TRD Supercharger

[Beowulf]

I guess I would see that simply phrased as "is the supercharger hard on the head?" without the because clause. But this is tech, not semantics, sorry.

B, I agree with what you're saying but I've got to think that the differences in heat expansion/contraction of aluminum and iron in cold temperatures can't help the situation.

I am about 99% positive the Ozzie 1FZ-FE engines have an AL head; not the exact same as our since they don't have EGR. Dunno about the ones in Africa. The "mil spec" 80s in Eastern Europe (NATO rigs with 1FZ-FE) get the cast iron head (also w/o EGR).

-B-

 

[RavenTai]

I am about 99% positive the Ozzie 1FZ-FE engines have an AL head; not the exact same as our since they don't have EGR. Dunno about the ones in Africa. The "mil spec" 80s in Eastern Europe (NATO rigs with 1FZ-FE) get the cast iron head.

-B-

they get carberators also if we are taling about the same model, someone here posted pics of one in New York, I think it belonged to the UN.

the intake cam on ours has an extra lobe in it for the mechanical fuel pump,

so woudl thiss iron head have a fuel pump boss that would need to be blocked off or is it in the valve cover?

 

[Beowulf]

But how can I remove my EGR to be OZ spec?

Short answer: You cannot remove the EGR system.

Actually, you can... as you know anything can be done but we've cussed and discussed this many times and it's just not worth it. First, it's illegal to tamper with the emissions components. Next your ECU expects those inputs and is gonna crap it's pants when you take them away. Your engine is designed to work well with EGR and it cools down the combustion gasses (or so I've read) and finally, keeping EGR is the right thing to do, environmentally.

-B-

 

[Beowulf]

they get carberators also if we are taling about the same model, someone here posted pics of one in New York, I think it belonged to the UN.

the intake cam on ours has an extra lobe in it for the mechanical fuel pump,

so woudl thiss iron head have a fuel pump boss that would need to be blocked off or is it in the valve cover?

Raven is quite right, the NATO rigs with the cast iron head have a carb; not FI. I'm certain the engine designation would be different; probably just a 1FZ.

I believe some of the Venezualan rigs also get the carb. Might have been earlier years because the last time I looked on the VZ web site they were listing FI on all models sold.

-B-

 

[RavenTai]

carb

thanks for that, I has searched for carburetor and could not find the thread.

Carb got me this:

https://forum.ih8mud.com/showthread.php?t=31431&highlight=carb

cannot quite see the head itself but the fuel pump is there

 

[Romer]

Macgyver,

I'd like to commend you on having the courage and character to basically restart this discussion with little fanfare and demonstrate your ability to move on even when things got mean spirited. In all the years of forums and their inevitable rumbles now and again I have never seen that happen versus the traditional "I'm outta here" endings. It's something I value in the friends I choose in real life, so nice to see here in forum-land. Cheers.

DougM

I agree, the fact that you came back and said you did have it backwards is commendable.

Seee, we might just know something

 

[CJF]

That is not accurate. I didn't bother to look.........

LMFAO!!

 

[LINUS]

I am restarting this thread because I believe for the first part before we got into forced induction engines, I knew what I was talking about and the thread contained very good info. Now i did some research on forced induction engines and found like most of you said I had the theory down but I just had it ass backwards.

Atta Boy - way to come clean! I saw your post yesterday and if this was my BMW forum there would be a long line to pick the meat off your warm, dead carcass. This is nearly the most polite and understated forum I am on, aside from a few European BMW forums (those guys have a lot of class), and I am glad that this forum has stayed that way.

Anyhow, no supercharger on my truck, but I am surprised to hear that for the cost that this is a <7# boost system.

Does the TRD fan make a better torque curve, as well as add some decent ft. - lbs.?

I was surprised that ~30 HP is what you get for the price of entry - aren't these ~$2K?

 

[CJF]

I was surprised that ~30 HP is what you get for the price of entry - aren't these ~$2K?

You misread. See post #13.

 

[SUMOTOY]

More SC comments

Alum vs iron head. Not really a topic for further discussion IMO. Aluminum heads are used on just about every turbo/supercharged production car/truck in the world, save the diesel trucks. Millions of them. Stainless valves, sodium filled valves, special head bolts, metal head gaskets, forged cranks, low CR pistons, hardened bearings, piston oil squirters.... IOW, it's what's attached to the block and head that differentiates a forced induction motor.

Boost vs HP draw on the SC. According to Eaton, expect 6.5psi to draw around 25hp. Expect 8.5psi to draw around 33hp.

On boost vs off boost. The M90 uses an internal bypass valve, so under vacuum it has no load (rephrase, no more than a turbo). My gas mileage on the highway didn't change (running stock tires and suspension, TJM front only) at all. My city milleage changed a lot, but driving it without boost, it's the same.

HG failure. Like hard drives, all headgaskets fail, it's not if, it's when. My investigation of the 1FZFE engine design indicates that water flow at the back of the head isn't optimal. Add in the EGR on top of that, I can see the gasket being stressed. I am not convinced the SC will affect head gasket failure one way or the other. I am the test dummy for the head gasket, as I bolted my SC on at 110k with the stock gasket, and am now at 129k.

Shift vs boost. I agree, long boost hills are best addressed at 3psi with overdrive locked out, than 6.5psi with overdrive in. I found no change in mileage doing in the eastern mountains with a tandem trailer attached a couple weeks ago.

I also found that my original 02 sensors took a dump on that trip, which really affected mileage.

I also found that code 71 (EGR valve) exists on a 94 truck. Changed the vacuum orientation at the Tbody during a idle valve swap the other day, code 71. Not sure how or why, I thought that was a CA thing.

MacGuyver, ck the search engine on the SC and turbo, there is a LOT of information already in the archives.

HTH

ST

 

[RavenTai]

A My investigation of the 1FZFE engine design indicates that water flow at the back of the head isn't optimal. Add in the EGR on top of that, I can see the gasket being stressed.

I disagree, If you look at the water ports in the gasket 90% of the water flows into the head from the block at #6 and then flows foreward, the majority of thaat happens on the exhaust port side where the heat is greatest. the rest of the ports arround the other cylinders are quite small.

 

[Sackman]

I am the test dummy for the head gasket, as I bolted my SC on at 110k with the stock gasket, and am now at 129k.

Sumo,
What would your reasoning be for putting on the SC w/o replacing the HG? ...is it because you believe that the SCs do not cause HG failure? just curious, because (nearly) everyone has said that it "should" be done before putting it on. . . an I would like to consider being a test dummy myself, but need some reasurance from other test dummies, who seem to be in hiding......

 

[LINUS]

I'm completely aware that we are talking about a supercharger here, but as food for thought - What is the critical differences between a 1FZ-FE head and whatever the engine code is for the head that came stock on a TURBOcharged Supra? FI is FI once you have it at the manifold.

I hear those F & F Supra guys make crazy boost on stock bottom ends, but I know nothing about the headwork they do, let alone how close to our heads are to what Supra motors are. Just thinking out loud I suppose.

B

 

[RavenTai]

they are both penttop roof (SP?) 4 valve heads of a similar generation IIRC the supra engine has a different valve angle where the bottoms of the intake and exhaust valves are closer to facing each other.

I understand the supra engine is designed for higher revs, where the 1FZ is a more appropriate truck engine with power down low, and somehow this valve angle plays into it. cross flow scavenging?

 

[peacekeeper1961]

I'm running a 1997 FJ80 with a TRD Supercharger installed. It has been on the vehicle for about 25,000 miles with current mileage being 107,000. I don't know all the ins and outs of the technical aspects but I do know that the install was relatively simple except for the big @#&* bolt on the crankshaft. Only adjustment was to the cruise cable and I was off and running. Extremely pleased with no mechanical problems since. Now I can actually pass other vehicles, on a two laner without having to have two miles of clearance. I didn't play with the boost because the instructions warned against this and from my experience as a Toyota SM, if they say don't mess with it don't, unless you want to be picking your pistons out of the oil pan. The only issue I have had, and this is of late, is an occasional ck eng light and the setting of an EGR code.

 

[Sackman]

peacekeeper,
did you replace the HG at all?

 

[SUMOTOY]

I disagree, If you look at the water ports in the gasket 90% of the water flows into the head from the block at #6 and then flows foreward, the majority of thaat happens on the exhaust port side where the heat is greatest. the rest of the ports arround the other cylinders are quite small.

RT:
I base that opinion on my experience with the 2 valve head (non crossflow) design of the long audi I5 turbo engine. It has the exact same problem at the back of the head as the 1FZFE in terms of HG problems, no EGR. Audi also addressed this problem in production with the design of the new crossflow 4 valve head (same block). They installed a water manifold with individual ports to each cylinder. A lot of modern engine designs have done this on crossflow heads since the early 90's. I suspect it has to do with the length of the block creating a heat issue at the back of the motor. Regardless, I and several other folks have all but eliminated this problem on the early I5 by adding two water ports at cylinders 4&5.

It would appear this is also possible on the 1FZFE as well, and when my HG gives signs of failure, I plan on addressing this further.

ST

 

[SUMOTOY]

Sumo,
What would your reasoning be for putting on the SC w/o replacing the HG? ...is it because you believe that the SCs do not cause HG failure? just curious, because (nearly) everyone has said that it "should" be done before putting it on. . . an I would like to consider being a test dummy myself, but need some reasurance from other test dummies, who seem to be in hiding......

I look at HG failure as a when not an if. I bolted on my SC and drove it hard at Steamboat Ice track, even dumping the radiator fluid a dozen times within the first month of install. I have used my truck to tow 5000lbs tandem axle car trailer quite regularly, so my use is considered extreme. I used to think this HG was a huge problem, but remember, our list is a pretty small 'n' in terms of LC's built. If this was big enough a problem, Mr. T would either have a recall or a TSB on the problem. There is none that I'm aware of.

Yes, Mr. T redesigned the HG, as do several manufacturers over the years. Does it specifically address any known issue? Who knows for sure. If my first head gasket fails tomorrow at 130k, I'll have 260k before being able to come to some sort of conclusion on that. I suspect at that point, I'll have already acquired another sumotoy by then.

I run a shop, so although possibly an inconvenient failure (aren't all HG failures so labelled), addressing it as a PM seems impractical. BTW, I service a 150k 93 LC with original HG, and another 94 with 110k with the original HG. Both also sport the original PHH, that I inspect on every service, also without issue. I run 50/50 green brand X coolant in them all. Go figure.

ST