General Supercharger Thread

I didn't quite follow how that worked. It sounds like either the AC compressor is directly plumbed into the intercooler or the coolant is run through a module connected to the compressor, either way the intercooler does more via the AC compressor. I think the Dodge Demon does a similar thing.

Seems like for day to day stuff that wouldn't be great, idk running the AC non stop rubs me the wrong way (though I do that in the summer anyways so....). Meth injection seems like a simpler setup with maybe more benefits and less complexity, and always on demand during high boost.

 

I've done pretty much everything one can do to reduce the IAT to be able to run 20 PSI on pump gas.
Killer Chiller, meth injection, low temperature thermostat, huge intercooler heat exchanger, upgraded intercooler fluid pump, real cold air intake...

 

The kit comes with a smaller heat exchanger that you run the intercooler coolant through. It is hooked up to the AC lines - this means you have to make, or have made, AC hoses to run refrigerant to the exchanger. SO, it gets cold and the water is piped through it and cooled. I was running 14 psi on the Magnacharger and it helped about 20-25 degrees on a hot day. I also had a 1.5 gallon tank so if you drove easy for a while it would cool the reservoir down and you could make a few good runs but then you had to let it cool down. Of course the Air to water heat exchanger on that old system was 1/3 the size of the Harrop's.

I had Meth on it also. It seemed to be easier, just fill up the tank and go.

 

How is everyone liking their Radium PCV catch can set up? I just purchased one. Is the throttle body bypass mod worth anything? I seen guys talking about it in the forums.

 

The Radium is great. Hopefully you just went with the single PCV can. I'm running the dual kit (PCV/Crankcase), but the crankcase can has been bone dry for over 20K miles now. I haven't done the throttle body bypass myself, but have been wondering that as well for quite some time.

 

Here's a picture of the accumulation from the pcv can over the last 22K miles.

 

Damn looks like I made a good decision! My PCV hose (new) has a small leak somehow under my Harrop? I haven’t took the crossbar off yet but I told my wife “ Before I tear this down to fix the leak I should just buy a catch can and do this all at one time.” I need one anyway being supercharged! Yeah I was wondering if the throttle body mod was worth it so I could just do it at the same time.

 

https://www.tundras.com/threads/throttle-body-coolant-bypass.55350/

 

And what do you think at the end is worth the costs?

Hmmm, makes wonder if spraying cold water on the s/c radiator helps.

I'm curious about what those guys have done to their tundras, on that channel there's 2 double cab consistently hit low 12s, not much info was shared beside shift kit, caltrac and killer chiller, oh and slicks.

 

I think this is one of the guys, here’s his setup. Not that much to it really.

 

I saw before he hit an 11.41 @118.3mph. Pretty quick! Wonder what constitutes weight reduction on his truck.

 

Maybe I wasn't paying attention if it was mentioned, but has anyone else noticed that the TRD intake that comes with the TRD blower has a 4 inch tube at the MAF? My MAF is toying with the 5V max and my TRD (green) injectors have a 96% duty cycle up top. I've ordered some DW 650cc injectors and was bookmarking some components to try to put together a larger diameter intake. I was looking at all these 4 inch parts yesterday, but when I was changing my oil today I looked at the airbox and thought it looked ....odd. So out came the tape measure. Sorry the numbers are upside down, I couldn't find a left handed tape.



Here's what the rest of the box top looks like:



From what I was reading in this thread, I had it in my head that those who were maxing out their MAFs were doing so because their intake tube was 3.5 inches diameter. Is this what has been mentioned as the Magnusson box top that some have been suggested to seek out? I was anticipating that I was going to be done, but I'm just not comfortable with these two components being this close to maximum...

 

You essentially already have the magnuson box lid basically. Its a magnuson airbox branded as TRD just like the blower. It’s probably not an issue for you, I should be more worried about it with my stock 3.5” but it runs fine and plenty rich throughout the rev range so there’s no point in worrying about it. Your injectors are probably a concern though at 96%.

 

I was surprised to discover that they were so close to being tapped out.

 

Yeah that is surprising, but do you have the stock pulley? Wonder if a dirty fuel filter could be an issue?

 

No, I'm using a URD +2psi pulley. I've recently had the tank down for a fuel pump upgrade and replaced the fuel pickup, the original was fine though. The bigger injectors arrived at the post today, I just have to wait for them to distribute parcels to boxes, they're pretty overwhelmed.

 

@Wynnded will you be augmenting your tune when you install the 650's?

 

My understanding is that it's a requirement. One might equate it to needing to put bigger jets in a carb because you're not getting enough go-juice.

 

agreed.

the 650's were the only thing my tuner bitched about.

 

Bitched about, might I ask in what respect?

 

I think someone said this a while back but does getting rid of the cats inadvertently help with this MAF ceiling also? I think it was along the lines of producing the same power at a lower boost PSI? So then if you’re then maxing out your boost and MAF sensor (w/ no cats) you should be producing more power with the same Intake setup basically?

 

he (Dennis @ D3Performance)said since he used the Mag tune as the base, there was no data for the 650's to build off of....so he spent all day building his own data.

When i showed up to pick it up, he was fine tuning the idle.

it's perfect.

they function to my expectations.

 

Oh sure, I could see that. More work, that's anticipated in my case. What's causing me more consternation is how much larger am I going to have to go with the MAF intake housing to give me safe headroom; 0.25 inches, 0.5 inches? and then building the rest of the intake to funnel down to the throttle body.

 

I am interested in how you turn out

I am in the MAF limited boat with you

 

I'd go 0.5" bigger diameter. That's a 27% increase in area vs a 13% increase with 4.25", which isn't a whole lot.

 

I wouldn’t think so. My understanding is Lower PSI does not equal less air volume. Just like a 2650 blower at 6 psi is moving a higher volume of air than a 1900 blower at 6 psi. Removing the cats may reduce the static pressure as the blower is filling the cylinders, but it’s still moving the same, if not a higher volume of air. The MAF is reading air volume, not pressure. I think I’m on track here but maybe someone who knows with certainty will chime in.

 

What might your thoughts be on having to funnel down from a 4.5" to the 3.5" TB? I don't know if that would open a can of worms in terms of tunability/drivability or something else I'm not savvy to.

 

All you want to do is adjust the measured airflow, you're not actually changing the airflow into the supercharger. Change diameter size where the MAF is, it now reads less velocity, you tune it so it understands that less velocity is the same mass airflow, and you're done. Even if you altered the actual diameter of the blower inlet it'd be a similar tuning process I'd imagine, assuming there was even a measurable difference.

 

That's impressive, I wonder if I can convince d3 to offer stage 2 for Maggie's, I kinda want more now........

 

38s+regear on a Maggie S/C. Baseline (2:25) vs Meats (4:50):
https://youtu.be/qILyFoGgH6k?t=145
https://youtu.be/qILyFoGgH6k?t=290