General Supercharger Thread

@Fastlane47 and @Mdl would be the ones to confer with in that regard. If it was me, and you had larger injectors already, I would struggle not to spend $100 and see how much boost it makes if you want to return the pulley afterwards I'll even refund you, how about that.

I've seen a hair over 11psi and wasn't worried about it. I also haven't attempted to push more power than that since that feels like a good limit. I think beyond 10psi gets hairy, I think beyond 12psi is starting to gamble a bit. But to play both sides of the argument, some people say engines have blown at 7psi and the engine could go anytime. Another dude ran like 15psi for an extended period of time and then it finally blew up. It's kind of arbitrary where you want to place the line of safety. For me, that's about 11psi where I feel safe. But if I saw a blip of 12psi I wouldn't downgrade my setup either, though I have spare vehicles so can gamble it more. Your call

 

Yeah im not looking for crazy power just a bit more for my alititude. Though that may change in a few years if we move which would still be over 4k ft.
Right now we travel and stop but hopefully get a tow camper in the near future. Some times im foot heavy, who isnt lol hard not to put it to floor when needing to take off in a hurry lol plus im barley at 45000 miles on my truck

 

Historically looking at the SC'd engines that failed have been at normal 6 psi up to 16 psi. Reason Toyota stopped offering the SC. They were losing money on warranty claims, as I was told by one dealership. When I looked at the other Tundra forums it seemed that failures were happening above 12psi and into the 13psi range with proper cylinder cooling.(only a few with me included) Usually long pulls greater than 1/4 mile runs. Earlier engines were in the 11-12 afr range and not cooling the cylinders well. ME personally would keep it under 13psi and in the 10.1 to 10.5 range for adequate cylinder cooling to keep the ring lands from expanding to failure. Wrist pin and conn rod failure etc...

 

Haha nah I’m just messing around. I’d run the 76mm hard at sea level without too much hesitation as long as you upgrade the fuel pump and injectors over the standard magnuson kit, and boost reference the fuel pressure regulator. Then of course have it properly custom tuned. I run a 77.5mm on my 2650 Harrop with 650cc injectors, 340lph pump, and boost referenced higher pressure regulator at sea level and I don’t have too many concerns.

If you’re not gonna upgrade those items and run the 76mm, I’d just avoid going much over half throttle at lower elevations. Half throttle gets you a lot of acceleration though when supercharged so it shouldn't be too hard to manage.

 

Yeah the 2650s are suppose to run cooler too

 

Yeah most my elevations are well above sea level

 

No doubt they grenaded many an engine especially when the only tuning available was a piggy back in the very early days.

Not contesting any facts in your post but I could never find an official answer on why it was discontinued besides the "recalibration costs" answer I've seen posted in Motortrend and a few other places. Also seen the EPA named as another factor.

 

Probably still less failures than the V35A-FarTS, even with improper tuning.

 

At least Toyota is expediting blown motor parts though

 

Yeah I don't know what is up with the TuRD Gen Tundras. Engine has been around since 17 in the LS500.

 

Naw…I’m 77.5mm on a harrop at sea level. Houston…11.1psi max AT SEA LEVEL.

And i’m still around (famous last words)

you won’t hit the big psi unless you stay deep in the pedal

on the rare occasion that I pass someone, I generally hit 8 psi

 

That would be just about every family vacation I went on as a kid - at least in one form or another. A/C in Death Valley… twice in the same trip… melted block on the freeway when trh fan belt broke so I rode my bike down the freeway to a rest stop to use a phone… grenaded rear end towing a TT cross country… fuel pump on a pass pulling a utility trailer up the hill on 100 degree day… LOTS of “fun” memories…

 

I'm also still around and don't baby it.. I've seen over 12 psi (also sea level) a few times. Harrop w/ 75mm.

My AEM X sensor overheated (I'm assuming) as pieces of it came out the exhaust and the readings are way off and have been off for a month or two now. Only issue.

 

Mostly from online chatter and speaking with a service depth. Probably more to it like the EPA as you stated. The 3rd Gen is designed for the turbos so not sure what's up with that deal.

 

sold. Ok I’ll grab the hd belt, run the 76 and see how she does. I’m on mag kit so green injectors and kit fuel pump upgrade. Not sure how my injectors are doing now as I haven’t gotten a log yet but hope to do it soon. Will def do it before installing the smaller pulley an share info

 

I'd reckon that you're not doing 3 mile long pulls at redline. That would put some stress on the internals.

 

This was the only official statement I could find:

“TRD is discontinuing its Supercharger program due to the increasing legacy costs associated with the recalibration of an expanding pool of past model year vehicles, along with rising development/engineering expenses and evolving emissions requirements that have negatively impacted the program’s return on investment to the point where it is no longer financially viable to offer these products for sale.
Despite the loss of the Supercharger program, TRD Performance Accessories are still well-represented with exhausts, suspension components, wheels, and other trim features that add an aggressive style note wherever they are seen. The rich heritage of TRD will continue to be made available through all Toyota dealers with the remaining parts offerings.”
https://www.motortrend.com/news/1506-toyota-discontinues-truck-superchargers/

I think the EPA stuff was BS especially with the parts being CARB EO.

 

The 12+ psi is with long tubes also.. I "lost" ~2 psi per the gauge with the header swap. I mostly do stop light stuff and I ain't a loser

 

Went to 76mm after scrapping the RTD tune. With Maggie's 535s and 86mm pulley at 5k my injector duty cycle was maxed out with a retune. I richened up PE and dialed in MAF voltage, stock tune was way to lean and I was running out of fuel. Then swapped the 535's for 750 injectors with 86mm, re-tune, all good. Then I made the jump to 76mm. Adjusted injector constants/Inverse again, re-adjusted MAF table, richen up PE and and dropped timing. With that said I was almost maxing the 750's injDC. Point is make sure your tune is dialed in for the 86mm. Log and confirm injector duty cycle is good knock feedback below -3.0, AFR is nice and rich in PE before wailing the 76mm Granted I did have confusion on my constants/inverse, boost reference pressures etc so now my InjDC has gotten better. Just my 2 cents

 

I hear ya! If I was running stock exhaust with cats I'd be around 14+psi. The LT's and 3 inch exhaust keep it flowing.

 

I have rear cats gone and will prob get high flow for the front

 

PSA, while browsing other crap I don’t need I saw the DW 650s are on sale on extremeterrain.

https://www.extremeterrain.com/deat..._link=J3QFKIF0UEQKV01022A8NK36IG#ProductGrid1

 

If you have emissions the stock front do a good job. I have one 200 cell metal catalyst high flow per side to offer a little restriction for backpressure.

 

No emissions here. Still have stock headers, exhaust is not stock neither

 

I recommend front cats for some back pressure to help with low end and also so you don't pass out at stop lights. With the additional exhaust pressure from the s/c, having no cats makes it a stinky mfer

 

How many of y'all daily your SC'd Tundra?

I put about 18-20k/yr on mine.

Still fence sitting, I suppose.

 

Of late, mine has been mostly a grocery getter (I walk to work), which can get kind of messy if not careful.

 

Got 166 on the clock. I daily this truck and an x5

 

Do all 3 of the common SG's require 91 octane?

 

Yup