Supercharger maintenance

[sprj8008]

I've got 20,000km on the engine now. Are their any recommended service requirements for the supercharger?

Is it a closed unit?

Jason

[zebra1550]

most don't require any service until 100,000 miles, at which time a change of the gear oil in the nose is recommended. You could change the oil sooner if you want. Try www.gadgetonline.com for more info.

[scdtrd]

Originally Posted by sprj8008

I've got 20,000km on the engine now. Are their any recommended service requirements for the supercharger?

Is it a closed unit?

Jason

I had the 3.4L S/C on my Tacoma and it had 75,000 on it. I called Judd at Manguson and ordered the replacement oil kit. Judd is very nice and was a bit leary in talking to me. His reservation was that TRD SOLD the S/C and I really should go to TRD for replacement oil and parts. I told Judd that I knew what I was doing and that the S/C was out of warrenty anyway. He sold me the kit for $30.00 (It was so long ago, that is in the ball park). Anyway.. TRD wanted like 3x more or something. In speaking with Judd he said that if I had a problem with it, I could have it rebuilt for $500.00 (again, old quote) and a replacement nose cone was like $300.00 (old quote). TRD.... MUCH HIGHER.
So, I called my Toyota bud David, and he and I pulled the S/C and replaced the oil. Took like 2hr start to finish.. off, replace oil, put back, crankup.
The S/C for the V6 Tundra and the V6 Tacoma is an Eaton M45. Here is Manguson's page on that one. http://www.magnusonproducts.com/mp45.htm
The S/C itself is made by Eaton, but Manguson designed and adapted it for the 3.4L V6 for Toytota on behalf of TRD. The V8 S/C is an Eaton M90 http://www.magnusonproducts.com/mp90.htm and the same concept applies here as well. Here is Eaton's web info on their Automotive S/C line. http://www.automotive.eaton.com/prod...rchargers.html

As far as wear and tear on the S/C itself, the main culprit for S/C failure is over spinning the rotors too much. The rotors are a twisted tri lobe design. Basically, the tri lobe helps in the sealing and the air delivery pressure pulse. The twist further eliminates the pressure pulse and helps smooth out the air delivery in the plenum. The rotors are the real "high dollar" part of the S/C. They are light weight, and of an alloy that resists heat expansion. They are coated with a protective resin. If you over drive the rotors, for more boost, the compressed air gets hotter. If you run too high a boost, then you can thermally strip the coating. The clearance between the rotor and the S/C housing is VERY close. If the coating is frayed, then the S/C housing can get scared, reducing the "seal" and reducing the effective boost. If you look at the pages I added here, you can see the delta rise in tempature vs. boost level for all RPM ranges in service. Notice the rotors are spinning VERY fast, and that is THEIR specs. Imagine how fast they are going if you over drive it and the temps created! All in all, the sealed unit is VERY durable, well designed and built. You should not worry about the S/C until 75,000 to 90,000 miles are on it. Just make sure you keep a GOOD air filter in place.

I hope this helps you!

SCDTRD