General Supercharger Thread

when I take it out for the 1st drive, you will feel a great disturbance in the force. as if a thousand prius' weeped.

 

Please bless us with some sweet dyno videos!

 

for all the data fiends...

here is Stage 1 and the difference a good tune makes vs. stock calibration

hello mid-range torque.

 

I asked for a Stage 2 video.

exciting stuff.


For all the fuelies....Tuner said they have seen no issues with Costco gas. consistently good 93 octane.

 

That dyno sheet is looking good. The average horsepower and torque increase is impressive as well, not just the peaks. And the max torque is at a lower RPM.

 

let the record show...I am giddy.

I asked them to beef up - as much as possible - power under 4k rpms. I just don't go that fast.

apparently the boost comes on a tick faster with the smaller pulley - which is right in my lane.

 

I am thoroughly enjoying reading all the issues, solutions and dyno results in this thread. Keep up the great work!

 

Damn , nice numbers! We looking around close to 500 with Stage 2?

 

that's the goal. 500whp.

 

I'll expound on the stock tune.

When we looked at the graph it showed that lots of timing was getting pulled under throttle. The stock tune was pulling power throughout the power band. no knock, but serious pulling of power. safe A/Fr's tho

who was the fella that called that out a few pages back? @snivilous? <hat tip>

it's not hurting the motor, it's just not letting the blower do it's thing...as the stage 1 tune showed.

now if we look back @ Harrop's white paper....it is accurate. as they say no discernible knock. true, however the motor is pulling power. again, not bad as we have safe A/F r's the motor is staying in the safety zone. This safety zone is built into the stock ECU tune.

now that we have more air going in & more fuel via larger injectors - we need to build out the safety zone. D3 is doing a fine job.

This is about the horizon of my motor knowledge...I'll learn more later today when I pick it up.

I'll see if I can get a/f Ratio data on the pulls.

 

he says that now......but on pickup day.....

 

How did they dyno the car below 4k rpm without having the truck downshift into a lower gear? At least that’s case with the 6 speed, dyno pulls should be in 4th gear. I heard you can hold the car in 4th gear even with manual mode like other cars. If you stomp it, it downshifts.

 

AH!

I asked the same question...they programmed it to not shift. a la @ViktorG

 

Is this something that can be programmed via HPTuners as well, or is this option only available on the platform you’re using

 

I appears any knowledgeable tuner can do it via the ECU.

 

it sure gives a better view of the power band.

 

So then it’s programmed off to act normal before delivery to you?

 

Unless this programming option is limited to manual mode, you wouldn’t need to revert back to normal

 

this is my understanding

 

Well… did the voodoo dance work? @nobodyintexas

 

477/518

feels great

MAF limit. Next step bigger airbox

details tomorrow

 

Nice! Cant wait to hear. Look at you with the big numbers!

 

Is this 91 or 93 octane?

 

May want to look into speed density instead of maf. Idk what 2bar is supported by Toyota. Also don’t know fast the tundra pcm is.

 

93

they will do a 91 tune next

 

is this what they mean when they want to make the opening/tube a larger circumference? they said a 4" should do it.

the 3.5 that is on there max's the MAF at 5 volts.

 

it is remarkably snappier.

exhaust is louder

s/c whine is louder

it hustles

was only able to drive it home. was not able to open it up.

will play with it today.

will post dyno also.

 

Not sure what they suggested from your description but it sounds like the throttle body and tubing.

The speed density is a calculated way to determine how much air is going into the engine vs. the MAF which is measured by the sensor. Its a an older and secondary way the ECU uses to calculate how much fuel to use.

 

You are right on. They mentioned if they make the inlet bigger the MAF will then be able to handle the extra air

or thereabouts

However. Harrop said to use care as we are now approaching the limits of a stock block

Guessing we are doing 560 at crank

taking it out later today

 

Do you really HAVE to upgrade the intake to 4” to get the tune right, or is that just to make the most power? Also I’d figure you’re really closer to 600 at the crank, if I’m doing the math right. Figuring a generous 20% loss (596 x .80 = 477)? Would anyone agree?