in low gear/high boost situations. I do not ping in those regions with my tune, but those regions also lack power, so its nice to force the tranny to get out of them.

 

The URD 7th injector kit isn't bad (and def cheaper) but it is more of a band aid than an ideal fix. It'd be better to get higher flowing fuel injectors, maybe out of a supra?

 

^^ the key is how to control them.

IMO the 7th injector setup is so popular because of its strengths over a bad primary injector upgrade route.

Note applications with complete ECU control, be it OEM ECU reflashable systems like COBB, or with standalones, people do not do the additional injector thing. With this truck, closed loop boost is an eliminator of systems that are otherwise pretty decent such as an SAFC, MAP ECU, Greddy Emanage Blue, Emanage Ultimate etc.

Enter a system that addresses the closed loop boost like URD's, but it tunes fuel via manipulation of the MAF sensor and you have the headache of tuning larger injectors that way, which is why many say the SAFC, Greddy Blue, MAP ECU 2 and similar systems do not hold a candle to the Emanage Ultimate and AEM FIC. Its a pain as tuning larger injectors via MAF does not address the injectors having a different dwell time as stock, reducing the MAF signal to accommodate for larger injectors puts the OE ECU in a lower load cell in it's map and increasing ignition timing, not good for boost. Some ECU have "blind" pulsewidths that are compensations for tip-in, or cold start being open loop without feedback, even by the MAF, so those do not function like stock anymore. The EMU and FIC have injector dwell time/latency correction features.

One way to get around the pain of tuning for larger injectors is simply not to, and use a 7th for additional fueling. It works, plain and simple. Another way, using a "modern" piggyback that controls injector duty cycle directly, the EMU (emanage ultimate) and AEM FIC. The EMU gets thrown out for not having o2 sensor skewing features, so you are left with the AEM FIC, or the 7th injector method.

They both "work", but I agree with your statement as I like that my FIC keeps it simple in regards to hardware installation, and more importantly has tip-in tuning features along with cylinder by cylinder, pulse by pulse correction, and by doing it via injector duty cycle, not MAF, the tuning is easy and cold start, hot start etc are all still like factory. It piggies on the OE ECU's injector duty cycle, so you know each cylinder's fueling needs are met, vs an injector much further upstream trying to handle this for every stroke event.

To each his own I suppose.

 

good info, if i ever went turbo route i'd go with the AEM fuel ignition controller. however i'll never throw that much money at my truck unless a bag of it fell from the sky and landed in the bed.

 

When I was more mod frenzy, I thought of turbo, but being a little older now, I really appreciate the TRD S/C. Its bolt-on, its fit and finish is OE quality (magnuson is an OE supplier), and the instant boost great for daily driving situations (yellow lights, passing etc). And living in Cali, its great to be CARB compliant. Smog goes without a hitch- keeping the exhaust OE, I'm not choking on my own fumes, commutes are drone free and I do not have to worry about getting reffed. And the overall thing (TRD blower, engine management kit etc) is cheaper than a turbo setup on the 5vz- so all and all, I'm a big fan of the TRD S/C and staying S/C vs. doing something custom. I bought the truck used and the previous owner had no fuel mods, ever, and it pinged at any load above atmosphere, it was nutts (IMO why he was selling). The FIC is affordable, and made my truck drivable in boost. Its a plus it controls larger injectors with such ease, tunes live on the fly, data logs, has a remote switch to switch between two maps and other perks.

If I had a 4cyl Tacoma, thats another story. An inline 4 with all that space and lack of power, it cries for a turbo setup. But even with that, my end goal would be to make it as stock and OE like as possible. I would mod to keep NVH as in check as possible (recirc wastegate and BOV, make an air box etc), use optimum fuel upgrades (good modern atomizing injectors, good management etc), be modest with the power goal, install or retain OE cats etc.

 

Glad its a help. About the tranny having overdrive off and/or using ETC, maybe I'll post up in here an experiment I'm doing with a collection of parts to make our supercharger's vacuum actuated bypass valve electronically controlled via my FIC's programmable 12vdc output, and set it so that the S/C can't come on below certain TPS and RPM points. What I'm afraid of is that when it does kick in, its extremely dramatic and not smooth, so a PWM regulated system might have to be made, in which case it is nuking it so much I probably wouldn't go further with the project.

 

Do you want the supercharger to feel in function like a turbo? My thought was stock pulley on s/c and ct-26 turbo mounted behind cats like sts kit for delayed boost. (Compounding pressure)???
Anyways the tranny's overdrive is the smallest gear and should not be used while WOT boosting although with the ect on it should kick out of o/d sooner. Tranny temp gauge is probably a good idea since temp is a real trans killer next to slipping.
Anywhoo im starting with the s/c+urd 7th. The rest is all a maybe. Want to see how it feels when running it with sand paddles or soft desert terrains.

 

There is a TRD S/C + Turbo "compound" setup in a thread out there somewhere. I think its awesome. Some OE cars came that way when turbo spool wasn't what it is like now. The compound setup IMO is best for having a big turbo or a turbo for whatever reason isn't a fast spooling setup (manifold design, bearings etc), otherwise its not really a plus to have.

 

This is very good info Has anyone heard of someone installing a tranny cooler on a manual?

 

Never seen it myself, just need a performance clutch and synthetic fluid and a quick short shifter

 

Alright that is the direction i am going, already running synthetic and can't wait to get a new clutch in.
Can you recommend an affordable short shifter?

 

the s/c is easier way to go and makes sense with how it is just a bolt on, but if trd ever did a redesign in the future for new tacomas i'd prefer turbo over s/c. it seems most manufactures are going down that road nowadays as well. but i'm a tad biased based of where i worked.

 

Like the ford ecoboostt? In a tacoma fitting them in small engine compartments becomes an issue.

 

like the ecoboost among many others. i think in the new tacomas there is a large enough engine bay. if bmw can fit twin turbos in a 3 series why not in a tacoma? granted they are straight and not v 6's, but i'm sure its possible.

besides ford and bmw, while at borgwarner we sold to every nameplate under the sun.

kia/hyundai optima/sonata, subaru sti, buick regal, vw tdi models, porsche 911s, mercedes bluetec diesels, and jeep cherokee diesel are all somewhat common cars in the u.s. that have gone the turbo route. now some of these are diesels so maybe they don't count but the future is small displacement forced injection and hybrid as far as i can tell.

 

Why if i ever did this, id run the URD 6th injector kit. Comes with 6 larger injectors. MUCH better IMO.

Its possible yes. However, i wouldn't run a CT26 lol MUCH better options and just a T3/T4 will be more effecient.

I know of a supra that got a TRD SC to fit on his 7m. Awesome torque curve.

the correct term for this is Twin Charging, if you want to do some more searching.

I don't think our motors could handle it without some head work and internal work.

not really needed for a manual.

 

Only reason i mention the ct-26 is because I have a 7m hanging on a motor stand and could use all that to test at zero cost. but first thing is mounting this S/C and getting it all dialed. The rest is wishful at best.

 

All the toyota parts are came in:

bought it from this place. http://www.toyotapartszone.com/

ItemDescriptionShipped

PTR30-350403.4 SC DRIVE BELT 1ea 11.00
PTR26-35042CHECK VALVE KAYNOR 1ea 6.11
PTR29-60030GASKET, THROTTLE BODY
17176-62040GASKET, AIR SURGE TA 1ea 8.54
11213-62020GASKET, CYLINDER HEA 1ea 18.56

PTR30-35041TENSIONERWPUL 3.4SC 1ea 50.10

The tensioner is only that not the full kit which i will have to make myself.