According to the TRD site, the engine testing was up to 200,000 miles with the supercharger and no issues. That made me feel better about the install when it becomes available.
Definately not bad news. I'll check out the site to see where they are coming up with the testing criteria.
A toyota example would be the '94 (and earlier) Supra twin-turbo.
That motor can safely be blown into 900-1100 HP and stay together.
But hey, it's everybody's $$ to do with what they please (obviously).
A little off topic but that motor can hadle 900 plus but not safley, i believe the record for stock block is 980 which beat the previous record of 958. With a built motor 1500 plus has been achieved. On stock block the safe area seems to be 600. The rods are the weakest link in the 2jzgte. Just wanted to clarify. Back on topic now.
Hi guys - My URD supercharger is just about installed. I am gonna be starting a thread all about the experience in a few days. It is being done now at AutoWave in Huntington Beach, CA.
Car's on the dyno now and crank HP should be around 380-90 according to URD.
By the way Brian at URD has been invaluable and will be one of the best vendors you guys have ever dealt with.
Hi, I am new here but the TRD blower really caught my attention. I am seriously considering a FJ and thought joining here would help fill out some of the missing info the dealer can't provide but real owners can.
I can help here on the supercharger question though. Any forced induction (superchargers and turbochargers) put additional stress on motors in two major areas; mechanical and thermal. Thanks to the ideal gas laws, when you compress gases, their temperature rises in direct proportion to the amount of compression (boost) you want to provide. So the more the boost, the hotter the intake air (and thermal stress on the motor). This can be offset somewhat by using intercoolers to help cool the intake air after being compressed but this is more difficult to do on supercharged motors (but not impossible).
The other downside of supercharging is the fact that it takes a lot of energy directly from the motor itself to spin the blower (supercharger). On my Mercedes for example, AMG calculated that at 6500 rpm the blower was sucking up almost 100HP. So to make this a simple math problem so all can understand let me break out the math.
Stock motor (normally aspirated) 450HP
After supercharging 600HP
Loss due to supercharger 100HP
Actual mechanical stress on motor 600+100=700HP
This is just an approximation but you get the idea (I hope). So while AMG increased the HP on the Mercedes motor 150HP, an additional 100HP was lost due to the need to actual spin the supercharger itself. So in reality, my motor is making (and working that hard) to create 700HP but I am loses 100HP to drive the supercharger and in reality I only see a 150HP (net) increase. However my motor is still working hard to produce the 700HP even if I only really see 600HP after losses.
Since the blower is connected all time to the motor (in most supercharged cars) it is sucking energy and killing your fuel mileage. Mercedes got around this by using a electro-mechanical clutch on the blower so as to not have so much drag when not needing the boost.
In general that is why I usually prefer turbos as they use the energy in the exhaust gases and don’t have this parasitic effect of having to be mechanically driven. Downside is there can be some turbo lag and the motor may have a momentary delay before building boost. A well designed system can almost totally eliminate this. On my Subaru WRX that I race with a big turbo would normally have a lot of lag. Lag is the time it takes from when you hit the throttle until the turbo actually spools up and produces noticeable boost. Big turbos on small motors mean lots of HP but usually lots of lag. I got around that by using a small nitrous kit that switched OFF once the boost reaches a predetermined PSI level.
Superchargers aren’t normally subject to any lag issues but their efficiency isn’t as good as turbo and you pay at the pump for sure.
Off course you have to run good fuel when running high boost level and it becomes more critical if you don’t have an intercooler to cool the intake air after heated by the supercharger or turbo. Then of course you have to watch boost levels or you will blow head gaskets or break all kinds of other parts like rods, pistons or rings.
Can the FJ's engine handle it (obviously using premium fuel)?
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