General Supercharger Thread

Pssshhh. What the heck do you know about dropping the fuel tank on a tundra?

 

Sometimes learning by doing isn't the best way lol

 

Modified the formula using the data supplied by Innovate. The new formula is (Input / .0689655 ) + (-21.75) = Output. Should work great.

 

@blenton glad it worked for you and good info for others using Innovate.

 

Welding that on today is the plan! Just got too excited to take it for a rip.

 

MIL came back, figured out the issues though! I am getting over the crud and felt like shit, that's my excuse and i'm sticking to it. The MAF was not seated and tight and the seal was dirty problem 1, problem two was the vacuum hose to the brake booster did not have a clamp that was doing anything, pulled right off with a gentle tug. Hose clamp to the rescue.

Removed the PM, T/H is the answer!

 

I will be running the 2.0 pulley on the Maggie 1.9 when the build is finished. I'm hoping for 15psi.

 

Hows the progress coming on the shortblock?

 

Waiting on the heads to come back now, everything else is here.

 

Nice! That's gonna be one badass sleeper of a Tundra

 

so the three vacuum ports at the bottom of the snout of the maggie 2650: it makes no difference what connects where correct? Brake booster on bottom, PCV in the middle, and that other one on top. Or am i in the wrong here? The damn PCV hose maggie includes is a joke to bend around under the supercharger and connect in the valley. I've rigged a hose up for now that will suffice until my racer X catch can arrives, but it's not plugged in where Maggie specs.

 

They should all go to the same area inside the SC, before the rotors so only vacuum is seen and no boost.

 

Good that's what i thought, just wanted to make sure.

 

Are you running both oem cats and TRD exhaust? Think you'd be around 16psi.
What valves and retainers? I know @Jowett made reference that the titanium intake valves seats and exhaust valves from the 2ur-gse, rcf, fit the 3urfe. Good to 7200rpm I believe.

 

Yes, same engine family, same valve dimensions.

 

Hey guys need some insight here on power enrichment. I've adjusted my MAF, increased my IC/inverse, and calculated between my ERC with The PE table. No matter what calculations and adjustments I do for WOT I tap out @11.1/11.5 at approximately 5800/6000rpm. WOT before I hit the limiter is 9's low 10's. I thought it was through shifts but it's happening before a shift. My MAF table is tapped out at 388.36 at 5 volts, COTS EQ ratio is set at 1 so it doesn't seem like it interfering. Furthermore LTFTs are dead nuts, injDC max I've hit is 87% and Knock feedback is averaging -3.0/-1.1 WOT. I'm at a loss at this point and any pointers is appreciated! Other then that truck runs like a sob.

 

What are the numbers in your PE table?

 

I've adjusted my MAF and increased IC twice, trims are perfect. I'm maxing out at 3850 rpm....

 

You have a FPR and new pump, or rocking the OE setup?

 

Still rocking the FFV pump and stock regulator boost referenced on 750cc Injectors.

 

Not sure if this will help. @snivilous was schooling me on adjusting the MAF, IC and relationships to afr's. Look it over and hope something sticks out. I do have more emails that I printed off for my files... I think my cots is set at 0.

 

Thank you @Mdl! Yes sir Sniv has gone above and beyond trying to school my simp ass up! I don't not want to bother him with my dumbass questions anymore lol. I will take a look and appreciate you throwing me a bone

 

This not a simp at all! Stay high vibe!

 

Not to throw a wrench in it...have you tried just running a straight PE without boost referencing? Did you run a log before being boost referenced. I know Sniv is not running boost referenced and still running a good tune.

 

Yes I did a good amount of tuning and datlogging before BRing on the 86mm pulley. Then I decided to BR after installing the 750's. Sniv guided me through extensive tuning and helped me get dialed in with his extensive information. At this point WOT high load air/fuel is my only issue....... Only thing I haven't tried is increasing the high volt MAF cells where I'm leaning and not meeting PE. Its just odd that my trims are perfect through out.

 

And if you increase IC by say 20% and decrease MAF values by 20%, but don't adjust PE, that doesn't make any difference?

Can you clarify this "for WOT I tap out @11.1/11.5 at approximately 5800/6000rpm. WOT before I hit the limiter is 9's low 10's."

Maybe I'm retarded but those two sentences seem to contradict each other?

 

No sir not retarded at all! Lol. When I gun it, say from 3000 to 5000/5500 or so it will come on 9.8 to approx 10.2 A/F. 5000/5500 and up it gradually increases to reline tapping out 11.1-11.5 tops. I have increased the IC 20%, dropped the MAF 20% twice. Max the PE no change. Figure I could incrementally increase the MAF volt cells where I am at WOT to demand fuel would be my next move.

 

Something I've done before is make a new tune entirely from scratch, grab the base file and edit it again. I only change the bare minimum (granted that's usually a lot of stuff though), and try that and see if it makes any difference. Essentially start fresh. I've noticed times where making a change doesn't do what you expect for whatever reason.

For instance, copy your MAF and PE and IC values. Turn COTS off completely. Copy the timing values. Run that and see if it behaves any differently being a fresh file. Food for thought. Might help isolate what exactly needs changing since you have a bare bones tune so only a couple variables that you touched.

 

Understood.... But dang it's so close lol. I do have cots enabled, stock values other then main table set at 1. I will try disabling cots all together. If no cigar I will take your advise and start from scratch again.