Project Scion tC

We have a love/hate relationship with our Project tC. We all seem to love hating it. From the beginning, I've cursed the tC for its lack of an LSD, excessive torque, sluggish throttle response and susceptibility to heat soak. The sentiment lasted until I took it to a NASA Southern California Chapter track event. Although these drawbacks became ever more glaring with every 30-minute session of track-beating, Project tC's brilliance in coping with the abuse made all its flaws seem relatively minor.

I spent three laps at Buttonwillow Raceway chasing down and catching some showboating yahoo in a Boxster. After an Evo MR, the plain-Jane Boxster was the fastest in our run group and I had finally worked through the traffic to get on its bumper. It was dead even on the straights, but the Boxster would pull away through every high-speed sweeper on account of its better balance.

Project tC, in contrast, had the upper hand in mid- and low-speed corners with its superior braking and instant torque, despite always spinning the inside wheel. The chase was on as we played cat-and-mouse, corner after corner. Every bend's exit where our tC had the upper hand to pass led frustratingly into a no passing zone. For three more laps this continued until I finally got the point-by and started to pull some distance from him. That's when I decided Project tC was near completion.

Although my victory over some Kraut rocket is fresh in my mind, I'm back to hating it while driving on the streets. The rear suspension bottoms out all the time, the supercharger heat-soaks and the notchy shifter and throttle make smooth driving impossible. Only its track manners have validated our work so far. So let's focus on that instead.

The stock secondary catalyst will have to be cut off and slipped into the Magnaflow B-pipe. Each slip joint section of the exhaust is secured with a pipe clamp supplied in the Magnaflow kit.

More boost

When you look at the compressor map of the Vortech V5 F-trim supercharger TRD used, it's clear that, at 7psi, the blower isn't in the optimum efficiency range. We don't blame TRD's engineers for choosing this figure since they have to make the kit smog-legal and reliable enough to warranty, but we had a hunch that, with more boost (a higher pressure ratio), the supercharger would operate with more efficiency, especially in the mid-rpm range we use most.

To test this out, we increased the boost with Zero Point Industries' (ZPI) billet aluminum 9psi pulley, which bolts on in a matter of minutes. The smaller-diameter drive pulley spins the supercharger compressor wheel faster per engine rpm, which essentially provides slightly more boost at any engine speed. The tC's hydraulic tensioner makes changing to a shorter belt unnecessary. With just a new pulley, our tC now makes 219 wheel-hp and 189 lb-ft of torque. That's a gain of 17 horsepower.

Zero Point Industries' smaller billet aluminum 9psi supercharger pulley increases the TRD Supercharger's peak boost and bolts on with little effort.

To verify this, we plotted the operating line of the two pulleys on the compressor map. Supercharger efficiency is defined by the ratio of input temperature to output temperature. So let's say, for example, the air entering the supercharger is 90 degrees F and after it's compressed (where some energy is stored as heat) it comes out at 100 degrees F. Divide the temperature in by temperature out and you get 0.9, or 90 per cent efficiency. Unfortunately, even the best centrifugal superchargers can only reach 80 per cent. Refer to the compressor map for the V5-F supercharger and you'll see that it peaks at 76 per cent. That's basically where we want to be.

Compressor maps are basically graphs that show how efficiently the compressor is operating for a given airflow and boost (calculated as pressure ratio). The horizontal axis is the airflow in terms of mass flow rate, like pounds per minute (lb/min), or a volumetric flow rate such as cubic feet per minute (CFM).