General Supercharger Thread

No, mine isn't a FFV. Wasn't happening prior to the 750s.

 

Mine isn't FFV either, a check valve after the filter solved my cranking issues, and I think it's because there is a check valve in the stock fuel pump that doesn't leak down like the Walbro/TiAuto 450 does. I read over on ls1tech.com that several other people said the same thing happened after they upgraded to a pump without a check valve, including the 450. The 450 leaks down after the pump powers off, so the fuel rail is no longer pressurized. The fuel pressure regulator lets off some pressure when the engine cuts off, but some is supposed to remain, or your injectors don't have any pressure to supply fuel until the pump kicks in, which ours doesn't kick in until Key start.

 

Interesting. I’m running the 450 no issues we will see I guess after the 750s go in

 

Mine spews black smoke and is boggy when it eventually starts, like there's too much fuel...

Starts great after it sits for three days, twelve/twenty-four hours later it's still boggy. Seems like pressure isn't the problem.

 

Would a pump hardwire kit be a potential solution as well?

Hopefully I'll get my truck back before the end of the week. I hope I don't get the cranking issues from the 750's. Mine is FFV for what it's worth.

 

Walbros seller has no shame.


In response to this claim, Express Fuel Pumps offered you a partial refund of $100.00 USD. You have denied this refund offer and as a result we will continue our review of this claim. We will review the facts of the case and carefully consider all the material before making a decision. We'll let you know if we require additional information from you, and will send you an email when a decision has been reached.


I said no, I want my 194.xx & if there were justice you would be paying for the week wasted trying to find other possible solutions & removing the tank again.

 

My pump supposedly has a check valve, but mine also seemed very rich at startup. You could smell the fuel, and tapping the throttle seemed to make it start faster which I assumed was making the startup mixture less rich as it added air through the TB and aided in faster starting.

 

I ran dedicated wiring with a relay to trigger the pump on with Key On, it helped, but starts still weren't as fast as stock was. Without the wiring I was getting trouble codes for extended crank, the wiring solved that, the check valve brought it back to like stock.

 

Are those of you that have 450s without cranking issues running the Toyota fuel pressure regulator, or aftermarket? What injectors?

 

I've read that the ECU doesn't accept input from the throttle during cranking, although sometimes it seems to make a difference when you're right on the edge of running.

 

Interesting, maybe because it was right on the verge and kind of running but badly sputtering. Not sure but it definitely helped it start, did you try it with yours?

 

Currently on the maggy greens and stock regulator

 

I had more issue with the fact that it is a Challenger. Luckily that beautiful M3 Bimmer shielded us from the hideousness

 

Walbro TIA450-2 F90000274, I have an inline metal filter (one that comes from URD) but otherwise the rest of the fuel system is 100% stock. Worked fine on both TRD 535 greens and the Prospeed 715s. No bogging, no running rich, no long start, literally behaves identical to before I had the supercharger. Same thing with the aeromotive 340 pump I had in it before the 450, wouldn't notice the truck was modified at all during startup. 2008 non-FFV

 

The only time mine slow started was when the line had burst. But even then it was only like 5 seconds extra.

 

Mine is non-flex. Starting issues started with DW650s along with the HP tune at same time.
Ran the DW 340 pump for a year and had no starting issues prior.

 

This random starting issue is all over the map lol

 

Same here.

 

Mine went away with the DW300

 

Good news, the ProSpeed fuel system came in today. We will be installing it Monday, setting the FPR to boost.

 

I've tried feathering the throttle and not touching it and I can't tell a difference. Sometimes it's hard to get past that old school tendency to feather ala carb days. lol

Mine started normal equipped in this fashion and the HP tune.

I just wanted to clarify descriptions (I was rushed and headed out the door and on mobile). When I described bogging, I meant it only at start up where it puffs rich-burn smoke at slightly less than cold idle RPMs before the rev increase to ~1300-ish (I reset them from 1k RPMs back to stock to minimize variables), then it runs normally and transitions to closed-loop in a very timely manner. I installed the Walbro 450 pump when ViktorG started remote tuning it with HP Tuners. It ran great up until I realized that I'd maxed out the injector duty cycle and then installed the 750s. Now I'm here.

It's running great beyond start up. LTFTs are +/-3% and 10.8 AFR at WOT.
I've tinkered a bit with scaled and newly calculated Injector Constant variations, decreasing the value. Now reset back to what was recommend by Five-O (0.070175).
I've calculated Offset vs. Voltage values to as closely match Five-O recommendations as possible.
I've increased Startup Airflow ECT values but rather blindly. I have no idea how these are determined or calculated. Currently reset to stock.
Next I plan to reduce Pulse Width minimum based on SlowNStock's Tundra Tuning Guide notation that the value may need to be reduced for large injectors. I have no idea how these might be calculated either, or if it's a trial and error test.
I don't know if there's something that I could be logging during cranking.
@ZPhilip's truck sounds to behave most closely in parallel to mine.
I've search all over trying to find symptomatic information similar to what I'm experiencing not limiting parameters to Tundra, but trying to limit to Toyota.
I've mentioned the issue to ViktorG, but he didn't have any recommendations.
I haven't altered the stock FPR.

I may have missed a couple more items or two, but based on the things that I've experienced so far, I can't seem to shake the idea that there's something in the tune that I should be looking at. I just haven't nailed what that is yet.

 

This used to be the joys I’d experience before mined improved with the tuning changes. Got a few videos like this on my phone. https://vimeo.com/817485763

 

I forgot to include this in my wandering post:

https://youtube.com/shorts/pjpya0VoyVw

That's not raw fuel being spit out the tailpipe, I had just washed the truck. This was using my remote start.

 

Truly horrendous to have to live with lol. Hope you get it figured out. I thought I had read before that holding the pedal WOT at startup keeps the injectors from firing, could try that part way through the botched start and see if it helps.

 

While you guys are posting extended crank vids (which I also have that problem), I'm over here blowing more of my cats out. Headers are 8 weeks out

https://youtube.com/shorts/xXU276IJphQ?feature=share

 

I just don't want it to cause me to have to replace my starter sooner, because I've heard that's a joy to do. The other thing that I have wondered about is if it's washing the cylinder walls with fuel.

I'll try to warm start it some time by holding the pedal down, although I couldn't guess why it would respond by not operating the injectors, but....ECU programing so who knows.

I wish that I could recall where I read about the throttle pedal not commanding the throttle body to open during cranking so that I could share it and try to determine if it relevant to what's happening.

Guess I could post over at HPTuner's forum about all this.

Tomorrow will be the first start since Monday morning. The last time this amount of time passed it fired up like normal. I'm kinda flummoxed. ¯\_(ツ)_/¯

 

Since you might not be aware, you can adjust the column and row axis values for all the HPT functions. Your voltage offset shouldn't closely match, it should be identical unless I'm misreading what youre saying. I don't have HPT up but if you right click on the axis then there's an option for row and column axis and you click that and then can edit the values, so if stock it doesn't list 14.5V but Five-O gives that as a value, edit the axis to 14.5V.

 

This is EXACTLY where I’m at. My starts are just like shown in yours and Silver17’s videos and it’s driving me crazy. I’m adjusting both ECT and IAT airflow adders with no comprehension of what they are actually doing, while making no progress. It takes a couple days to determine if the changes are working because the engine needs to be warm and not at operating temp for the extended cranking to occur.

I’ve spent hours reading posts on HPT site about the topic, mostly in LS builds because there isn’t much info on Toyotas.

I actually spoke to a tech support guy at Deatschwerks but the only advice he could offer was to check fuel pressure. I haven’t done this yet as I want to exhaust the software first.

We need to figure out this BS with all the collective minds in this thread!

 

Everyone that’s having this issue is on 750s?

 

Well hell! I didn't know that they needed to be exact! I knew that we could change the column/row axis values, but haven't done it to anything. I'll get on that for sure! Always learning tidbits from ya, man!

I've tinkered a little with both airflow adders too, but really only on hot starts as it made me feel I'm trying something, and I do have the issue on hot starts as well. Both axis make sense to me, but I have no idea how the values are determined. I know that they're in Liter/sec (1,000g/s), and compared to what our MAF sensors will detect (512g/s), I don't know how the ECU would know, and comparatively, that's a lot of air. I've reset mine back to stock until I can gain a more solid idea of what I'm doing.

I've done similar reading on the HPT forum, but I don't know if things really relate map-wise. I've also wondered if maybe HPT doesn't (yet) have access to what we might be needing to tweak, and how would we know.

I can understand the suggestion made to check fuel pressure, but that would also be just too much of a coincidence for those running 750s to all have a similar experience, and I've not noticed any other indications that pressure might be suspect.

Is it @ZPhilip, @Silver17 (with it mostly "tuned out"), and myself?