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Old 12-15-2007, 04:24 PM   #51 (permalink)
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I have had both the TRD S/C and now a Custom Turbo Setup on my 99 4runner. Both has thier advantages:

Top End Power - Turbo
Off the line power - S/C (but my turbo (t3/t4) catches up in a hurry)
Fun to Drive - Turbo
Reliability - Equal
Tuning Ease - S/C
Upgrade Potential - Turbo
Ease of installation - S/C

This all being said - I just broke a rod running 15 lbs of boost. Don't think I would have with the S/C as the power potential isn't there.
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Old 12-15-2007, 04:27 PM   #52 (permalink)
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Originally Posted by j-man View Post
hey turbo4runner, hows the megasquirt working on your truck? Im debating wether to go megasquirt, or go piggyback like the urd FTC or something similar to that for my 3.4 turbo project.
I am using the URD port fueler and AIC x6 for fuel - MAPECU2 for timing, o2 adjust (tuning in closed loop), and MAF voltage clamp. It works about as good as a piggyback can in my application I think.
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Old 12-15-2007, 05:27 PM   #53 (permalink)
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I have the Saabaru Aero (turbo) in an automatic. Very slow until 3k, then it is a totally different car. We shall see how it does in the snow at low RPM's for me, but all I will say for being in the boost is that I make it over Berthoud Pass in the snow way faster than in the 4runner. For the 4runner I would prefer a supercharger for the low end and low speed benefits.

I was able to break the Saabaru loose on a dry road with hankook iPike snow tires, that had liquid mag chloride on it. That s**t is way nasty to drive on. The tires did not break loose like that on snow.
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Old 01-28-2008, 03:28 AM   #54 (permalink)
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the 4cyl are easier to turbo cause a turbo is cheaper and lighter than a supercharger but the lag and HEAT have driven me away. a supercharger will pobably last you longer also because of less heat.
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Old 01-28-2008, 03:01 PM   #55 (permalink)
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the 4cyl are easier to turbo cause a turbo is cheaper and lighter than a supercharger but the lag and HEAT have driven me away. a supercharger will pobably last you longer also because of less heat.
not trying to be an azz, but do you have any idea what you are talking about or how each of them work? doesnt sound like it, so ill inform you that turbos produce and pump much less heat into a motor compared to a stupidcharger, plus you can intercool them, and no, a supercharger will not last you longer than a turbo, and are much less efficient than turbos. You will not have any "lag" if your system is properly designed and have the correct turbo for your specific application.
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Old 01-28-2008, 03:04 PM   #56 (permalink)
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Originally Posted by Greedy View Post
I am using the URD port fueler and AIC x6 for fuel - MAPECU2 for timing, o2 adjust (tuning in closed loop), and MAF voltage clamp. It works about as good as a piggyback can in my application I think.
greedy - i wanted to ask you how you like the 6 port fueler. Im about to get it for my setup - was it easy to tune? which injectors did you go with? any hood clearance issues?
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Old 01-28-2008, 03:48 PM   #57 (permalink)
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They both have their place.

Personally I would take a supercharger over a turbocharger any day, and I've never seen any evidence to sway my opinion towards turbos.
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Old 01-28-2008, 06:47 PM   #58 (permalink)
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They both have their place.

Personally I would take a supercharger over a turbocharger any day, and I've never seen any evidence to sway my opinion towards turbos.
why a supercharger? what makes them better in your opinion?
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Old 01-29-2008, 12:57 PM   #59 (permalink)
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greedy - i wanted to ask you how you like the 6 port fueler. Im about to get it for my setup - was it easy to tune? which injectors did you go with? any hood clearance issues?
The port fueler has been easy to tune, reliable, and looks cool

I have 30# injectors in there which are more than I will ever need, but they were included with it when I bought it (a long time ago when they were still refining the older model). There are no hood clearance issues with mine, but I do know of someone who had an issue on thier 2000 4runner. I have a hood scoop on mine though and I think it helps. Also, I took out the liner underneath the hood to provide more room.

Installing it is very easy and it produces consistent results. I am sure if you get it you won't be dissapointed.

Good luck and let me know how your set-up turns out!
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Old 01-30-2008, 06:14 AM   #60 (permalink)
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I like turbos since they aren't limited to engine speed and can easily be upgraded and can make up for lesser oxygen at higher altitudes meaning they can make the same lbs of boost they make as sea level,SC lose pressure up here due to the engine not making as much power on it's own.
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Old 01-30-2008, 06:20 AM   #61 (permalink)
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BS - they both make x psi boost over ambient.

The supercharger is controlled by the size of the pulley and the turbo by the wastegate, both of which are easily adjustable for altitude compensation.
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Old 01-30-2008, 03:31 PM   #62 (permalink)
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BS - they both make x psi boost over ambient.

The supercharger is controlled by the size of the pulley and the turbo by the wastegate, both of which are easily adjustable for altitude compensation.
^^ I have to agree with you on this one, a supercharger is just as adjustable as a turbo, if not more (a turbo can only spin as fast as the exhaust going through it)

And for the comment about turbo's not limited to engine speed:

Are you saying that turbos are putting out the maximum boost that a particular system needs at idle? And that everything else (any increase in boost pressure) after the exhaust volume/speed increases (usually happens with an increase in rpm, aka engine speed) is just sent out the waste-gate,

in theory: at idle you are making 10psi, which is all you want, and when you are accelerating and the engine is at 3k rpm you've got 20psi, but half of that is getting sent out the waste-gate?

and for the altitude part: yes they might be effected differently, but as stated, both are adjustable
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Old 01-30-2008, 03:46 PM   #63 (permalink)
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i have, they were made by Detroit Diesel, most popular models were the 8v-71 and 8v-92 and some other models i cant think of right now, they were 2-stroke diesels but even with the blower they were considered naturally aspirated, the blower was needed just to run, the later models had turbos and blowers but still were NA, at high RPM the turbo had a bypass port to bypass the blower to give the engine extra air

THERE WAS ALSO THE 12V 92 THAT RANT THE SAME SET UP AND THEY WERE MONSTERS BUT FUEL GUZZLERS ALSO AND 1000 A HOLE TO REBUILD BUT A HELL OF A MOTOR WITH A 13 OR 18 SPEED BEHIND THEM. THEY WERE ALSO ON THE CUMMINS MOTORS IN THE EARLY 70'S UP TILL THE 80'S YOU COULD FIND THEM PULLING THE HILLS OF THE WEST COAST FROM BC TO MEXICO
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Old 01-31-2008, 07:35 AM   #64 (permalink)
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BS - they both make x psi boost over ambient.

The supercharger is controlled by the size of the pulley and the turbo by the wastegate, both of which are easily adjustable for altitude compensation.
Hmm,I'm going by what I made at sea level in Texas which was 19psi and i made that at 5800ft with zero changes but I did lose about a half second in the 1/4 mile. My friend on the other hand was making 7psi of boost at the same track same day in Texas with his SC'd Integra Type R but at our home track it wouldn't make any more than 4psi since the motor had less oxygen to play with.

Supechargers will still lose about a second up here with zero changes to anything,tubos can compensate for altitude better with no haslles.

Now I could just adjust the boost controller for more boost but I was pushing my fuel system anyway but up here I had a little more margin for error. My friend on the other hand would've had to change the pulley which was just more money and time with changing it.

I had a datalogger and just tuned my AFC for zero knock and maximum timing advance during WOT runs.



Quote:^^ I have to agree with you on this one, a supercharger is just as adjustable as a turbo, if not more (a turbo can only spin as fast as the exhaust going through it)

And a SC is limited to how fast the engine is turning but you can adjust a $50 manual boost controller to make any possible boost the engine and fuel system can handle. You don't need more exhaust to create more boost,you just need a larger wastegate and keeping it closed will create alot of boost if the turbo is big enough. Of course the better flowing the engine can create better flow but with most stock cars a basic turbo setup will be enough to blow up your motor,at least a SC can't accidently get boost creep ( Wastegate not big enough to evacuate exhaust fast enough) and blow your motor up.

It's been awhile removed from a turbo car so I might have left a few key points out but feel free to get me up to date if I'm wrong as I'm not trying to be a know it all.
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Old 01-31-2008, 07:38 AM   #65 (permalink)
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BS - they both make x psi boost over ambient.

The supercharger is controlled by the size of the pulley and the turbo by the wastegate, both of which are easily adjustable for altitude compensation.
Hmm,I'm going by what I made at sea level in Texas which was 19psi and i made that at 5800ft with zero changes but I did lose about a half second in the 1/4 mile. My friend on the other hand was making 7psi of boost at the same track same day in Texas with his SC'd Integra Type R but at our home track it wouldn't make any more than 4psi since the motor had less oxygen to play with.

Now I could just adjust the boost controller for more boost but I was pushing my fuel system anyway but up here I had a little more margin for error. My friend on the other hand would've had to change the pulley which was just more money and time with changing it.

I had a datalogger and just tuned my AFC for zero knock and maximum timing advance during WOT runs.



Quote:^^ I have to agree with you on this one, a supercharger is just as adjustable as a turbo, if not more (a turbo can only spin as fast as the exhaust going through it)

I can turn by turbo down to stock boost for emossions testing and then leave the place and pump it back up to 16psi for the street and then 19psi for the track in a matter of seconds and if I had a Electronic controller I'd never even leave the driver's seat.

And a SC is limited to how fast the engine is turning but you can adjust a $50 manual boost controller to make any possible boost the engine and fuel system can handle. You don't need more exhaust to create more boost,you just need a larger wastegate and keeping it closed will create alot of boost if the turbo is big enough. Of course the better flowing the engine can create better flow but with most stock cars a basic turbo setup will be enough to blow up your motor,at least a SC can't accidently get boost creep ( Wastegate not big enough to evacuate exhaust fast enough) and blow your motor up.

It's been awhile removed from a turbo car so I might have left a few key points out but feel free to get me up to date if I'm wrong as I'm not trying to be a know it all.
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Old 01-31-2008, 12:39 PM   #66 (permalink)
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you boost the same PSI at altitude, it's just that the air is less dense and contains less O2 hence you make less power. on the other hand you're less likely to have detonation issues at altitude and can adjust your boost and timing to make up for the power loss.

you can't just change pullies to run more boost on a S/C - you're very limited as to how much you can adjust your boost with most blowers. headunits have factory spec'd tolerances and if you spin them beyond those tolerances the bearings give out, the impeller hits the casing @ 40K rpms and all the tiny shards get sucked into your engine. i can post pics of the fried/busted bearings that came out of my blower if you want proof

and why the heck do people keep saying you can't intercool with a supercharger??? it's just a matter of plumbing some intake tubing, what's so difficult? I can post pics of dozen's of intercooled S/C setups if you want?

on the turbo lag subject, the turbo 4.3 guys I know are making full boost (20 psi+) at just over 2000 rpms. if you have an automatic trans with the proper torque converter you're pretty much in boost as soon as the truck starts to move
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Old 01-31-2008, 03:14 PM   #67 (permalink)
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and why the heck do people keep saying you can't intercool with a supercharger??? it's just a matter of plumbing some intake tubing, what's so difficult? I can post pics of dozen's of intercooled S/C setups if you want?

How do you put an intercooler on a TRD supercharger? The charger bolts right onto the intake manifold.
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Old 01-31-2008, 06:23 PM   #68 (permalink)
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