TRD/ Magnuson 4.0 Supercharger Tips, Tricks, and Mods

wow. thanks!

 

Of course I mean BHP, not WHP.

I don't really care about beating those vehicles in a street race or on a drag strip. Power in any street legal vehicle, and particularly trucks, to me is about overtaking power. The ability to pass someone at will in minimum time. After that, it's getting a heavy ass lump of metal up to freeway speed, especially when towing.

Not sure there's many "fast trucks". There's just less slow ones.

I was looking at 2500 Rams a couple days ago. I was disappointed that you can only get the HO Cummins in the 3500 chassis, not the 2500. I don't need a full size diesel truck, but they are definitely cool vehicles.

Also looking at Grand Cherokee SRT's right now, or Trail Hawks with the 5.7L V8. Considering the age of the chassis now it's possible to get a decent deal on a used one.

 

yah it comes down with also how heavy your truck is or how its setup. Ive done a bunch and the truck feels good but in no way am I beating any cars on the road. Having a bigger more efficient charger to get me over 400 would be great. Not considering my wheel/tire setup I am likely close to @12TRDTacoma. Truck dives nice on the free way but weights over 7k lbs so thats hurting big performance.

 

How about an old Touareg with the V10? 550 ft/lbs @ 2k

 

Only difference in the 2500 and the 3500 is just rear suspension everything else is the same. Also those trucks just deleted are something else I love the torque and the Cummins sound soo nice

 

What is this?

 

Looks like someone made some fuel rails.

 

Someone’s got some E85 ambitions. Looks like 1200’s

 

Also, to all the dudes who were talking about 373HP with this Magnuson blower... Straight from Magnuson they say it makes 308 REAR WHEEL HP.

So you cannot say that they make more than a roots setup which is way opened up. Are they better rigged for more horsepower? Yeah.. but at the same time I'm not horribly impressed with those numbers for $6500.

 

Did they mention fueling upgrades with the sc kit? TLDR, but last I remember they're talking about who's going to tune it...let alone nothing for injectors? So 307whp minus those its actually impressive.

 

Not that I disagree with you, as I've questioned the way the Coyote community does things at times.. However, I can say that the fuel system, being a return-less setup with a quite complex control algorithm is not simple to tune. Simply swapping a pump in these cars has to be adjusted for in the tune, as increased flow will result in pressure changes. That will throw off the entire fuel model since these cars are in closed loop all the time (even when in PE).

What the idea is, as I understand it, is to keep the fuel system under "normal" conditions and in a "stock state" to reduce the need to have to dig into the tune the fuel pump. It's simply easier to adjust fueling under boost when the boost-a-pump is raising voltage to the pump than to compensate for a larger pump(s) to run properly.

Here's a snapshot of just the tune parameters for the fuel pump in my Mustang. There's more tuning available for the fuel pump than for the entire 1GR calibration..

 

The base kit is supplied on OE fueling it seems from what's been talked about openly thus far. They used OV's software, but their own in-house calibrators developed the tune.

 

if i won the lottery id get the twin s/c vette 7.0 installed if i went bastard build.

 

I learned something new, very interesting!

 

The fact they are running all that through the OE fuel pump is alarming, as the OE fuel pump for the 3rd gens has proven to be pretty hot garbage.

Part of me actually wonders if there will be issues down the road with grenaded 3rd gen 2GRs running the base supercharger due to lean activity at the pump due to fuel starvation which the pumps are known to do prior to failing or just running lean at all times.

As for the injectors, if they are using base 2GR injectors that's a little concerning as well because while I'm sure they run on the Magnuson kit fine, there is no amount of longevity testing they can do on those kits prior to releasing them which will allow the injectors to either prove their weight or not. If those injectors are not up to foot the bill over the time there will be another situation of an eventual lean activity which will also put the engines at risk of grenading.

Couple that with the oil starvation issues that some of them have been documented to have and the 3rd gen guys are in trouble. At minimum, their base requirement SHOULD BE an AFR gauge in order to track their AFRs at all times while running. A boost gauge would be helpful as well, but not absolutely mandatory. I hope the 3rd gen dudes are ready to confront the complex realities and technical knowledge that comes with owning a supercharged engine. I hope they are willing to venture in here to soak in some knowledge actually because our knowledge base is vast at this stage in the game and we have many seasoned blower owners and general gearheads that understand how to keep an engine properly quenched.

 

they sure are excited for it.. time will tell. I did not realize they were running stock fueling on them. When they "showed it at SEMA" they were talking about have it setup so you could go down a few pulley sizes and a few other things as options from Magnuson. I would hope they recommend boosting the weak points.

 

I also hope they understand how to keep the blower within it's proper efficiency range based on the compressor map and learn from our experimentation of pulley sizes that smaller is not always better.

 

Its like the 1st gen tacoma supercharger, just a blower. 2ng gen they opted in bigger injectors and a tune, and now for the 3rd they're going backwards (outside of actual blower design). For the $6k price tag, they should be addressing these things before releasing to the public atleast. I mean, 2nd gens msrp at 3800 ~10 years ago yet offered much more reliability.

 

Harrop has been applying the TVS1900 to the older 2GR-FE for quite some time now. There's some great info available from Harrop, Simply Sports Car/SSC, and Komotec. They show it to be a great match and very capable. Add in the experience on this thread and the 3rd gens are going to put down some serious numbers.

 

You are correct in your assessment that fueling is going to be a critical issue when boosting the third gen trucks. This is the reason why Mat from OV has taken two years of testing 4 different boost setups before coming out with a kit that he felt comfortable selling. He initially tried to upgrade the port injectors but experienced uneven fueling between cylinders. Then he studied the Lexus 3.5 with twin turbos and found that they had upgraded direct injectors. Once he installed the Lexus direct injectors he found that he could evenly tune it. He has safely taken the 3.5 to 6-7 psi with no fuel upgrades. With only upgraded direct injectors he has taken it to 14-15 psi with safe afrs. With upgraded fuel pump, direct and port injectors, E85, and meth injection he has taken it to 22 psi and produced 540 rwhp. Toyota produced the 3.5 already set up for boost since they come with forged crank and rods from the factory. You are also correct that AFR and boost are important to monitor and MESO is producing pods for those gauges. Magnuson is apparently producing its kit without any fuel upgrades and limiting it to 6 psi. Anyone wanting to go with smaller pulleys will have to upgrade the fuel system as well.

I wanted the TRD SC 4 years ago when I bought my truck and was very disappointed when they discontinued it. Right now I am on the fence between the SC and TT kits and am waiting for reviews before making any decisions. I have read every post on this thread since it was started as well as the turbo bs and every OV thread. I almost never post anything here because I’m not boosted yet but will be someday. My current project is to install the ported and polished heads with the titanium valves which are about half the weight of steel valves. Unfortunately, the machine shop that resurfaced my heads went out of business last month and I have to find another shop that can do some minor work before installing the heads. The current OV performance tune has a 7250 RPM red line and I plan on upping that to 7500 RPM with the reduced reciprocating mass and maybe go even higher. I remember driving an early S2000 with an 8900 RPM red line and it was a blast.