TRD has the final production model on customtacos.com. It is mounted on an FJ and look real nice. The fit is much better than the URD model. Specs will be out soon and pricing will follow.
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Black Diamond 6sp option 2, roof rack, factory tow hitch, TRD exhaust, Fab-four front winch bumper with warn xi9000, TRD air intake, TRD short shifter, i-pod, 10,000lb comealong self recovery manual winch, 35*12.50R18 NITTO MUD GRAPPLERS, 2.5" LIFT, BENTUP rear bumper, roof top tuffy security box, OH YEAH IT'S COMPLETELY COVERED IN SPRAY-ON BEDLINER EXCEPT FOR THE WHITE ROOF...
Some good points here but anyone that builds motors and makes real power will opt for a supercharger. Im sure your WRX strong, but you lose quite a bit of power from heat soak and extremly high intake temperatures.
They both have their advantages and disadvantages. In a diesel you want a turbo. In a gasses, supercharger all the way. Alot les lag, lower RPM on the compressor to make the same boost, less heat, lower intake charge temp, more reliable, more meth friendly.
Turbos are good for some of these smaller AWD japanese cars (WRX, Old diamond star cars, Evos) because you dont have the stress on the drive train you would with S/C motor.
Oh yeah, and that TRD blower looks nice.
Why exactly do you say real power comes from a SC? What is it about diesel that makes it work better with turbos than petroleum? How exactly do you qualify real power? Why do turbos only work on small displacement motors?
We have 2.5L motors making more than 575 whp, I say that is real power. Personally I find larger motors work better with turbos. You have enough power from the motor to move you along while you are waiting for the turbo to spool, and then all the top end you can handle. With a small displacement motor you can rely on the immediate boost from a SC to get you the torque you need to get moving. If you happen to have a traction limited situation the boost lag can actually be a benefit. In the lower gears you will not generate as much boost as there is not enough load on the motor to build boost. This reduced boost can help control wheel spin. Then, when you are in the upper gears and generating full boost you have full torque. This can further be enhanced with gear based boost controllers.
Despite totally disagreeing with your statements I suspect the SC is the better choice for the FJ. The instant throttle response and linear power delivery of the SC makes it more suitable for off road creeping and crawling. If you want to make all out power I would choose a turbo any day over a SC. With proper intercooling either can make massive power, but turbos are generically more efficient than superchargers.
ALso, I thought I saw in the SEMA thread that the DR FJC was running the "Banks Power Kit" - does anyone have any more info on that? I know Banks is big in to turbo systems.
The class that DR is racing in does not allow any type of forced induction. I saw the DR FJ race truck and spoke to them about it. It is not done and Banks has not delivered anything to them yet. They did not know what they were going to do, but it will not be any forced induction. Likely headers, exhaust, intake, and tuning.
Despite totally disagreeing with your statements I suspect the SC is the better choice for the FJ. The instant throttle response and linear power delivery of the SC makes it more suitable for off road creeping and crawling. If you want to make all out power I would choose a turbo any day over a SC. With proper intercooling either can make massive power, but turbos are generically more efficient than superchargers.
Just my 2 cents
Jarrad
I have been running superchargers on my trucks for a very long time. On two of my 4Runners I have TRD Superchargers serial numbers 32 and 299. One of the trucks I have dedicated for off road use.
This whole argument about what is better for off roading is moot. In all these years I have never used boost when off roading unless I was doing something stupid. It is all about gearing off road, not boost. Creeping along in 4 low locked up the engine rarely works very hard at all. If you are planning on using boost off road in your FJ plan on braking a lot of things.
Now on the highway that is a whole other area where boost is a very nice thing to have.
TRD has the final production model on customtacos.com. It is mounted on an FJ and look real nice. The fit is much better than the URD model. Specs will be out soon and pricing will follow.
One of the trail team members was video'd saying that the URD will definately void your warranty, but if dealer installed, the TRD would not!
Some good points here but anyone that builds motors and makes real power will opt for a supercharger. Im sure your WRX strong, but you lose quite a bit of power from heat soak and extremly high intake temperatures.
They both have their advantages and disadvantages. In a diesel you want a turbo. In a gasses, supercharger all the way. Alot les lag, lower RPM on the compressor to make the same boost, less heat, lower intake charge temp, more reliable, more meth friendly.
Turbos are good for some of these smaller AWD japanese cars (WRX, Old diamond star cars, Evos) because you dont have the stress on the drive train you would with S/C motor.
Oh yeah, and that TRD blower looks nice.
Turbochargers are typically thermally more efficient then superchargers when it comes to compression (which is where your intake heat comes from), however there are always boost response and packaging concerns.
Superchargers are used in a lot of drag racing classes because the rules favor those types of setups and in general they are more consistent in the way they deliver power. I know drag racers that commonly switch between the two based simply on how the rules are written one year vs. the next.
Someone that thinks turbochargers are going to provide "higher intake temperatures" for the same given boost pressure should really review how a turbocharger actually works and the ideal gas law. Please keep in mind that most modern turbochargers are usually between 10-15% more efficient at compression then most common superchargers. Compressor wheel "speed" has nothing to do with the amount of heat generated by these devices.
That said, it’s a moot point, because the application demands a supercharger due to packaging and boost lag concerns mentioned earlier.
Biggest disadvantage to SC is the parasitic drag from spinning the blower itself. nmyet is correct with respect to review the ideal gas laws; pv=nrt if memory serves me correctly.
The key to turbo motors is sizing the turbo for the application so as to minimize lag and keep the compressor map in it most efficient range to supply the amount of boost you want. You can play around with variable nozzle turbos so that it spools up quickly at low RPM yet still pumps enough air at high rpm.
Think of turbos or superchargers as big giant air compressors. They both do the same thing in reality; compress air. They way they do it has direct implications with ride and drivability. Ultimately a turbo'd motor will make more than a super charged motor all other things equal. See my first statement in this post to understand why. In a high HP application a big blower can suck hundreds of HP from the motor.
Turbos in general are much more efficient than SC's as you just use the energy from the exhaust and they tend to be much quieter too. If you want good low end punch AND top end, you could run sequential turbos (one little and one big). The small one will spool up first and provide boost at low RPM and then the big one can meet the flow requirements of the motor at high rpm or see what I wrote about VNT and variable van type turbos.
On my WRX I went for more top end HP at the risk of losing some bottom end. It isn't a dog by any means and the giant intercooler (IC) keeps the thermal loads low on the motor as I also use a water sprayer on the IC core to help it stay even cooler.
An ideal option for a off-road truck would also be a LPT (light pressure turbo). Running 5 psi or so of boost would give a nice torque increase. One MAJOR plus of turbos less issue if you have backfires causing issues. Even with valves that can help with a backfire to release the pressure, you can still have issues. Look at top fuel cars when they blow a blower due to backfires. Not an issue with the TRD car.
Another plus for turbos is they almost always get better mileage for the same increase in performance as a SC based car. What most people don't realize too is that blown cars (turbo and SC) are less sensitive to altitude than normal aspirated cars. So they proportionately lose a smaller percentage of HP as you go up in altitudes such as climbing a mountain.
For the best throttle response SC is perhaps slightly better. If I had my choice though I'd go for the turbo almost every time. There is a reason why jet engines are a turbine design (axial flow in this case).
In this instance if the TRD SC is warranted I'm going with it. I don't want no stinking warranty issues. I put a deposit on a 6MT FJ tonight (awaiting sales manager's approval). If all goes well, I'll pick it up this weekend when I have free time.
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