General Supercharger Thread

Airflow through a duct for example also moves slower along the outer edges as the friction against walls of the duct slow it down, as opposed to the air toward the middle. The front and rear cylinders are more subject to the slowing of air against the sides of the manifold in the same way I would imagine.

 

When I had my engine failure it was cylinder 7, 8, 3 and 6 that went. So you can control individual injectors? I was thinking of the runner, manifold spacer kit, where you could install a water meth kit like aquamist. It allows you to control individual w/m injectors. Good info!
Edit: forgot about no. 6

 

Yes sir, specifically the Cylinder Mult (Engine -> Fuel -> General -> Cylinder Mult) which is a fueling multiplier (like power enrichment) that you can control specific cylinder fueling based on rpm, as well as when it initializes based on load parameters.



This is the values I was referring to a week ago or so, where Cylinder 3 gets increased fueling and Cylinder 5 gets decreased fueling in stock form.

 

Gotta pay attention when in school!

 

Just got a tune from a guy, 2019 truck. The stock cylinder multi is way different than anything else I've seen:

 

That is wild. Wonder what Toyotas methodology is behind this?

 

Interesting. Any/all of the tunes that I have/have seen (not necessarily a large number by any measure) have that entire table set to 1.00.

 

I have no idea.

This is the most common setup I've seen across a variety of years:



Here's @helidave stock table, and his truck is a 2015. His is the only one I've seen with such low values. Like 1.56% fueling difference? How is that worth anything.



But all of them have been the same pattern of cylinder, rpm, and fueling direction. Though looking at other tunes, one from 2021 has the same table as the above with all the stuff. So it seems to be only newer trucks where they adjusted a bunch of the mid rpm zones.

 

Okay, I'm seeing it now. The reason that I wasn't before was because I had my current tune up and I was bringing up all the other tunes via Compare File. Operator malfunction here!

The oldest one that I have showing the added fuel is from a 2013 N/A Sequioa FFV.

 

If it’s of any value (for the data), I still have the ECU from my 2008 w/ early original TRD Supercharger tune.

 

Probably the same tune I had on my truck. All the TRD tunes I've seen set the cylinder multis to 1, as well as any spark trims for individual cylinders.

 

This seems like a dumb question but why are the Deatschwerks shown from 07 to 15 Tundra? Am I missing something or just a mistake by them?

 

Seeing as they apparently don't know how to spell "Sequoia".... I might assume that no one has proofread nor updated the website?

 

Excellent, that's what I figured.

 

Preblower meth, rotor coating seems happy in @ViktorG 's vid:
https://youtu.be/Q6R8Vo5txiM?si=65CMDoQKdbjzmqFY

 

I did a double take when I noticed that drive pulley mount...

 

I'm tuning another 2650 Magnuson, this one is at sea level, and it's very interesting. They apparently use the 535cc green injectors and the 4.0" Magnuson intake, so theoretically the same setup as a 1900 Magnuson comes with. From tuning @helidave it was odd though, I had to run a considerably higher injector constant and the 4in intake MAF values were considerably different than a 1900 Magnuson with the (supposedly) same 535cc/4in setup. @helidave is also at 7000ft elevation and was already using 80%+ injector duty cycle, so much to the point we had worries about him going to lower elevation on a bone stock supercharger.

Starting yesterday I began tuning someone who reached out on Instagram, this guy at sea level with a stock 2650 but a 4.5in intake. I started out with the values I got from @helidave for the intake (though scaled up for the 4.5) and injector constant which turned out to be on the money out the gate, thus showing the @helidave values weren't a fluke.

Additionally this guy is maxing out the 535cc injectors at 5200rpm right now! With that said, the truck currently is running excessively rich (9.5 AFR) at the moment and I just sent a tune to lean it out (truck was having lean issues initially from I suspect a leak, which they seem to have fixed now). Nonetheless, I suspect the injectors will be nearly, or completely, maxed out at 6000rpm after we gain a bit of fuel back from leaning out the power enrichment.



Looking at @Silver17 comparison chart of airflow vs pulley size for the 2650 vs 1900, it's not surprising since the 535s are close to maxing out on a 1900 in stock form as well, and we know a stock Harrop moves enough air to easily max out stock injectors. But I still find it wild how close to the ragged edge completely stock superchargers are when it comes to fueling.

 

Interested to see the injector dc once you get their afr dialed.

 

for the record

my stock intake 80mm pulley harrop was jusssttt about to max out the 650’s. I think I was at ~89%

 

I need to make this graph for the 2650

 

Are you guys with Magnusons switching to at least boost referencing your stock pressure FPRs? If not you’re dropping a pound of fuel pressure for each pound of boost, which definitely doesn’t help the matter! That’s just dropping fuel pressure when you need it most. It’s hard to imagine not running boost reference on anything boosted the more I think about it. I’d love to see how with no other changes to the tune, how much boost referencing drops the duty cycle.

Also, as long as the Magnuson users are running stock pressure with no BR, the comparable Harrop 2650 will appear to run a lower duty cycle across the board between both the higher pressure regulator and BR.

 

Matches my Harrop at 85mm with stock air box.

AFR's 9.4-9.8 (will lean/smooth out a tiny bit)
MAF 4.98V @ 6,000RPM
Inj DC @70% @5,600 75% @6,000

 

I was thinking about switching mine over just to see the difference. Already have a FFV so all I'd need to do is reroute a vacuum line.

 

And to think of some people that are not tuning and have their systems close to max, thinking of myself pre-tundras.com. Add a few mods thinking their safe...oh the horror.

Boost reference dropped my afr's from 10.4 down to 9.8. I've since reduced PE for 2800rpm and up.

 

Apparently that Harrop that was listed earlier that had 50 miles on it threw a rod according to one of my friends. Wonder if that was due to (lack of) tuning.

 

With the amount of detonation I heard on mine with a "stock" tune, that doesn't surprise me at all. It was fast, lean and fast.

 

The details:

 

Wow, destroyed in all of 50 300 miles....so sad.

So my last three logs that had WOT runs with the maximums cherry picked from which ever had the highest value:
Max RPMs: 6366rpms
MAF Voltage: 4.89V
MAF Airflow: 445g/s
InjDC: 86%
PE: 1.113 flat from 2000rpms
IC: 0.100369
AFRs: Low-Mid 10s
Boost referenced
70mm pulley
8k elevation
7.7psi on the gauge
RC-F TB
TRD S/C airbox
Maggie 2650

Just for reference to what you're seeing @snivilous. I don't know if that helps at all or not or if it just muddies the water further for you.

 

Indifferent, but good reference points if anything these are good for @helidave and I to look at since he's about the same elevation. And since it isn't listed Dave, his injectors are Prospeed "750"s.

 

This seems like it would be a big help for us with the stock 535s, hell even 650s/750s. Looks like on FFV it brings it up from 50psi to 40/60. With that said it's as simple as teeing off the blower vac line and reconnecting to gauge and FPR?