4.7 supercharger, thoughts? (3 Viewers)

[Zjohnsonua]

I spoke with a former Toyota/Lexus master mechanic about his thoughts on installing the supercharger and why they stopped making them. He told me not to worry too much on the Lexus models. Although the Toyota vehicles had a 4.7L V8 with the same engine designation, he told me that those engines are not the same as the Lexus. Those are made/assembled in Kentucky with cast internals. The Lexus are imported from Japan with forged internals. He said that he saw a small number of the Toyotas with failures. He suspected that those owners were also using the cheapest gas at the pump. He didn’t have many Lexus’ with the TRD’s installed, but he said that he never saw one with issues.

I had this reaffirmed by another mechanic, but I would like some confirmation. Are there any old crusty Toyota/Lexus nerds on here that can definitively confirm or deny with experience?

Tear into the parts books and you'll find that this information is incorrect. The individual you're referring to got 1UZ and 2UZ information swapped around.

Early 1UZs came with relatively huge, super stout, forged con rods which were backed up with 6 bolt mains. These rods got "weaker" as Toyota got cost out through the years. They also ditched the 6 bolt mains, unfortunately. The overall engine cost was also absorbed by the initial vehicle prices being much higher due to their luxury status. 2UZ is a truck engine - full stop. It needed to make torque, do it cheaply (enter cost reduced rods), and be durable. It does that very well. It just doesn't have the boost-capable bottom end that the early 1UZ does. Doesn't make the 2UZ bad, per se, just means that the 1UZ is WAY overbuilt (it came from the same development era as the 2JZ-GTE)...I digress.

As for engine sources....The 2UZ came from two plants, Tahara (in Japan) and Huntsville, AL. 4Runner/GX and UZJ100 (both Lexus and Toyota) got the Tahara engine due to logistics. Tundra and Sequoia got the Huntsville engine, again...logistics. Logistics caused components' physical sources to vary to some degree, but the parts are the same.

 

[Rednexus]

Fuel economy went out the door looooong ago

The SC didn't change that, at least for me and my setup, and how I like to drive. This is how I see it: same fuel economy more or less, whether towing or daily driving, yet have more power, equals a net positive in my book. Don't look at F/I as a means to improve mpg, I say. The valve body with TC lockup did more for fuel economy than anything else I've done.

I'm also running the VB and TC lockup, which literally netted me 2 more mpg towing our camper. Good to know that fuel economy didn't decrease . It's moot anyway for my VVTI GX, but one can dream of a bolt on supercharger and tuning solution!

 

[dahoseman]

Tear into the parts books and you'll find that this information is incorrect. The individual you're referring to got 1UZ and 2UZ information swapped around.

Early 1UZs came with relatively huge, super stout, forged con rods which were backed up with 6 bolt mains. These rods got "weaker" as Toyota got cost out through the years. They also ditched the 6 bolt mains, unfortunately. The overall engine cost was also absorbed by the initial vehicle prices being much higher due to their luxury status. 2UZ is a truck engine - full stop. It needed to make torque, do it cheaply (enter cost reduced rods), and be durable. It does that very well. It just doesn't have the boost-capable bottom end that the early 1UZ does. Doesn't make the 2UZ bad, per se, just means that the 1UZ is WAY overbuilt (it came from the same development era as the 2JZ-GTE)...I digress.

As for engine sources....The 2UZ came from two plants, Tahara (in Japan) and Huntsville, AL. 4Runner/GX and UZJ100 (both Lexus and Toyota) got the Tahara engine due to logistics. Tundra and Sequoia got the Huntsville engine, again...logistics. Logistics caused components' physical sources to vary to some degree, but the parts are the same.

Thanks for that info.

 

[Toyoland66]

more info on the Elate kit from the 100 section:

Builds - 2007 LX470 Super Cruiser build with Elate Mfg Supercharger

I picked up an Elate Mfg FDFI1900 supercharger kit last year and installed it over the last few days. This is now the final mod of my Super Cruiser build :steer: I went for the full enchilada and ordered the intercooled kit for my VVTI 2UZ. I think I am the first person in the USA to put one of...

forum.ih8mud.com

Super tempting…

 

[Rednexus]

more info on the Elate kit from the 100 section:

Builds - 2007 LX470 Super Cruiser build with Elate Mfg Supercharger

I picked up an Elate Mfg FDFI1900 supercharger kit last year and installed it over the last few days. This is now the final mod of my Super Cruiser build :steer: I went for the full enchilada and ordered the intercooled kit for my VVTI 2UZ. I think I am the first person in the USA to put one of...

forum.ih8mud.com

Super tempting…

Great find from the 100 series forum! Looks like the Elate kit is $9,300 AUD/$6,300 USD, and tuning is required. I'd be curious knowing more about the piggyback ECU and the level of effort required to fully tune a boosted 2UZ. An expensive mod for sure, but it's not that much more than gears and lockers. And it would be amazing to have a GX putting out something like 400 HP at the crank, when paired with headers and an exhaust.

E85 also sounds great, but it's not readily available over most of the country (zero stations around here sell it, despite being on the edge of corn country).

 

[blueranger501]

I've been running the supercharger for over 3 years with no issues. Found it new and was an absolute PITA to piece together all the discontinued parts and pieces but its possible.

Drivetrain only mods I have (truck has many others...)

Volant CAI
Amsoil Cone Filter
TRD 9th and 10th injectors
Cleaned and calibrated injectors
TRD Thermostat
Unichip (custom tune)
Doug Thorley Shorty Headers (damn CA Smog)
2.5" 304SS TIG mandrel bent dual exhaust w/ x pipe + dual Burns Stainless 6.25 Stage 2 dumped after axle
IPT Valve Body Mod
AFR/Boost Gauge Combo on A-Pillar
35x11.50x17 Toyo AT3s
Methods
SOS StopTech BBK
4.88 + ARB Lockers F/R
Manual Hub Conversion
And lots of other stuff...I should start a thread.

Anyways, point being have been running for over 3 years with zero issues or leaning (I get 10.5:1 @ redline intentionally, wouldn't mind leaning out a little bit).

All of the concerns in this thread boil down to this: TRD computer got a little wonky sometimes, leaned out at redline, pulled timing, rods go boom (why do you think they added a 10th injector). I have had no issues with mine, ESPECIALLY after I got a custom tune (I was having this issue before).

Truck is putting down 348HP/373TQ with a DynaPack tune, this is at the HUB, not wheels, not crank, don't want to assume a calculation and be wrong. This was before I did my exhaust which made a considerable noticeable difference I would say another 20 ea to that number (it was on stock exhaust before).

Super fun but was definitely a project sourcing parts, happy to help whoever needs it. James McCann gets all the credit for helping with sourcing, inspiration, troubleshooting etc, he knows more than anyone about this platform.

Total cost for blower setup was $6,000 (unit alone was brand new and $2800): including unichip ($750) and tune ($600) and Innovate PSB-1 Gauge ($400 w bung labor).
Volant CAI and Filter: $375
Doug Thorley Headers: $700
Custom Exhaust: $2500
Valvebody mod: $750

Total cost: $10,500 (rounded up, I'm sure I forgot something)

None of this includes labor, I did that all myself (except exhaust components).

Would I do it again? Sure, if you have the money its super fun and I smile everytime I drive it (I did before too).

Happy to answer any questions or share any knowledge, these are cool trucks and this is one of those "if you know you know mods" - just not a lot of good information out there.

 

[blueranger501]

I'm also running the VB and TC lockup, which literally netted me 2 more mpg towing our camper. Good to know that fuel economy didn't decrease . It's moot anyway for my VVTI GX, but one can dream of a bolt on supercharger and tuning solution!

More info on the TC lockup? That would be interesting, my mileage its exactly the greatest. Can you describe it and when you use and what parts?

 

[blueranger501]

More. Rear has since gotten a full Archive Garage refresh...

 

[Rednexus]

More info on the TC lockup? That would be interesting, my mileage its exactly the greatest. Can you describe it and when you use and what parts?

It's from Wholesale Automatics in AU. You can order it from Cruiser Brothers in Stockton, CA. I have the 5 speed auto. Not sure if they are also available for 4 speeds.

 

[GXO]

More info on the TC lockup? That would be interesting, my mileage its exactly the greatest. Can you describe it and when you use and what parts?

I have it in my 03 GX. Nomad Valve Body HD lets you add on a TCC lockup button. Works amazingly well towing.

 

[dahoseman]

I have it in my 03 GX. Nomad Valve Body HD lets you add on a TCC lockup button. Works amazingly well towing.

How big of a difference is the IPT Valve Body Mod? Definitely worth it?

 

[Rednexus]

I only use mine when towing or when pulling a long/steep grade (or downhill). For normal driving it's honestly a PITA to use as you want to avoid letting the transmission change gears with the TC locked, so you have to constantly unlock and relock it before and after shifts. I don't find the unloaded difference in MPG enough to use it unloaded, except for especially steep hills.

For towing it's great as I can run locked in 5th gear at ~2000 rpm pulling our camper, keeping the transmission nice and cool, negating the constant lock/unlock the trans would do without the switch (and extra trans heat), and also negating having to tow in 4th gear at ~2600 rpm. The trans usually runs 175F towing locked. It's also great when pulling a hill that requires 3rd gear or below, which the OEM transmission does not allow for lockup in. Just hold the transmission in that gear and lock the TCC, all the power goes to the ground and the trans stays cooler. Same thing for long downhills, it helps with grade braking. It, plus the Nomad valve body (which is more refined than the IPT), gave me around 20% better MPG towing but really no changes unloaded.

It's not a cheap mod for $500. I'd only get one if you are towing a lot or have a very heavy rig.

 

[blueranger501]

Valve body made a massive difference for me. This is for the A340 4 speed on my Tundra; before I was getting some slipping from first into 2nd gear WITHOUT the supercharger so I elected to install it. Man, it doesn't slam gears but it definitely doesn't mess around when it shifts, right into gear, no fuss, but you feel it no doubt.

I also have an '05 GX470 and compared to that its hard to believe they are nearly identical powertrains and transmissions. GX is pure butter, true luxury and sexy shifting, the IPT mod made it more of a track truck. I was okay with it before the supercharger, I am very okay with it after, would defiitly recommend.

Regarding quality of differences between Nomad, no clue. Didn't know of them at the time and haven't done any research but can report the IPT mod was worth it for me. The torque converter lockup is different though, I definitely hunt in 4th on a steep grade but when I lock out OD the TQ converter will lock automatically so no issues there.

 

[rancejunge]

My GX470 project for pulling my Oliver Elite II travel Trailer from the Midwest to the Artic Circle. I designed it for low end torque and better mpg. I have a 2nd 24 gallon tank installed for greater range. I made a custom water to air intercooler, Doug Thorley long tube headers y pipe and magnaflow exhaust, port and polished heads, 11.05 to 1 forged pistons with Eagle full floating H beam rods, eight 330cc Denso injectors with 9th & 10th injectors being 60 lb controlled by a Map ECU 3 piggyback computer.

 

[rancejunge]

Many custom parts I had to machine myself since raising the Supercharger hat 1 inch made some linkage changes. I lifted the intercooler plate with a small 1/8th inch thick frame to allow all surface area to be utilized. I bought a 2uz-fe VVTI block so I could get the oil squirters to cool the pistons so to avoid engine ping with 11:1 compression. Factory cylinder compression is upto 190 psi mine test 235 psi. All the pistons top surface and combustion head surface were polished to a mirror finish to help reduce chance of knock. The TRD supercharger kit was designed for the non VVTI engine so I will use my 2004 trottle body, knock sensors and ECU on the VVTI engine. I will control the Cam intake valve timing with a manual pulse with modulator that I may add an automated control of engine rpm to it later. I like the idea of manual control to make the most torque possible at low rpm to help mpg and towing.

 

[rancejunge]

More pics.

 

[rancejunge]

Duplicate.

 

[rancejunge]

The boost will be higher on higher compression engines as seen with the dyno testing on Ford Coyote engines. It is just not 1:1 as you would think. Probably 1/2 to 3/4 lb more boost in my case on this 2uz-fe over what is normally seen with these TRD supercharged setups. I have made a provision to keep the bypass valve open if knock occurs from less octane fuel available on my trip thru Canada and Alaska. Sometimes premium isn't available. Here are photos of the 2nd 24 gallon gas tank added, notice I was able to keep my factory class IV trailer hitch with some custom parts made. Also notice the little round transfer switch/gauge looks factor where I installed it with the other cluster of switches. Now I have 48 gallons on board plus a couple of Jerry cans if needed. This extra tank should pay for itself ($2100) over time getting me from one Costco to the next as gas prices in Canada on the trail can be as much as $3 a liter.

 

[rancejunge]

GX470 has 35 inch tires and pulling 6,000 lbs with roof tent so bottom end torque is needed.

 

[rancejunge]

This 2uz-fe is such a good design and compact design for a 32 valve V8. The cam drive belt IMHO is better than the chain design in the newer Toyotas. The Tundra 2uz-fe VVTI engine I bought from salvage had 110,000 miles on it. You can see how good the bores looked in the photo. I took a very accurate micrometer to it and could not find any wear to it anywhere....it just amazed me. The bores still had the honing marks! No cam wear or bearing wear detected. These truly are million-mile engines if properly maintained with good synthetic oil. The only sign of wear I found was slight pits in the valves which lapped & polished right out. Porting & polishing those heads was super time consuming and a lot of work LOL..

I checked with the Toyota dealer and any TRD superchager parts are NO MORE! So you may need to be handy to keep them going but I like the design because of the longer runners over the Australian designed ones as long as you can intercool it. The TRD was engineered with some intercooling the way the incoming air cools the underneath side of the honeycomb design of the hat and the 9th & 10th injectors spraying the twin screws helps. But adding my water to air intercooler gives it 3 ways to cool that air.

By the way this did not cost as much as it may look like. I shopped around and got descent prices on most parts, but I had to put hours in on making adjustments and parts. The 110,000 mile 2uz-fe engine & transmission A750F with 20,000 miles which was new from Toyota cost me $1,400 with all accessories, Rods where $580, Pistons with rings 94 mm bore $1000, used TRD supercharger with Unichip $3000, Cometic head gaskets $200, Intercooler parts $300, Map ECU3 $700, Doug Thorley headers Y pipe with Magnaflow exhaust $1800 and new head bolts plus gaskets. So less than $10,000 with pretty much a new transmission that I will put in even though mine seems to be still perfect with 178,000 miles on it. I bought this GX470 new, ordered it from Japan and will sell the perfectly good engine (I always changed the synthetic oil myself) and transmission for some recovered cost.

I have an extra set of 11.05 to 1 pistons and could build a 2nd engine like this if someone is interested. Believe me it is truly one of a kind.