About
All feedback (422)
- morphingjar2 (6523)- Feedback left by buyer.Past monthVerified purchaseHope to deal with you again. Thank you.
- facefashions (5072)- Feedback left by buyer.Past monthVerified purchaseThank you for an easy, pleasant transaction. Excellent buyer. A++++++.
- *****- Feedback left by buyer.Past monthVerified purchaseThank you for the order. We appreciate your business!
- dhodges2000 (5588)- Feedback left by buyer.Past 6 monthsVerified purchasesmooth transaction, great 👍
- midcity_connect (1621)- Feedback left by buyer.Past 6 monthsVerified purchaseFast payment, great communications, fast and friendly emails
- vgate_official_store (927)- Feedback left by buyer.Past 6 monthsVerified purchaseGood buyer, prompt payment, valued customer, highly recommended.
Reviews (5)
Sep 08, 2019
Efficient "bolt-on" performance
Like the original 1st generation TRD supercharger, these late generation supercharger units are manufactured by Magnuson for Toyota and are a superb option to "bolt-on" some "grunt" in a low maintenance and cost-effective method. The second gen units also carried the TRD logo cast into the redesigned unitized housing just as the first generation while the unitized body design flows and equalizes the delivery much more efficiently than the gen 1 unit, this unit producing 6 psi of boost in all stock form. These later gens no longer sport the TRD badge. The heart of all these units utilize Eaton's mp62 roots type twin 3 blade screws. They are capable of producing up to10 psi of boost with the use of "over-driven" pulleys although it is not recommended to run an overdrive pulley smaller than 2.2" as the MP62 rotor group has a max rpm of 14,000 where the 5vz 3.4 will "over-rev" the unit at sustained high engine RPM with the smaller pulleys, thus causing the light weight alloy rotors to "flex" with the potential to damage the housing and rotor assembly. Usage of the smallest pulleys available (2") will cause this "flex" to occur at lower usable engine RPM ranges and only produce minimal amounts of usable boost over 10 psi as "cavitation" begins thereafter. While over-driving the unit can increase boost, use discretion if considering a "used" supercharger that has been fitted with "overdrive" pulleys! To maximize the use and drive-ability of these units, the use of injectors with a flow rate in the neighborhood of 312 be implemented with the use of a high-flow fuel pump or a fuel pump voltage booster (Kenne Bell 17.5V recommended). No other means of tuning nor "7th injectors" needed. Be advised that the earlier manufactured timing controllers/7th injector add-on units actually introduced a "ping" issue within low RPM cruise and part throttle acceleration that cannot be "tuned-out" without the addition of another $1000 AIC unit from sources like "URD". Earlier manufactured controllers should be considered as "obsolete". Furthermore, the mp62 is not intended for use of aftermarket "injection" systems that introduce anything into the supercharger that must pass through the rotor group. This only leads to premature ware of bearings, seals and the rotor coating and the likely failure due to the corrosive effects of the introduced fuels, again, be cautious when considering "used" units that have been run in this manner. Here's a good example to google of the internal damage caused by the add-ons mentioned here, you can't detect any of this unless you disassemble the unit...take note of the scored housing and rotor condition:
3.4 TRD Supercharger rear bearing removal...
Otherwise, these have the potential of many miles of maintenance-free service. Typically, a good used gen 1 will retail somewhere around $1500-$1800 and a gen 2 in the neighborhood of $2300 while the brand new "un-badged" supercharger with complete installation kit retails for $2900-$3200 with a 3-year warranty from Magnuson
Sep 06, 2019
Efficient "bolt-on" performance
Like the original 1st generation TRD supercharger, these second generation and later supercharger units are manufactured by Magnuson for Toyota and are a superb option to "bolt-on" some "grunt" in a low maintenance and cost-effective method. The second gen units bare the TRD logo cast into the redesigned unitized housing just as the first generation although this second gen unit, and including the 3rd-5th gens that no longer sport the TRD badge, flow and equalize the delivery much more efficiently than the gen 1 unit, this unit producing 6 psi of boost in all stock form. The heart of all these units utilize Eaton's mp62 roots type twin 3 blade screws. They are capable of producing up to10 psi of boost with the use of "over-driven" pulleys although it is not recommended to run an overdrive pulley smaller than 2.2" as the MP62 rotor group has a max rpm of 14,000 where the 5vz 3.4 will "over-rev" the unit at sustained high engine RPM with smaller pulleys than 2.2", thus causing the light weight alloy rotors to "flex" with the potential to damage the housing and rotor assembly. Usage of the smallest pulleys available (2") will cause this "flex" to occur in lower usable engine RPM ranges and only produce minimal amounts of usable boost over 10 psi as "cavitation" begins thereafter. While over-driving the unit can increase boost, use discretion if considering a "used" supercharger that has been fitted with "overdrive" pulleys! To maximize the use and drive-ability of these units, the use of injectors with a flow rate in the neighborhood of 312 be implemented with the use of a high-flow fuel pump or a fuel pump voltage booster (Kenne Bell 17.5V recommended). No other means of tuning nor "7th injectors" needed. Be advised that the earlier manufactured timing controllers/7th injector add-on units actually introduced a "ping" issue within low RPM cruise and part throttle acceleration that cannot be "tuned-out" without the addition of another $1000 AIC unit from sources like "URD". Earlier manufactured controllers should be considered as "obsolete". Furthermore, like most superchargers, the mp62 is not intended for use of aftermarket "injection" systems that introduce anything before the supercharger that must pass through the rotor group. This only leads to premature ware and likely failure of seals, coatings and rear bearings as the internal needle bearings are NOT sealed and get "washed-out" from the introduced fuels, again, be cautious when considering "used" units that have been run in this manner. Here's a good example to google of the internal damage caused by the add-ons mentioned here, you can't detect any of this unless you disassemble the unit...take note of the scored housing and rotor condition:
3.4 TRD Supercharger rear bearing removal
Otherwise, these have the potential of many miles of maintenance-free service. Typically, a good used gen 1 will retail somewhere around $1500-$1800 and a gen 2 in the neighborhood of $2300 while the brand new "un-badged" supercharger with complete installation kit retails for $2900-$3200 with a 3-year warranty from Magnuson
Apr 04, 2017
Best Strut, don't compromise!
1 of 1 found this helpful By far the best strut on the market. I’ve been a fan of Bilstine for years and they have always outperformed anything else in it's class. Don’t waste your $$$ on “spacers”, these are much easier to install than you might think and it doesn’t take much more time than a spacer does of any kind. These offer a superb ride and for leveling it’s spot-on at just over 2-1/2” of lift on the highest setting where there's four height setting options during assembly. My application was for a 4th gen RAM 1500 4wd. To complement the strut installation I included a "Air lift 1000" air bag system in the rear to perfectly level out the package as these struts will set the nose slightly higher than the rear on their highest setting. "PERFECT 10", these are highly recommended.