3.4L supercharger

Cool. I’m just slightly above sea level so now I can guess my truck will produce about 9 or 10psi. Good to know

 

A local speed shop,
He’s making me a 1.8” pulley tho.

Will see how it turns out first

 

At what speed at the needle bearings rated for

 

There's a separate MAP sensor that plugs into the controller. I have that T'd off from the vacuum line going to the boost gauge. At idle, it references 1.2 PSI on the display, but my boost gauge shows vacuum. I've had to offset the programming to start spraying at 16 PSI. Obviously, this is way off as I'm only running the stock pulley. There was no pooling at the bottom of the airbox now, but when I first installed the system it was pissing out of the airbox, it must have been spraying at 100% at or near idle as I had originally set it to start spraying at 4 psi. Since I've offset the programming, it's been spraying only when I'm in boost, but again, the display is wonky, showing that I'm boosting over 16 psi and is pretty annoying as I would like to have it read more accurate info.
Would the fact that I'm getting the vacuum signal from the fuel pressure regulator and the boost gauge be the issue? I don't see another vacuum hose under the hood that I can tap into that has the same size hose.

 

Im going by the scan tool vacuum/boost, from what i remember i had a trd gauge and one of them was off by like 2psi. At altitude i was getting like 3psi in tbe mountains, i am wondering if the MAP is giving me bad data

 

You need to send that Controller back. A map sensor cannot be calibrated afaik. If it’s wonky it’s broke.

and the only place to get an accurate manifold reading is right where you’re getting it. So that’s good.

 

needle bearings aren’t an issue. Whipple and Ken Bells use needle bearings and they can be spun at 18,000 rpm. And even more for racing.

The M62 is rated for around 14,000 rpm. Eatons can’t spin that fast for a number of reasons. The short answer is they’re just not that efficient.

 

You probably need upgraded needle bearings for a 1.8 pulley.

Mine were upgraded at the last rebuilt

 

You can get higher rated bearings over the stock bearings that came with the supercharger.

The Eaton can run to 18,000, (1.7) pulley this would be the max you would want to run one of these, but air flow will be harder to push through And up graded bearings would be advisable

 

I mean, where are you getting this info? Can you post a source?

 

The guy that rebuilts my trd superchargers ever 100k or so and he deals with 100s of other Eaton superchargers and the local speed shop that deals with Eaton superchargers too,

Both these shops deal with Eaton superchargers and know them inside and out

The trd Eaton supercharger is a pretty low performance supercharger compared to what’s out there

 

My 2” pulley is starting to wear out and it measures at 1.95 right now.
If your supercharger is not ported to help with the added air it might now help much,tho not sure. My supercharger has been ported in 3 areas for the added air flow so I should see a difference plus headers added.

 

I understand that but this so much more complex that porting and spinning faster. Why didn’t Eaton think of that when designing the TVS supercharger?
They’re both very similar in inlet and outlet to match rotor timing etc. the real difference is the shape of the rotors.

move read a whole lot on forums about this, porting, spinning past 14000 and I just haven’t ever seen any evidence to back it all up.

 

The TRD Eaton supercharger was designed as a low performance supercharger to begin with.
We are stuck with the rotors and the design,
That’s ok, you do as you want and I do as I want. Don’t port it then don’t get a smaller pulley if you choose. I know what porting did for me and what a 2” pulley does, but mine is a 1st gen that can be split open for more porting.
I don’t needed to read any forums because I’m actually doing these things

 

It wasn’t designed to be “low performance”. Eaton Corporation developed the M45, M62, and M112 for OEM applications. Eaton sizes the rotor packs according to the size of the motor. It’s not as simple as throwing a M112 on a 4 cylinder and making gobs of power. You can oversize, or undersize, a S/C for a motor moving it way outside it’s efficiency range. There are a lot of variables.


TRD and Magnuson, who has the licensing to produce the Eaton design, felt that the M62 was the best fit for the 3.4l. While I’m sure that space constraint was a consideration in this, as well as Toyota, a company of engineers, wanting a system without ECU tuning, the M62 is properly sized for a 3.4.

 

So quick question. I’m looking at finally adding a boost gauge. My last truck had the TRD boost gauge and that was fine, but now I’m looking at either an autometer or the innovative boost/afr gauge. For those running the innovative, does it read vacuum too, or just boost?

 

How about AEM i think boost gauges work off of vacuum

 

Well vacuum then reads psi when boosted

 

Being a machinist I believe it is for cost. The raw material would be cheaper and aluminum can be machined much faster than steel. Probably get at least twice as many finished parts with aluminum than with steel in a hour. Time is money in machining.

 

The PSB-1 innovative, It reads all 3, boost, vacuum, and AFR