General Supercharger Thread

Sounds like wix is the way to go for dusty az

 

Always a good read. https://www.billswebspace.com/AirFilterTest.htm

Donaldson Powercore filter units rule the roost. Eventually, I’ll get around to making something fit with the supercharger. Normally aspirated trucks could probably use the one they make for Diesel Land Cruisers in Australia, pricey, but the best is never inexpensive. https://shop.donaldson.com/store/en-us/product/XLC200K/prod2290020?_requestid=13396817

 

Good stuff here, the Diesel air box and filter are almost the same as our Tundra.

https://www.youtube.com/watch?v=hIEW4Xj-1R0

https://www.youtube.com/watch?v=9B0rgeZJklg

 

I'm slacking with pulley swap due to weather and the holidays. I will get this damn 76mm installed though! Furthermore here is a reply I received on the stock fuel rail needing upgraded. Thoughts?

 

Makes sense with the way the stock fuel delivery feeds the driver's side then passes over to the passenger side. You can modify the stock fuel rails to a dual feed/dual return to get around that issue. You will need some adapters, line and an aftermarket fuel pressure regulator to make it work.

 

Well shoot if that's the case then better safe then sorry! Since I'm not to sure on what's required to modify the stock fuel rail configuration I may be better suited to the upgraded rail.

 

I may see if I can get the parts list to parallel the stock fuel rails together using OEM FPRs from Matt Smith. I think that’s the least janky way to do it, if anything. That said, the cylinder that usually fails is #5. #5 is on the drivers side (fed first) not the passenger side. Doesn’t add up. Prospeed did testing sure, but they also didn’t do it with boost referenced or higher pressure FPRs. On the recommendations of other respected individuals, I personally ain’t buying it. Most of you guys have your Widebands installed on the passenger side anyway so you would know if it were actually lean.

 

Thank you @Silver17 for the clarification! I have read about that #5 running lean, wasn't sure which side of the rail it was located. Thank you!

 

You can get a fuel pressure regulator adapter to barb fitting and use regular high pressure fuel line to do it much cheaper than getting the ProSpeed solution. Their solution is nice, but not necessary for more people who don't intend to build their engines and go for higher power. Here is a post where I explained what would be required:
https://www.tundras.com/threads/201...ild-now-with-boost.87618/page-32#post-3154841

Or go with XAT's fuel rail and just use 6AN in the engine bay for feed/return and leave the hard lines.

 

Wow your solution is much more manageable compared to their almost 2k upgraded rail. Thank you so much for the insight, I will be studying your thread!

 

SCOL is the way to go, ask for it by name and they'll know what you want.

 

Not my solution, ViktorG covered all this ages ago and others have as well, so I can't take credit, but glad I could help.

 

Well if that's the case looks like I need to search before spewing and clogging this thread. I do appreciate you guys getting me on the correct path here. Ill make sure to search before asking stupid questions.

 

Just a thought, perhaps we are operating too far outside the original design of the fuel rails. Toyota uses the entire fuel rail body/structure as the pulsation damper. Higher flow injectors, fuel pump, and different pressures mess with the resonance of the fuel in the rail system… this could be the reason why the first injector fed is running the leanest… just a hypothesis.

 

They have a damper that's removed if you replace the stock pump. On the Tacoma they had this on the fuel rail directly. I've added one back via an aftermarket FPR, and it has stabilized my fuel pressure fluctuations that I was seeing at higher RPMs. But without having EGT sensors, I wouldn't know what it's doing from cylinder to cylinder.

Damper on bottom of stock pump:

 

Does anyone else think that the claimed 30% seems a bit over the top? I'd need more data for that figure....

I'm not clear on how Inj 5 is the first one fed though either.

Here's what @Jowett is referring to:

 

The stock tune also runs some cylinders with fuel and spark offset which I always thought was interesting, I forget which ones, but it's a pair that get more fuel and a pair that run retarded timing as I recall. The TRD tune and most aftermarket tunes (including myself) remove those modifiers so all cylinders see the same fueling and timing.

 

The Joe Walsh post here may be of some interest. In my case, the last part hasn't held true about headers but the calculation estimate of parasitic loss is interesting.:
https://www.mercurymarauder.net/forums/archive/index.php/t-54903.html

"Joe Walsh
07-01-2009, 12:07 PM
It's all about moving air...the easier you make it for any engine, N/A or S/C, to pull air into...and evacuate air out of the cylinders...the more HP you make.


From MM&FF magazine:
"Longtime readers of MM&FF should recognize the Holdener boost/power formula, which states that the gain in power offered by forced induction on a normally aspirated motor is a function of the original power multiplied by the pressure ratio (boost pressure/14.7 plus 1 times NA power). The numbers from our high-compression motor can serve as an example, as the normally aspirated motor produced 401 hp while the Kenne Bell supercharger upped the power output to 600 hp at 9.3 psi. Using our formula, we see that the 9.3 psi is 0.63 percent of 14.7. According to the boost/power formula, the supercharger should have produced 1.63 times 401 hp equals 653 hp. We can attribute the difference to the drive losses associated with spinning the supercharger, as 50 hp is not an unrealistic amount of power to spin the twin-screw supercharger at this speed and power level."

Using this formula shows that whatever HP gains you get from headers on an N/A engine are multiplied by the boost from the S/C.

So whatever HP gain you get from stepping up from Cobra manifolds to long tube headers is multiplied by the boost from the S/C

I would put long tubes on any Marauder engine."

 

Stock Tune:

Cylinder 1: Ramps to a max +1.75deg timing at 3000rpm (across all load)
Cylinder 2: Ramps to a minimum -2.50deg timing at 2400-3000rpm (across all load)
Cylinder 3: +6.25% extra fueling from 1200-1800rpm (and specific load zones)
Cylinder 5: -6.25% fueling from 1200-1800rpm (and specific load zones)

 

I got an email this morning saying these should be available by end of January

https://www.aesinnovate.com/product-page/3ur-runner-kits-v8-5-7l

 

Very fucking cool.

 

Interesting. I just checked out my tune from HPT and it appears to have all cylinder offsets/etc set to even. I know I have left them all alone. Wonder if it's a year thing? Mine's a 2007 and I thought yours was early too...

 

That’s awesome. Think the delrin version would work or would we need the optional aluminum version to support the weight of the supercharger?

 

gold anodized aluminum is the answer.

 

Should be ok. Delrin presentation puts it at supporting up to 5200 PSI.

I just noticed the spacer product page states it can be made of T6061 Aircraft Aluminum as well.

 

Delrin would support the SC, no issue and would prevent heat transfer between the engine and SC. I think the only reason to go aluminum would be to drill/tap for nitrous or water-meth as the delrin might strip out.

 

Possible. If your truck had the TRD tune originally, the calibration file HPT pulls is the TRD file which has all those values set to zero. The stock file for my truck has everything set to zero, @Mdl stock file has them as zero since his had the TRD tune, but @Fastlane47 and @ZPhilip stock files have the same offsets. And as you said, there are changes among years and ECU types. Hell, @Mdl stock TRD file is different than my stock TRD file (his doesn't have all the transmission tweaks as I recall) and his truck is a 07 and mine is a 08.

 

Stock file in mine too prior, interesting how they're all different.

 

Great news!

 

My torque management was so out of wack. Nobody ,several Toyota shops, could find out why when I went wot it would hang on an upshift. @snivilous looked at my original trd tune and was like your torque setting are set differently than I've seen. But he squared it a away. Driving it was so much more enjoyable!