Tundra supercharger

Tundra supercharger DEFAULT

We’re not sure who thought up the whole muscle-truck idea, but it’s not a terribly sensible one. By most measures, pickups are rather ill-suited for speedy travel, with innately lousy aerodynamics, high centers of gravity, nose-heavy weight distributions, and working-class suspensions. Adding buckets of power doesn’t turn them into sports cars, just marvelously brawny statements of one’s masculinity (or perhaps compensation for lack thereof).

That, of course, didn’t stop Ford from dishing out a few thousand 360- and 380-hp supercharged SVT F-150 Lightnings from 1999 until 2002. Nor did it deter Dodge from cramming a 500-hp Viper V-10 into its 2004–06 Ram SRT10. Brazen as they were, they were also far more expensive and less practical than standard pickups, with tap-dancing solid-axle rears that gave them high-drama handling, especially in inclement weather. Still, as with anything (or anyone) so obnoxious, there is a certain appeal, so we sorta miss those screwy behemoths now that they’re gone.

We’ve Been Tundra-Struck

We were intrigued when Toyota offered us some seat time in a short-bed, standard-cab Tundra that had been given a thorough in-house mechanical makeover using widely available and warranty-compliant TRD parts. The top-billed mod was a Roots-type supercharger taking the truck’s already stout 381-hp, 5.7-liter V-8 into the power stratosphere with 504 pressurized ponies and 550 lb-ft of torque. How do you say “Lightning” in Japanese? Calling it the “TundraStruck” would perhaps be more fitting.

The truck started out as an unassuming red Tundra SR5 press vehicle. From there, TRD added not only the supercharger ($5875) but also a dual-exhaust system ($1065) and a “big-brake kit” with 16-inch cross-drilled front rotors and six-piston calipers ($2795). The rest of the transformation came courtesy of performance-tuned front and rear shocks, revised front coil and rear leaf springs, and a new rear anti-roll bar ($1464), plus forged and polished 22-inch TRD wheels wrapped in massive 285/35 performance rubber ($4699). In total, the truck wound up lowered by 2.0 inches up front and 2.5 inches in the back, imparting some much-needed bad-assitude to the Tundra.

“Like Driving a Ballistic Building”

Now, we at Car and Driver are generally given to the notion that there are no such things as too many ponies or too much twist. Of course, one must have the traction to harness them. Trying to launch an unladen, rear-drive pickup with the power of a thousand suns was, to put it mildly, difficult. The truck’s traction-control light was on more often than it was off no matter where we were—the freeway, Sunset Boulevard, our living room. “It’s like you’re always on snow,” said C/D technical editor Aaron Robinson.

But we sure had fun trying. Dusty conditions at an impromptu testing location precluded us from getting trustworthy test numbers, but we feel pretty confident saying this truck would accomplish 0 to 60 in about 4.7 seconds and conquer a quarter-mile in 13.5 seconds. As with the Lightning and the SRT10, the sensation of such a big thing charging forward so dramatically is eerie. Robinson described it best: “It’s like driving a ballistic building.”

Accurately controlling the truck was sometimes as difficult as putting its power down. The gas pedal offered little resistance, which meant that bumps in the road inadvertently turned into highly dramatic unintended-acceleration events. Although it had good on-center feel, the unmodified steering system communicated nothing once the wheel was turned. The ride, on the other hand, wasn’t nearly as awful as we had expected, considering the paper-thin tires, stiffer dampers, and lower ride height. Indeed, the TRD suspension upgrades offered better body control during power transitions over the stock truck.

An Idea as Stupid as It’s Always Been

Still, what became abundantly clear is that goosing up a pickup truck to supercar output levels remains an exercise in wretched excess, not to mention a recipe for even more dismal fuel economy. And we think the TRD supercharger might work better under the hood of Toyota’s equally massive Sequoia SUV, a vehicle with more weight on the back end and thus, we surmise, better able to make use of the extra helping of go power. Of course, that thing would be stupid—and stupid fun—too.

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Sours: https://www.caranddriver.com/reviews/a16581255/toyota-tundra-trd-supercharged-first-drive-review/

Enquire Now

KEY FEATURES:

  • 50 State Emissions Approved
  • Designed using Eaton・・s largest 2650 rotating group with 170 degree lobe helix angle for unrivalled thermal efficiency
  • TVS2650 is 40% larger than the TRD TVS1900 Supercharger
  • Front Drive/Front Inlet design with righthand biased intake for shorter, less restrictive intake path
  • Intake accepts both factory throttle body
  • Latest high-density fin, extruded tube intercooler core feature dual pass coolant design
  • Interfaces with factory and aftermarket Airboxes, and retains all factory ancillaries including A/C, Viscous engine fan and Power Steering
  • Variable boost options available with smaller diameter drive pulley
  • Available as a direct upgrade for the Toyota Tundra TRD 1900 or Aftermarket 1900 Supercharged variants
  • Designed & Manufactured by Harrop to OE levels of appearance and operation

As a master distributor and technology partner of Eaton Supercharger and Traction products for over 12 years, Harrop utilized their OEM design and manufacturing capability to release the world・・s first aftermarket Supercharger system featuring TVS2650 technology to suit the Toyota 3UR-FE 5.7L V8. This engine is found in global vehicle platforms like the Toyota Tundra, Landcruiser 200 and Lexus LX 570. The TVS2650 supercharger is 40% larger than the TRD TVS1900 supercharger (2650cc VS 1900cc) and an upgrade path is available for factory TRD vehicles.

Harrop FDFI (Front Drive Front Inlet) Supercharger systems feature industry leading Intercooler technology to ensure optimum thermal efficiency through advanced intercooler design. The Harrop FDFI2650 manifold incorporates dual twin pass intercooler cores that are located immediately before the cylinder heads, giving more stable air intake temps and less chance of dynamic heat transfer once cooled. The improved intercooler system coupled with large front mount heat exchanger and high flow Bosch intercooler pump, provides greater thermal and volumetric efficiency to unleash the performance potential of the late model 3UR-FE engine in both on-road and off-road situations.

Being an Australian engineering icon, Harrop has had a long association with Toyota/TRD, having designed and manufactured the TVS Supercharger system for the Australian delivered TRD Aurion. The 3UR-FE kit comes in several kit variants including the optional fuel rail upgrade which allows the fitment of 16 port injectors for +1200hp racing applications. All this with the reliability of the Eaton rotating group which is extensively tested and validated to OEM specifications. All Harrop Supercharger kits are expertly assembled by qualified Supercharger technicians to AS9100 quality standards, before individually tested in-house on a dynamometer to ensure reliability and・durability.

KIT COMPONENTS:

  • Harrop TVS2650 FDFI Supercharger with RH inlet cover ・・ Toyota throttle body bolt pattern
  • Supercharger intake manifold including high efficiency dual pass intercooler cores
  • 8PK FEAD idler bracket, Coolant cross-over pipe, 8PK Supercharger drive belt
  • Replacement high flow fuel pump
  • High efficiency heat exchanger with maximum surface area and combined mounting brackets
  • High volume Electric Intercooler pump, Coolant Reservoir and moulded hoses
  • Plug-in wiring looms for all necessary engine sensors ・・ IAT breakout from MAF sensor, Throttle loom extension and Intercooler pump loom
  • All associated fasteners, hoses and fittings required

PERFORMANCE:

  • Stage 1 (50 State Emissions Approved) @ 6.5 psi ・・ 478hp / 463 ft-lbs (+160hp / +88 ft-lbs over stock)
  • Capable of over 1000hp+ with supporting engine modifications
  • Note – Quoted power figures are measured at the hubs on our Harrop HQ dynamometer

DOWNLOAD INSTALLATION GUIDE:

Harrop 3UR-FE Installation Guide

Sours: https://harrop-usa.com/tvs2650-tundra-lc200-lx-570-supercharger-kit/
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The Toyota Tundra is known for many things: reliability, American production, and value retention. However, performance doesn’t really make the list. Although the next-gen truck promises hybrid power and a twin-turbo V6, the current 5.7-liter V8 isn’t terribly fuel-efficient or powerful. The Tundra didn’t even make our list of full-size trucks with high payloads. There is the off-road Tundra TRD Pro, but it doesn’t have any engine upgrades. But at one point, it did. Up until fairly recently, Toyota Tundra owners could order an official TRD supercharger.

What’s so special about a TRD-supercharged Toyota Tundra?

2009 Toyota Tundra TRD Supercharged

Stock, the Tundra’s 5.7-liter V8 makes 381 hp and 401 lb-ft of torque. For some, that may be sufficient. But with the Tundra TRD Pro competing with the likes of the Ford F-150 Raptor and Ram Rebel TRX, it isn’t. The Raptor makes 450 hp and 510 lb-ft. And the upcoming Hellcat-engined Rebel TRX will make at least 575 hp, if not the full 707 hp.

Ram Rebel TRX Concept

But up until 2013, things were a little different. From 2007-2013, Tundra buyers could also order a TRD supercharger kit from their Toyota dealer. As with modern kits from the likes of Lingenfelter and Edelbrock, TRD didn’t just supply a supercharger. The kit also included an integrated by-pass valve, performance air intake, an air-to-liquid intercooler, and larger fuel injectors. TRD wanted to make sure the supercharged Tundra was still a reliable daily driver. The kit was even 50-state emissions-compliant, and according to Road & Track, came with a factory warranty.

And it really did make a difference. Toyota doesn’t quote an exact improvement in 0-60 time or towing capacity. But with the Eaton-type supercharger boosting the V8 to 504 hp and 550 lb-ft, the Tundra’s performance undoubtedly increased. And with a Borla exhaust like on the truck in the video above, so did the sound.

Why Toyota doesn’t offer a Tundra TRD supercharger anymore

2009 Toyota Tundra TRD Supercharged side

Unfortunately, even though the Tundra TRD Pro still has a 5.7-liter V8, the TRD supercharger isn’t compatible with it. The V8 had to be modified to keep up with emissions standards. One of these modifications included making it E85-compatible. According to PickupTrucks.com, the supercharger was already on its way out, due to rising costs and stricter emissions requirements. It simply wouldn’t work with the engine anymore.

Toyota Tundra TRD Pro

The Tundra TRD Pro is still a very capable off-roader and daily-driver. It has Fox shocks, front skid plate, and improved safety features. It just doesn’t come with more power or torque.

Alternative superchargers

Magnuson Toyota Tundra supercharger kit

However, there are several tuning companies that offer Tundra supercharger kits. The most plug-and-play is Magnuson’s kit, which is compatible with all V8-equipped 2007-2018 Tundra trucks. Although it doesn’t have an air-to-liquid intercooler, Magnuson claims its kit can be installed in one day and maintains all the OE sensors. With its upgraded air intake, the Magnuson kit can allegedly raise the 5.7-liter V8 to 550 hp and 550 lb-ft. What’s more, the kit is compliant with federal and CARB emissions requirements.

Underdog Racing Development, which also sells the Magnuson supercharger, notes that the kit doesn’t include an ECU re-flash. This is something that Toyota’s official kit did offer and is the major stumbling point for a Tundra owner trying to supercharge their truck. However, URD does note the rest of the kit is almost identical to the TRD kit, including the upgraded injectors.

The kit also costs roughly the same as the TRD kit once did. In 2009, Car and Driver quoted a $5,875 asking price for the kit. Scaled to today, that’s about $7,050. The Magnuson kit comes in at $6,995.

Sours: https://www.motorbiscuit.com
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