HP potential from TRD Supercharger
- Thread starter JustenGT8
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The 1UZFE EGR Delete Kit is available for sale here.
For max boost race applications that is true. For street vehicles spending a small percentage of operation under boost and mostly mid range power at that the TVS has some interesting advantages.
First is true bypass. While a screw can of course and should use a bypass there is still internal compression occuring which takes power and creates heat. For normal operation that is not helpful as it lowers economy AND creates a heated assembly (case, rotors and such) that will then conduct heat to any actual boost when used. This again based on street driving characteristics. I haven't seen an actual statement from Mercedes to the effect but I believe that is at least part of the reason for the clutch devices used on the compressor drive on the supercharged AMG 55 series engines that had lysolm compressors.
Another advantage as you noted is cost. Very attractively priced.
Actual performance comparisons is always interesting and would love to see actual back to back testing on a properly and comparably sized set of chargers. Efficiency, drive power vs boost, peak power and power under the curve. Eaton is claiming some very impressive efficiencies. Of course the manufacturer is hardly an unbiased source.
It seems that you're looking into a new application for your new 1UZ engine.
I'm curious if anyone is running or planning on running a 2.3 litre harrop supercharger on a 1uz. I'm just about to get the 1.9 litre one from Bullet but thinking if I can go bigger, I should be it now. Is it not to extreme? Would it fit on the same bullet manifold?
I figured that's what the TRD MP90 was? There are a couple of UZ options then?
What i need has to flow 400+kw at around 15psi (same as much current turbos) so having looked around i don't think a 2.3 will do it?
IMO the Eaton TVS units have made the earlier 3 lobe designs obsolete. I would only consider the old style for a cheap low dollar minimal power upgrade. Now some have the 112 and 122 size 3 lobe pumps and make decent power at low and mid RPMs but become heaters as the RPMs rise.
JustenGT8
New Member
Thanks, i was hoping on a 4litre it might be OK but appears not.
So TVS, Opcon or Kenne Bell are the likely options then? For 400kw (flywheel) of flow i'd get away with a 2.3 litre without having to run stupid boost? or need something bigger?
With my TT setup i can hit this easy enough under 12psi with good response so looking to keep at least this type of response if not better.
Better go check your setup specs again Rod
So TVS, Opcon or Kenne Bell are the likely options then? For 400kw (flywheel) of flow i'd get away with a 2.3 litre without having to run stupid boost? or need something bigger?
With my TT setup i can hit this easy enough under 12psi with good response so looking to keep at least this type of response if not better.
Better go check your setup specs again Rod
Lextreme II
Active Member
Justen,
Do u know if the 2UZFE TRD will work on the VVTi heads? I think they have the same angle and so on. It would be interesting to put on a TRD into a VVTi. There you go John Brady....... TRD 1998 LS400.
Do u know if the 2UZFE TRD will work on the VVTi heads? I think they have the same angle and so on. It would be interesting to put on a TRD into a VVTi. There you go John Brady....... TRD 1998 LS400.
Lextreme II
Active Member
For max boost race applications that is true. For street vehicles spending a small percentage of operation under boost and mostly mid range power at that the TVS has some interesting advantages.
First is true bypass. While a screw can of course and should use a bypass there is still internal compression occuring which takes power and creates heat. For normal operation that is not helpful as it lowers economy AND creates a heated assembly (case, rotors and such) that will then conduct heat to any actual boost when used. This again based on street driving characteristics. I haven't seen an actual statement from Mercedes to the effect but I believe that is at least part of the reason for the clutch devices used on the compressor drive on the supercharged AMG 55 series engines that had lysolm compressors.
Another advantage as you noted is cost. Very attractively priced.
Actual performance comparisons is always interesting and would love to see actual back to back testing on a properly and comparably sized set of chargers. Efficiency, drive power vs boost, peak power and power under the curve. Eaton is claiming some very impressive efficiencies. Of course the manufacturer is hardly an unbiased source.
stevechumo
Active Member
Justen,
It seems that you're looking into a new application for your new 1UZ engine.
I'm curious if anyone is running or planning on running a 2.3 litre harrop supercharger on a 1uz. I'm just about to get the 1.9 litre one from Bullet but thinking if I can go bigger, I should be it now. Is it not to extreme? Would it fit on the same bullet manifold?
JustenGT8
New Member
I figured that's what the TRD MP90 was? There are a couple of UZ options then?
What i need has to flow 400+kw at around 15psi (same as much current turbos) so having looked around i don't think a 2.3 will do it?
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