General Supercharger Thread

^^ that is wildly huge!!

 

This would be ideal

 

He is OVTune no?

 

Yup.

 

Are the "troubles" resolved?

 

He’s not the tuner anymore, he just developed the tuning software. You would have to use a tuner who has purchased his software.

 

I'll just leave it alone, although I have the dongle (license for my old Crewmax) & if Sniv did it....

 

Looks like $2,500 for some porting from Kong performance. Pulling the blower in Aug to send back to Whipple (sounds like a bearing issue) then may forward it to Kong for porting we’ll see how long I can stand having the truck down during prime wheeling season.

 

6 weeks...ouch. Since you'll have it off may be best to do it.

 

Badass!

 

I wonder if simpletons like me who tune our own rides could buy the software.... Or will this be exclusively for those big boy tuners

 

Something like this will hopefully make its way to other tuning platforms, like hpt. MAP based has been sought after over MAF. It does open the door...but hpt is slow to give Toyota more applications.

 

Wonder how he does it without a MAP.

 

I’m assuming you have to purchase the MAP sensor.

 

That would be my assumption as well. New hardware to go with the software. I’m curious as to what real world advantages a MAP system would have over the stock setup beyond ‘it’s easier to tune and add more fuel’. Being genuine here, not a hater.

 

Looking more closely at the post, I’m assuming he deletes the MAF, inserts a TMAP in its place (intake temperature and MAP to calculate density) and maybe uses the existing wiring to run the sensor? Wonder if it requires an Aux input and a piggyback module or if he’s able to hijack a signal that is converted from the TMAP and sent to the ECU where it’s interpreted and manipulated to make the 3D maps. Tuning software is voodoo to me so I don’t pretend to know how it’s built even if I can click on a few settings and pretend like I can change them.

 

When I see a tuning based post, I treat it like a 3rd gen thread.

I know better than to speak up because :
1 I don’t know anything about it
2 anything I say is from a position of ignorance
3 I’m generally trying to start trouble

 

Same here! Got it: 10.5 AFR; as near 0.0 Fuel Trims as possible; Timing is power; Transmission settings aren't what you think they are, so stick to % increases; MAF voltage has a max of 5% and magic happens to work below that; There's a setting for that and you can find it hidden under those other settings.

That's as far as I've gotten in my journey so far.

All I really want to know is 1) It's still plenty safe and reliable, 2) Why we did it and how we measure success of the change, and 3) Placeholder for what IDK yet.

 

I don’t know what all the benefits are over the MAF tuning, but initially the main appeal it would seem to me is if you want to run a smaller pulley on a stock intake without maxing the MAF. If you want to maximize gains from the smaller pulley though you want to enlarge the intake tube anyway. You then end up solving the problem with the MAF voltage while attaining more flow. It’s clear there has got to be more advantages that us non tuners don’t even understand though for the speed density method. Maybe someone could enlighten us with those advantages.

To name a few that might make sense: Less critical placement of the sensor, more consistency in high flow situations, the sensor can be placed directly in the boost and not be affected by it, turbulence has no effect on a MAP.

 

With speed density and the 3D air fuel ratio table tuning Eq ratio should be more precise. Then the 2D Power enrichment table per rpm wouldn't be needed, well maybe so flatlined. Also with 3D you could smooth fuel where boost kicks in and taper dependant on boost pressure/pullies. At least the old school way was similar to this for turbocharged application from what I remember. I could be completely wrong though.

 

Tree is at the shop getting the downpipes installed. What's an approximation of what I can get for the old cats? Trying to decide if I want to keep them.

 

Good question. I have 2 cats and a bucket of cat materials....... Wonder if I could recycle at the metal yard lol

 

Yes. I would assume so too. The TMAP replaces the MAF; perhaps not physically in location. The OEM MAP has the capacity to read temp which the ECU can organically handle.

I'm more concerned with how how density is handled on an ECU that doesn't organically handle density.

Also what is the impact of over 100% injector duty cycle if that is what IDC means?

My very limited understanding of MAPs is they come rated for a BAR limit. The higher the limit the less granular the related tables become when you scale them.

With the limited information from the post you shared I'm looking at it through the lens of a control system and trying to understand what the tradeoff is.

What I mean by control system is the stock unit is still can still on take in the same input values and create the same output values within their limits (voltages and frequencies).

This calculated information probably needs to be extrapolated to a form the stock ECU can understand unless other upgrades are involved.

<insert nobodyintexas's "gots to know" meme>

 

Also PE vs Target AFR? Doesn't PE use 02 sensors to make adjustments to reach target AFR?

Looking at the tables 2D vs 3D looks to me they are displaying the same information just different presentation.

Sorry I think my skeptisim of this banned vendor is leaking through.

I do hope it works though. Safely.

 

I see this type of conversion from MAF to TMAP is common on other enthusiast vehicles. Fear assuaged.

 

The biggest item is not being rpm dependent on PE. Sometimes PE kicks in when not in boost. Having PE enrichment when it's not needed robs power or where it has wild dips at varying rpms especially if using w/m or nitrous.

 

My recyclers gave me $150 about 10 years ago...I think he pulled on over on me.

 

Once you're in power enrichment the O2 sensors aren't doing much. That's why you can target an AFR beyond what the O2 sensor can read, and why AFR isn't always 14.7/PE.

As @Mdl said the big advantage I see is you have control of fueling at every point in the pressure/rpm table. Versus right now we have an on/off switch of PE. You could tell the truck you want 12:1 AFR at the beginning of boost and then richen out, and it wouldn't matter what gear, throttle position, external factors, etc. the truck will always be targeting that AFR whenever it sees that amount of air pressure.

What IDC above 100% means, I don't know. 100% IDC from my understanding is injecting fuel the entire duration of the intake stroke, so higher than 100% I would think would be like priming the air charge with fuel before the air has started flowing into the combustion chamber? So you would say start adding fuel before top dead center of the exhaust stroke so the initial air mass sucked in is already full of fuel?


I am equally skeptical, I am far from a EE let alone a computer engineer and programmer. I don't get how you could do any of the shit he's talking about on a stock ECU, it would seem like you'd have to wipe the ECU and upload your own software. Youre not treating it as the factory ECU so much as just a computer that you can run whatever software and by extension whatever ECU logic you want. I wonder if the ECU can be reverted back to a "factory style" tune after configured like this?

I think it'd be cool to play with, but to be frank I don't see any improvements that would want me to change my truck from what it is now. Direct shift, gear lock, VE, etc. sounds cool, but my truck runs absolutely perfect already.

 

The max voltage issue is also currently resolved, correct? Not shamelessly plugging, but confirming one of the previous hurdles doesn't really exist anymore.

 

Already didn't exist, just make a bigger intake. But yes the TurboKits MAF made life a lot easier.

A MAP has the same issues. If you run a 3bar MAP and hit 3bar then you'd hit 5V and have the same issue. So the MAP in that regard can have just as much issue, just there are a lot more MAP options out there than MAF.