General Supercharger Thread

Didn't quite follow your question, but maybe this is the answer: E85 is just 85% ethanol, and subsequently E100 or E10 is 100% and 10% ethanol respectively. The amount of ethanol mixed isn't really an altitude thing, just dependent on the fuel. My understanding is since ethanol inherently has a higher octane number than gasoline, there are no additives to increase the effective octane, thus it's not advertised as an octane number. So 91 octane E10 which is the most common, has an octane of 91 and 10% ethanol. E85 doesn't list an octane, because it's effective octane is like 107 and (presumably) there are no/fewer additives to the 15% gasoline in E85 since the ethanol more than makes up for it.

This is also why you see some high performance vehicles running E85, E100, methanol, etc. is alcohol has (some) advantages over gasoline like octane rating. Going back to your question though, as far as I'm aware there are not different blends of ethanol based on altitude. However since gasoline requires additives to bring the octane rating to a useful level, there is lower octane gasolines at higher elevations to save money for fuel companies since the higher elevation neuters the performance of the engines. So sea level needs 93 octane, but at 5500ft you have 2.7psi less of manifold pressure so are less likely to predetonate, so only need 91 octane at elevation for the same timing to be used.

Hopefully that didn't insult your intelligence and maybe answered what you're asking. I'm not a chemist so take it with a grain of salt.

 

That answered my clumsy worded question, thanks!

 

Did you try to clean your MAF sensor and see if that helps? So far as I could tell, it didn’t happen to me again after cleaning mine. Just curious, and maybe it would save you a diagnostic bill if it is something that stupid.

 

Nice!!!!!! Super Duper

 

This could be a stupid thought/question. But if we max out the MAF with an 80mm pulley and record peak HP. If we swapped a 75mm in there would we still reach the same peak HP but with higher HP throughout the power band?

 

yeah, I tried that.

 

Just placed order for a bunch misc fit kit parts $1200 from bochtoyota, they had the cheapest prices on those parts. Cheapest Fit Kit to buy whole atm is $2700. Also bought the TRD water coolant crossover manifold off sconline separately since it was cheaper there.

• Brake Vacuum Hose
• Thermostat By-pass Manifold Kit
• Low Temperature Radiator (LTR) Wiring Kit
• Belt Idler Pulley Bracket Kit
• Belt Idler
• Inrclr Pump Mntg Bracket
• Intrcolr Mntg Hw Bag
• Hose Kit

 

Badass!!

 

My guess is it would make more power throughout, and also at peak assuming the fueling is there to safely support it. The fueling is probably more of a guess on the tuners part in that situation though if it’s maxing the MAF that much sooner in the rev range. It’s probably hard to tune the fuel to match the airflow if there’s no way to accurately measure the airflow.

 

I think so, yes. Then the normal issues once you get to the point of maxing the MAF and start leaning out.

 

I know I’m maxing out the MAF even on the street, but the first time I ever actually got the code for it (P0103) was the 1/4 mile runs last week. Maxing it out for over 3 consecutive seconds I believe trips it. I disregarded it since I already knew what was causing it.

 

ditto

I have my SGIII set to beep when I hit 500 whatevers on the MAF. I guess grams per second? ~512 is the CEL limit. (5 volts)

anyway, I got the beep once, doing a WOT onto the hwy. I was >5000rpms. which is rare territory for me.

I reckon all you 4.5" Intake fellas are beyond that thru MAF tuning.

 

I thought you were running the maggy box? Last time my CEL came on, I cleaned my MAF sensor and so far no CEL. I’m installing the maggy box next week and have an appointment with my Tuner. We will see what happens

 

Not yet. That maggy box is in my plans for the future. I’m trying not to spend much on the truck right now. Got a baby on the way. I’m not expecting any benefits from switching the intake. It’s just something I figure I should probably do just cause I like to have things done right. Other than that one time I got the P0103 code I’ve had no issues with maxing the MAF out, it runs great and I don’t have any lean issues. I was under the impression DAP has tuned a bunch this way with the stock intake.

 

Any new word on the AFE s/c intake for the Tundra? I was looking at their stuff last night and noticed they have a Supercharged Specific intake for 4Runner/FJ.

 

They finished scanning etc on my contacts truck now we wait. No new update as of late, but I think it'll be a bit before it's available.

 

I still may just use the stock box with one of those 4.5” MAF tubes and 2 silicone adapters. Easy and cheap, and no reason it won’t work just as well.

 

I sure hope the maggy box will solve my issue lol . If not, I might have to go this route too. Btw, congrats! Sleepless nights , here they come lol

 

Thanks! That’s what they tell me lol. What issue are you having exactly, which CEL did you get? Is it P0101 or P0103?

 

I'm noticing all these issues. It's because ya'll dont have gold foil in the engine bay lol

 

Posting here so I don't forget and maybe it helps someone else:

Belts

The "stock" Magnuson belt is 112.6" long and is the Dayco 5081125 for $43 on Summit: https://www.summitracing.com/parts/dac-5081125

The smaller belt for the Magnuson is 112.4" long. There's two options:

Continental 4081124 for $39 on Amazon:

$45 Continental OE Technology Series 4081124 8-Rib, 112.4" Multi-V Belt

https://www.amazon.com/Continental-4081124-8-rib-Multi-V-Serpentine/dp/B000EI4N6U
Gates K081124HD for $49 on Amazon (this belt is also sold on DAP Tuning website for $62):

$38 Gates K081124HD FleetRunner Micro-V Serpentine Drive Belt

https://www.amazon.com/Gates-K081124HD-V-Belt/dp/B001R5ZB6U

There are no belts that I can find that bridge the gap between 112.4" and ~110". Going from a 2.3" pulley to a 2.0" pulley is around a 0.5" less arc length, so ideally a ~112" belt would be preferred (potentially) but I can't find anything close to that.

ViktorG in a thread says a reliable way to stop belt slip is with the billet Harrop tensioner, but seems to dead end after that and possibly has been discontinued.

Couplers

My coupler is starting to make noise. I BELIEVE the coupler is from August 2019 when I installed a ZZP Performance BLACK replacement coupler. However, I had my supercharger fully rebuilt in February 2021 by Superchargers Online however the invoice and emails did not state replacement of the coupler at that time. So potentially the ZZP Black coupler lasted ~3 years and ~65k miles or the SCOL coupler lasted a year and a half and ~35k miles.

The Superchargers online coupler kit (includes o-rings) for $150, made from PEEK: https://superchargersonline.com/product/toyota-trd-magnuson-tunder-coupler-replacement-kit-updated/
ZZP Black Replacement Coupler for $10, OEM replacement, appears to be delrin: https://zzperformance.com/products/replacement-supercharger-coupler?_pos=1&_sid=bd3e6a0af&_ss=r
ZZP Green Replacement Coupler for $20, "oil impregnated polymer upgrade": https://zzperformance.com/products/zzp-supercharger-coupler?_pos=2&_sid=bd3e6a0af&_ss=r

The SCOL coupler seems insanely priced to me, they're saying that because it's PEEK and has three o-rings that is worth $140 extra over a delrin equivalent.

 

P0101

 

Might as well do the gold foil. It will match my wheels and suspension set up haha

 

See that’s what is interesting, the P0101 is technically not for MAF voltage ceiling. That’s the P0103 code. P0101 is more of a ghost CEL that seems to plague a lot of supercharged tundras. If I recall, even the TRD superchargers had a service bulletin a long time ago to try and address it from Toyota. A possible issue with the MAF wiring harness on the Harrop may be making the P0101 pop up more though, seeing as @boringdriver stopped getting that code once get disconnect the IAT breakout loom. For now it’s seems pretty inconsequential, just reset and go.

 

I thought that issue on the maggy was because of the Airbox? :-( When I had her tuned, tuner told me that I was maxing the MAF voltage, sure enough a couple of days later, P0101 popped up. I was running the stage 1 for about a year with no CEL til I got her tuned. Damn, so basically I might be having 2 diff issues now? Lol

 

I had a feeling the belt would be an issue in my research I couldn't find one either. What's the Harrop tensioner look like? Again, referencing old cobra/lightning days we did larger idlers and upper idler tensioners. So lets say stock is 80mm going to a 90mm or 100mm. Full billet idlers etc.

 

The Harrop one just looked like beefed up components, but I can't find much info on it. Increasing the tensioner or idler diameter is an interesting and easy idea I hadn't thought of.

 

For reference http://www.billetflow.com/IdlerBracket.htm

 

Larger idlers would help us get a larger belt easier in theory lol

 

Awesome notes! I had and removed from my parts list order yesterday the Toyota 8 rib belt. However it is less than $30. OEM s/c belt part number is PTR30-34070 https://parts.frontiertoyota.com/oem-parts/toyota-trd-supercharger-belt-8-rib-5-7-v8-ptr3034070