TRD/ Magnuson 4.0 Supercharger Tips, Tricks, and Mods

Good info. I'm not in California so that was never a consideration for me.

 

Amazon with the jokes...

 

Valve seems fine. It’s more about a systematic check Justin to confirm baselines. I won’t be doing anything until the AFR is connected. Y pop is off I just need work to let me drive it to the shop do get a bung welded

 

Yah figure for most on here it won’t matter. Anyone that needs there carb OE will need it. I have it but didn’t use it. TRD and HP @JustDSM bit came work Maggie sticker. Prob harder to pass off a TRD sticker work no TRD on the blower

 

And that Obie connectivity

 

Is that the one to get if one wants Hp tuner connectivity?

 

Yes. The 0334 has OBD2 connectivity and MPVI2 can see it through over CAN.

The 0300 is hit or miss from what I can tell. @Kini said his 0300 is working over OBD but people on the HPTuners forum are saying the 0300 only works if it is flashed with new firmware.

 

I've let you boys down.

I have done some mathematic and nerdology homework here in the last two hours or so attempting to determine what all of it means and this is what I have determined.



This is a map of the M90 Eaton blower... All of this looks a little foreign if you don't know what you are looking at so let me break this down INCREDIBLY simple so you can understand...

The key here to making major power on the supercharger is to stay within it's efficiency island.. this map shows what appears to be islands as you can see. The name of the game is to stay within the bluemost tiniest island you can see. That is unrealistic based on the current pulley sizes we have, so staying within a good range is important here. The tiniest island is adiabatic efficiency. The numbers on the X and Y axis represent inlet air flow cubic meters per hour and pressure ratio.

What we need to do is stay within a pressure ratio of 1.4- 1.5 (peak).. inlet volume flow will vary based upon your power levels. There is no way to accurately gauge what yours will be unless you have your base crank HP.

Let's say my target boost (current) is 7.3 psi the most I am seeing at my gauge. This is actually what I currently see so this is a real example. Sea level is 14.7 psi so this is an easy one. You do 7.3 (boost psi) + 14.7(sea level)= 22 then what you do is divide 22/14.7 = 1.496 (<--- this is your pressure ratio)

Then what you do is convert the lbs/ min (lb/ min) to determine the cubic meters per hour m^3/ hr shown on this compressor map. This will be your crankshaft base horsepower which winds up being calculated like this, let's say I have 359.5 HP at the crank, the way you convert that to lbs/ min is by using the 1 lb/ min = 10 HP, that would give me a flow rate of 35.9 lbs/ min. The conversion of that to cubic meters per hr is 1 lb/min = 27.17 m^3/ hr. So you take 35.9 and multiply that by 27.17 (35.9x27.17) which equals 975.40 m^3/ hr on this map. Be aware your flow rate needs to be determined by knowing your base crankshaft horsepower which can be found by knowing your determined wheel horsepower... e.g you need to take your truck to get Dyno tested to know those figures.

The green lines showing 4000, 6000 etc. Etc. is the RPM required to reach that adiabatic efficiency. Notice the faster you spin the supercharger up to the green lines you eventually run out at 13,500 RPM, I'm assuming the superchargers max RPM is somewhere around 13,800 RPM.

In short, what I'm saying is that if you have the proper airflow requirements to achieve Anywhere between 6-7.5 psi peak, our blower will mop the floor all day long with larger qwikchange pulley setups at 5500 RPM all the while producing minimal heat.

Smaller pulleys can be used with the exception of E85 or means of artificial cooling like meth injection. That will bring heat production down, but it also introduces exterior variables which I do not currently know the equations to. Just know that if you run too cool it will not allow the blower to be efficient, the same goes for if you run your blower too hot. Moral of this post is to stay within a sweet spot of the efficiency range which it appears that the larger pulleys actually do. Do your due diligence if going this route.

Cam gears, larger exhausts, larger intakes, and lack of belt slippage helps ensure you stay within proper ranges.

 

But what about the MP90 map? The one that relates.

 

It's irrelevant as the rotor pack is still the same size as the M90 so the efficiency range remains the same.

 

PM incoming

 

Think the sticker for the TRD blower would fly ?

 

Grind off the Maggy emblem and etch in a TRD logo.
It must suck being Cali bound.

 

yah def limits us plenty. I figure one way if you cold get the cover off a TRD then you could fake it but yah who knows. Im sure the sticker may work for someone.

 

Yes it does. Lmao!

 

@12TRDTacoma is the green rpm line the engine room or the blower rpm? Cause 13500 rpm is unheard of on a car or truck.

P.S. Yes, I know there are a few exceptions.

 

It's blower RPM. Definitely not engine.

The small pulley allows the supercharger to spin as fast as it does.

 

Now, how do we calculate blower speed?

 

6.5" crank pulley size ÷ pulley size = _

Take that sum and Multiply it by engine redline RPM and that gives you your supercharger RPM.

 

Good luck finding one.