General Supercharger Thread

I hear you and it doesnt make sense on the calculations to support the SC requirements. I am only going by @ViktorG test. I originally believed it was 325lph but that was through a walbro rep when i inquired about a fuel pump to fit the tundra.
I never used the denso trd pump. I pieced my SC kit together and used an aeromotive stealth 340, aem 340 and a no name 325 and finally walbro 450.
Would be nice to know on the confirmation!

 

OK I spoke to Magnuson. The customer service dept thinks it's a 255 - but could not confirm. He did give me the denso pn though, 195131-2103. Can't find anything online with that PN.

 

yeah it pulls the 9520 PN instead - but the flow is close to what magnuson states for that one. 265 vs 255. Still doesn't add up though

535's maxed out would need 282 at 3bar
My brain can't believe that the pump is a 265 if when I upgraded to 650's, I'm able to provide more/enough fueling.
Shouldn't the flow remain the same (maxed by pump) regardless if I upgrade injectors?

 

with all this talk about fuel pumps....

What pump came with my Harrop?

the 340?

 

no info from oem or any distro when looking online - unless someone knows off hand from seeing in person or testing.

Do you know what size injectors come with your kit? could be the same as mine for all I know.

 

DW 650's

 

those came with the kit, or were upgraded later?
If came with, you probably have a larger fuel pump than the one that comes with the mag (pure speculation)
650's at 100%DC should need 343... so 340 is a good guess IF harrop matched these correctly.

 

Looking back at my data, the TRD Denso pump flowed 196 lph out of the FPR at 43 PSI.
The Aeromotive 325 flowed 217 lph out of the FPR at 43 PSI.
The same Aeromotive 325 flowed 353 lph with zero restriction, no pressure regulator.
That flow would drop if the pressure was regulated to 43 PSI at the outlet, but I had no way of achieving that in my testing.
Assuming the Aero 325 flows 325 lph with no restriction at 43 PSI and crunching some numbers together, the Denso pump would be "rated at":
(196/217)*(325/353)*325 = 270 lph, very close to the 255/265 lph numbers you mentioned.

 

Here is the flow data for the Harrop supplied DW650 injectors that I got directly from Harrop.
Interestingly, their “650 cc” injectors flow 620 cc at 3 bar.
Also, iirc, they told me the pump they supply with their kit is a DW340.

 

It’s the DW340 shipped with the Harrop.

My DW650s were all in the 650 range. I guess each person must check their individual flow sheet.

 

As I recall, Harrop’s “stage 2” package was always to include 650cc injectors and an 80mm pulley. I think that package and terminology on their part fell by the wayside as they were trying to keep it CARB approved which was only going to be doable with their “stage 1” setup. Most of us bought the smaller pulley and 650 injectors separately to achieve their stage 2 package. I believe their intention was for the 340LPH pump to be feasible for either package. Whipple offers the same DW pump and injectors with their kit, which also as has smaller pulley options. This is kind of why we have been saying from the beginning that there is no advantage to magnuson providing injectors and a pump with their kit if you ever plan to get a smaller pulley, cause you’ll just end up swapping them out anyway since they become insufficient quickly.

 

I decided to look at how much of a Harrop pulley would need modification to run on the Magnuson, maybe it'd be better to buy Harrop pulleys and just machine them to work with the Magnuson. You only need to cut .124" off the back side and drill four holes, and then preferably sleeve it since the Magnuson has a smaller alignment boss.



Except I go on Harrop's website and their pulleys are crazy expensive! It's $215 for one! And here I was trying to get price into a "reasonable" range for other Magnuson sizes, which I viewed as nearing $100 lmao. Modifying a Harrop pulley to work on the Magnuson would cost more than just machining a one off Magnuson pulley due to the pulley cost alone.

 

I’m not saying the price is that much better, but it sounds like you may be looking on the Australian website and seeing their pricing. Check Harrop U.S.A. and they’re $165. It says backordered but I bet if you email @Chris@Harrop he could get you true availability. Keep in mind these have the Griptec technology so I’m sure that adds to the price a fair amount. https://www.harrop-usa.com/harrop-8pk-supercharger-pulley-+19.8-offset/p104

 

Ah good call, you're right it was the Australian website $165 is a good bit closer to what I would've thought

 

Has anyone experienced bouncing idle once warmed up? I see that my spark is jumping all over. I have idle spark advanced P/N set at 12 but it'll dip into 8 and bounce back into 12. Idle adaptive spark control for Overspeed/under speed is all set to TRD values. Startup idle airflow is fine no bouncing but once warmed and tune settles it's bouncing rpm city? Checked for air leaks, cleaned MAF, checked all boost reference hoses all looks good.

 

Is there a way of knowing if a supercharger calibration was offered for a specific calibration ID? If someone knows their current ID is there a list or some identifier to know the TRD calibration existed for it?

 

You would think there must be a way. All the supercharger cals in my VFT repository are YWFxxx instead of something like OCLxx. So it's not as obvious as just matching up the file names.

 

I remember for the TRD tvs 1900 there were specific Calibration ID'S for different years until Toyota stopped offering it. When I was on tundratalk I thought there was a list with Vin and cal id's.

 

2007-2010

 

Awesome that's what I was hoping for! I'll add that to the home page too.

EDIT: "Supercharger fit kit calibration" comes up with multiple documents and at the bottom lists what stock calibration and what corresponding supercharger one is. Though there seems to be multiple documents, and my truck for example has 3YWF3400 which doesn't even show up in the documents I'm looking at even though it's a supercharger calibration. And different documents list different factory calibrations. So if someone is looking if their factory calibration does work, I would take those documents with a grain of salt.

 

I can send it in a pdf its in the last 2 pages. Those were just screenshots from the 2010 SC install.

 

I found a few documents online so you're good, I got it!

 

*Update* Re-writing the tune after cleaning the MAF sensor seems to have cleared up this idle issue. I'll see with more miles, seems to come out of nowhere randomly. Magnusons supplied air filter was oily as shit so dry flow in order

 

Afe dry filter or even stock paper for the win.
I'll run a wix paper filter when I'm cleaning the afe.

 

This the one?

 

Or this one?

 

I went from the TRD Air Filter to the Wix...*cough, this reminds me, I have a TRD filter in near perfect condition available...cough

 

$90 aFe POWER Magnum FLOW OE Replacement Air Filter w/Pro DRY S Media for Toyota Tundra 07-21 V6-4.0L/V8-4.6L/4.7L/5.7L #31-10146

https://www.amazon.com/gp/product/B001ABOTUA?ie=UTF8

 

Well you might need it as back up though! I'd say keep it for a rainy day!