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If you double the voltage you double the wattage and stand a fair chance of melting the coil (magnet). In addition the extra heat could warp materials and heat contact surfaces making slippage more likely.
I'm still thinking you need to understand when and why the valve diverting flow operates. If it doesn't fully seal, although there is no external leak, it simply recirculates the air.
Find it, monitor it, inspect it. If it's not working or not working correctly it could easily be the source of the problem and why you have this so cheap.
Where does the valve usually locate? Inside the supercharger housing? I dont see any out side. Is there any possibility that this kit doesnt come with one? I will remove the supercharger and check again
I didn't see it in the pictures shared here. Are there any wires in the manifold? If so, follow them.
Facts:
Compressor has a magnetic clutch. Compressor does not freewheel allowing the engine to breath without a bypass.
If the Comprescompressor is not turning it must be bypassed.
Good to hear! Looks like CL member DickH was the closest to thinking what the problems was being the Clutch pulley belt system slipping at higher RPM's. He mentioned this 2x's on the previous page.
Are you back on the Tom's ECU? Also how/where did you tap in the Boost gauge to measure Boost?
Last edited by jgscott; 12-08-23 at 06:29 PM.
Reason: Typo
Back on TOM'S ecu now. The tunner will prolly dyno it again with TOM's map before doing his magic.
I left the car with him now I am leaving for melbourne for a month. Will keep you posted when the car is tunned so we can see the final number.
here is where I tap for boost reference. Straight from intercooler. I prolly need an a digital one. I dont like the sound that the vacuum line bring to the cabin at WOT
Can't wait to see the Tq numbers of this. That's what the 2GR sucks at most. I wanted one of those Tom's S/C for years now. Maybe one day. That's going to be one fast IS350!
I had the LMS kit for some time which was using a procharger and a terrible tensioner system which were always needed tension in order to keep the boost at higher RPMs.I believe that the procharger was to small for the engine and even with a tune couldn’t provide the power Rotrex unit did.I gained 120BHP more with the Rotrex and maxed out the 2GR injectors I m using.If I didn’t have the AEM meth kit helping with fuel at high RPMs I would defenatelly have a problem.
How exciting! Really hope you enjoy it Thannp and can figure out how to maximize the top end.
The torque increase in the lower rpms must be a game changer for DD. Have you noticed any slipping with that amount of TQ? Or would that not happen unless shifting at WOT?
side note: This is a near perfect setup running on stock internals imo. I’ve been puzzled over grabbing the RR SC for a while now. Was thinking of keeping it on low boost, no other bolt ons just the blower and staying in the reliable <450bhp range.
Now I can’t justify that even with this being a rare but still possible option. Torque is perfect I rarely hit red line unless it’s to hear the engine under an overpass.
and Unless I go all out and drop same $ as a used ISF would be, I can achieve 600whp.+ (N24 + SC) and be the first to do it especially on a GS
Edit: Realized it was in NM and not ft lbs. If it is then 318wtq should be the conversion measurement. Not the biggest difference from FBO but if you say it’s noticeable then Ill take your word for it
I think it came with its own pump. Will see when it arrives. Very hard to find information about this kit online. Donno how many unit was really sold
Hi there! I recently bought a used Toyota Mark X GRX121 (3.0lit) that came with this SC installed. I was hoping to get hold of the maintenance manuals or anything of that sort like maintenance intervals and supercharger oil (is it applicable for this model)?
12-06-23, 05:14 PM
