General Supercharger Thread

8an hose is 10.9mm .44”, but what are the rails they produce?

 

Prospeed has 8AN rails and XAT has billet rails but those are $900 a set.

https://xatracing.com/XAT-3UR-Fuel-rails.html

https://www.prospeedautosports.com/.../products/prospeed-tundra-fuel-system-package

 

Is all this a must? I plan on running the 85mm pulley on my Harrop, would the supplied DW300c and the DW650cc injectors suffice? I don't want to run the fuel system at its max capacity.

 

No it’s not. Not sure the boost that is and your elevation. But on a Whipple one step down is 8psi and that’s with a dw650 and a 340 pump was plenty

 

You'll be solid. That's exactly what I'm running and fueling logs are good

 

The stock system is good to go.
Those post are for people who like to change, modify things and just can't leave well enough alone.

 

Haha most of us

 

No it’s not

I’m running 77.5mm on my harrop standard stuff including 650’s

no issues

I ran the 80mm also.

 

MPVI-3 is in town! Pretty pumped up that I'll finally be able to see some actual tuning tables/mapping and not just wonder what the hell is going on with a locked map! Plus I actually like dorking out on tuning/data. @snivilous, I'll be running some datalogs between today/tomorrow, sorry for my delay on getting them yesterday. Got busy with some of my daughters stuff, damn kids lol

 

No worries man, doesn't affect me in the slightest when you get it done

 

Ok, Harrop fuel pressure. This is a Harrop supplied FRP from summer '23, they "crush" them prior to shipment now. It's a factory Toyota FRP.

The gauge and tap from Racetronix showed up, 1/4 the price of the NX tap and sealed perfectly.

At warm idle (without boost/vacuum reference): 51 PSI

With boost/vac reference, 40 PSI idle

Now we know. Plus looks like if we need a bump in fueling, a FFV FPR should get another 9 PSI.

 

Did you returned after installing the 77.5

 

no

same tune as 80 mm

 

How do you like it, I haven't changed mine yet

 

it’s more better

since I don’t delve into the higher rpms, it’s ideal.

plenty of low end punch.

and 9.5psi can’t be good for my stock block

but i rarely see anything higher than 7psi with my driving style

I’m sea level - Houston

 

I'm old and slower haven't been past 6psi

 

9+ psi here all is well.

 

Nice, thank you for doing this, good to know a real-world number.

 

Awesome info, I'll add it to the first page.

Does the stage 2 only come with that, or does the stage 1 kit include the FPR do you know?

 

Stage 1 comes with the FPR and pump only for fueling changes.

 

I'm out working on the Tundra and my mom comes by and says it worse than having a high maintenance girlfriend...geez!

 

Probably more expensive too

 

Trying to clean up all the wire taps for relays in the fuse compartment that need ignition sources. Those that have additional fuse blocks, did you mount it on the cover and give some addition wire to open cover?

 

Lightly used Harrop deal in VA if anyone knows anyone looking.

 

Merry New Year ya filthy animals!

 

This video is interesting in regards to rear cylinders running hotter than others. Not sure how the main argument he is making as far as more airflow to the rear cylinders due to inertia of the entering air flowing from front to back of the manifold correlates to how the air is distributed through our supercharger manifolds. I assume that all goes out the window once the air travels through the rotors, then it’s probably just a matter of how equal the distribution out of the discharge of the rotors is which is probably different from one blower to the next. I guess it could be a good idea to marginally increase fueling to the rear cylinders via the tune?

https://m.youtube.com/watch?v=UppclOQjs5E

 

I've heard this from a local diesel shop also. They (and subsequently I) put the looser rings on the rear pistons because of that. I was under the assumption it was because the rear cylinders are just sitting behind everything else that's hot, so regardless of coolant or intake flow, they are getting blasted by hot air coming and just generally sitting in a hotter part of the engine bay. That could be disproven by an inline engine rotated 90deg, I wonder if those have the same results.

Regardless, I don't fuel the rear cylinders more since all the cylinders in general (I'm assuming) are getting so much fuel anyways, what's an another one or couple tenths AFR difference going to make. And without telemetry to those cylinders, it's as much a guess fixing the problem as it is guessing if there is or isn't a problem to begin with. And if anything we hear of evidence that the rear cylinders are not the problem ones, so imo simpler tuning prevails. Just my $.02

 

Would information from a transverse 4cyl (with all cyls evenly "exposed") and/or a transverse V6 (with the rear bank tucked between the front and the firewall) give some insight?

 

That's what I'm thinking, with the 4cyl the whole block would be broadside to the airflow and heat coming off the radiator. Get something with an intake with even distribution or just individual throttle bodies/carburetors, etc. Maybe that video they were scientific about it, put it on a dyno, put it broadside to the fan, etc. but the fact dude narrowed in on intake airflow of all things making the rear cylinders hotter doesn't make sense to me, and would be extremely easy to disprove (hell a naturally aspirated 2JZ has a symmetric air intake since the intake wraps over the top of the engine and 1-2-3 is effectively a mirror of 4-5-6). So his analysis seemed biased from the start since it seemed based on a turbo 2JZ which normally runs the intake where it starts at cylinder 1 and ends at 6, so as biased for "airflow causes it" as possible. Couple that with the guys I know saying they've seen the same results, with an entirely different engine and intake configuration, makes me think it's NOT the intake design causing it.

And since we don't all have access to engine dynos, that's just why I was throwing out a different real world configuration that might help isolate what variable actually causes it if someone cared to delve into it and maybe I'm full of shit, it'd just be nice if a place like Haltech could be a bit more scientific before throwing out a video like that.

 

5 and 6 being centrally located cylinders on the 3UR, and being the likely ones to pop may align with the fact that the discharge of the rotors at least on the Harrop is pretty centrally located. Not sure about the other blowers, I just know looking at where the discharge was in Viktor’s video looking inside the Harrop it looked pretty centralized to the manifold and if anything slightly biased to the rear. Not sure if that’s how the Magnusons are. Seeing as the air would have to make less turns to get to cylinders 5 and 6 through the blower manifold I do see how they could maybe get more airflow.