TRD/ Magnuson 4.0 Supercharger Tips, Tricks, and Mods

I am personally using the walbro 255lph and I did a test run even before I install the URD supergrip pulley and it did make a difference at the top and the truck didn't die out.
I also read in other blogs that there were using it in a LS1 doing 500hp to the rear tires using the same pump.
https://ls1tech.com/forums/lt1-lt4-modifications/1545426-how-much-hp-can-walbro-255-support.html

 

It's not so much the horsepower it is capable of handling. It is the introduction of boost into the fuel system which adds excessive pushback pressure on the pump and injectors themselves. Which is why it is typically better to overcompensate than undercompensate. I'm not saying the pump is incapable of driving our engines under boost, but 500HP N/A vs. 500HP FI are two different types of power. Typically both requiring many supporting mods in different arenas of the powertrains to achieve said power.

Remember, we are no longer running a 4.0L engine with the blower equipped as it's induction source. We are now running something around 5.4L (closer to 5.5L) as the MP/ M90 supercharger are equal to about 1.47 liters of additional displacement to the engine.

When it comes to building engines and tuning them, you cannot build and tune a N/A and a FI engine the same way. Apple's and oranges.

 

Well I stand corrected but at the same time well informed thanks!

 

Well, I guess this truck is not immune to any of the problems that others are facing, and maybe one or two additional problems just to kick me in the nuts.

Boost barely rises to 5psi and then slowly drops.

Transmission hangs in 4th before revving into 5th. Sometimes I have to shift out of D into 4 and back for the gears to change.

And now I have two blown shocks.

 

1. Sounds like your sc belt is slipping.
2. Need more info. Does it do this ONLY when it is super cold outside and truck is still warming up?
3. Uh, you know what to do!

 

Would you say when it goes to shift the revs shoot up then it shifts? If so I had the same thing and upgrading my valvebody has solved that issue.

 

Sometimes the simplest thing... I'll check that first. Thanks man.

1. Yessir, researching belts as we speak.
2. It does this whenever the truck is cold before it warms up to operating temperature. It's more pronounced when the ambient temperature is cold as well, but I have a suspicion that the transmission is low on fluid.
3. I do I do. Not a planned expense though, so poop.

Yessir, when it finally shifts. I have no doubt that upgrading the valve body will help, but at the moment I'm going to check the transmission fluid volume before I go that route.

Then again, if I just upgrade the valve body now, I'll take care of two birds with one stone.

 

Exact same issues here. Boost was due to clogged air filter with lots of silt and mud. The transmission hang up was some what fixed after I did the Sonnax Zip Kit, Transgo Shift kit and new fluid. I had to do the exact same thing to get it to go onto 5th and for the TC to lock up. Now it works very well but not like new, my guess is that it is toast already. It was suggested to bump up the line pressure to see if the problem went away but never did.

 

Torque converter will not lock until coolant temp is (I think) 140F so that is normal operation.
Sc belt info:
Stock 5 rib 70.5"
Standard length premium Gates belt K050705RPM
For a 1" shorter belt if you are running 2.7 pulley or smaller Dayco 5PK1765

 

The trans will do that if it’s not warmed up enough.

 

I'm sorry to say this, but the only way to prevent slippage from 4 to 5 upshift is to increase clutch clamping power at the valve body itself by installing the shift kit. There is a lack of spring pressure at the boost valves and I believe the SLT solenoid (I can't remember right now) which is what causes the clutches to not engage as firmly as they should which by increasing the spring pressure it allows better shift quality at the upshift whether you are in boost or not. I can be at 10-11 psi boost and never have a 4th-5th slip now ever.

This is the only way to remedy this. As increasing line pressure is only a very temporary band aid to the physical hardware upgrade which needs to occur.

 

Aren’t you running a 2.7” pulley and 7th injector, etc? How do you do that on TRD? Or are you saying you have TRD + UCON... maybe I didn’t keep up with the thread...

 

Good to know. Thanks guys. I’m going to clean the filter while I’m at work today and I’ll report back with feedback.

Might be a dumb question, but:

Will the 69.5” fit on a 2.8” pulley or is the 2.8” still a bit too large for that smaller belt?

Interesting.

So here is food for thought: the transmission on my n/a 2010 PreRunner has never exhibited the same behavior in the same conditions even after ~90,000mi.

 

I fit a 69.5 on my 2.8 for awhile. It was hard to get on

 

Thanks. I remembered people discussing this, but the details were escaping me.

When you say “awhile”, why was it temporary?

 

Btw.

Here is the discussion I was thinking of earlier:

https://www.tacomaworld.com/threads/lost-boost.491228/

 

Like 1.5 months until I put on my 2.5