General Supercharger Thread

How does the engine run with MAF disconnected?

 

That's great news! Love to have that vital information for I'm used to watching knock at WOT like a hawk

 

It stalls out

 

All I can think of is the snout leaking or lack of fuel. I used a little grey flex rtv to hold Orings in place. Snout went on without incident. Fuel pump is a few months old. Walbro 450 and Holds 45 psi with boost reference and 55 with it disconnected. Still need to re-check injector isolators...

 

From Scangauge, those guys are awesome. always ready to answer questions.



I've looked into it and found the following two options:

Knock Correct Learned Value (Degrees)
TXD: 07E021BA
RXF: 432180000000
RXD: 2810
MTH: 000A0020D800
NAME: KCLV

Knock Feedback Value (Degrees)
TXD: 07E021BA
RXF: 432180000000
RXD: 3810
MTH: 000A0020D800
NAME: KFV

Based on reading around on a few forums, people mostly focus on Knock Correct Learned Value. Basically the lower the value is the more the ignition is being retarded to prevent knocking. There's a lot of debate on what a good value really is, but it seems most people are striving for roughly 20. Certainly something worth investigating to know for sure.

With Knock Feedback Value, from what I've read it normally sits at -3.0 as a baseline. If it goes lower than -3.0 then the KCLV is being decreased, and if it's higher than -3.0 then the KCLV is being increased.

Here's a chart I found along the way to try and explain the two XGauges:

 

<cannon fodder time>

here's my initial observations:

The truck does what it used to do without hitting PE! If I push just a tad harder it will go to PE. Interesting. I would hit PE when I jumped to 60mph on the 80mm...but now, using the same amount pedal, it stays @ 14.7. So I pushed a wee bit harder & bam, AFR dropped. so, from my layman's point of view, it appears the slightly smaller pulley just nudged the tune a bit. Otherwise, the truck seems ambivalent to the slightly smaller pulley.

I hit 8.7psi with less than half pedal. I guess that's about right, I'm sure @Silver17 will provide the long math for that number!
our weather my be affecting this as well - we are a frigid 53degrees with 66% humidity.

If my memory serves, my truck did 8.6-ish on it's last tune with the 80mm.

yes, it is a smidge more spunky. and those 2.5mm's improved on the perfection.

BOOST GAUGE WORKS!!! it still cruises 60mph @ -10. boost is noticeably quicker. it a wonderfully, sophomoric way.

AFR's are still doing what they are supposed to. cruises @~14.7 lowest I've seen is 10.2__1/2 pedal on the on-ramp.

another observation...If you have a 1/2 bottle of Ravenol oil within 500ft, everything smells like Ravenol. this stuff is worse than old tranny oil.

 

Mines was supposed to be shipped 11NOV23 but I got notification that it is local and looks to be delivered by the end of the day. So that was rather surprising!

 

I thought I noticed the same things in regards to PE but was hesitant to comment on it. In the tune, I think PE is all relative to the Throttle position if I recall correctly. It could just be that with the smaller pulley we are just getting “more go” for our pedal input percentage than before so it seems like we are giving it more throttle to get into PE. Maybe Sniv can confirm if that makes any sense.

 

How did your towing go with the 77.5

 

ah.. pedal position. that would do it.

for a bit - I was trying to formulate how to explain that I have more pedal. but, it surpassed my knowledge base.

 

Should normally throw you in limp mode....seems like fuel is being taxed/air is leaking after the MAF but at this point I'm just shooting in the dark.....

 

@ARES35 at this point I am going to disassemble snout and injectors reassemble. Drop tank and look at supply tube from pump as I could have slipped partially off.

 

Correct, PE is purely throttle angle based. I've noticed the same thing, if you make more boost then you also make boost sooner, so at a point may want to lower the PE activation. The same thing also happen from elevation change, go down or up and the point you make boost changes so you might go into enrichment prematurely or later than intended.

 

To add to this:

Knock Correct Learn Value is your gross timing adjustment, and broken into three rpm zones. Just because you have knock retard doesn't necessarily mean KCLV will drop. KCLV is meant for bad fuel, lower octane, stuff that affects timing everywhere. KCLV starts at 14deg for N/A trucks and generally boosted ones start at 15deg, that value then "learns up" with the goal of maxing it out. A typical max learn value is between 18-19deg, and once it locks in it doesn't change unless it needs to drop. If KCLV is below 18deg then the truck isn't advancing the timing all the way possible, if it's at 18.1deg or 18.9deg it's essentially the same since the truck advances timing and once it hits the peak it's effectively unable to advance it more unless it ends up retarding it first.... Kind of weird, point is 18+ good, less than 18 truck has pulled timing for that 1/3 of the timing map but not necessarily a bad thing.

Knock Feedback (KFB or KFV) is the instantaneous knock retard. The baseline value is -3deg, and anything less is timing being pulled at that specific load/rpm. If you see -6.5deg then the truck is pulling 3.5deg of timing to prevent knock. You can also see numerically higher values up to (I think) a max of 0deg which isn't necessarily advancing timing (since you may be at max timing at -3deg to begin with) but can be an indication the truck thinks more timing is possible.

In general I consider 18+ for knock correct learn as great. For Knock Feedback -3 and up is perfect, -4 isnt bad, -5 or lower is starting to be extreme. The highest values I've seen are like -8ish.

KFB is what I would monitor, though it's kind of hard to watch on the fly because it's specific to each load/rpm combination so there's hundreds of values it's bouncing between. Additionally you might have a knock event happen once at a point and it doesn't happen again, because the truck is actively looking at each point and maybe some other variable caused a weird knock and never happened again. When I look at datalogs I look at both worst case knock feedback as well as averages (normal driving zone points will see 100s or 1000s of data acquisition happen, so one single event at -5 doesn't mean much if all the others are -3). In a datalogger it's easy to view the whole knock map, on the fly I think it'd be difficult to get useful data unless an entire block of data points is all knocking and you happen to be in that zone long enough to notice it (which granted does tend to be the case, such as WOT where all those cells may be experiencing knock since the timing map is a gentle change from point to point).

All of this is just to point out if you're watching these values and they're hopping all over, you'll know what it means and when to and when not to worry. If the scan gauge has highest value in the past second or something that would be more useful I think, at least you could be alerted there's some rpm/load point that the truck isn't liking without missing it as it flashed by.

 

I also added those values and a link to your post on the 1st page since that's great information!

 

noticed the Upgrade kit from Magnusun is posted.

https://magnusonsuperchargers.com/c...50-magnum-performance-tundra-5-7l-upgrade-kit

I'm trying to see if there are any more s/c options for the 4.7l other than the Elate. Can't find any magies for it other than the discontinued TRD version, which is an older type of s/c

 

XACT or XCT or whatever is putting a 4.7L kit together

 

Just double checked. XAT Racing. Whipple unit.

 

Ohhh...will dig into that!

 

Not released yet, I think they're still in the fitment phase but could be wrong...but yeah it was announced a week or so ago.

 

I'll shoot them an email soon. I gotta sell the Tundra before I can purchase any big ticket items for the GX. That'll be at least another 2 - 3 weeks.

 

Andrew, at XAT, is great.

 

"ONLY" $832.50per month with

lol

 

Ok. let's set Grandpa mode aside for a minute*:

I leaned into the pedal a bit harder & have now seen 9.2psi. The gauge saves max psi.

I'll give it the beans soon. I bet I could see 9.5psi. I'm wanting to see my scangauge3 MAF warning go off...I have it set for 500grams (assuming 512grams=5volts).
I'll get this done Friday, on the Hardy Toll Road on ramp, on my way to the lake (winterize the boat).

for science.

you guys running >10psi bare with me. I want to see what a stock intake diameter will allow. My guess is the MAF is gonna max @ ~5500. it maxed at redline on the 80mm.






*I just had a little inguinal hernia repaired, so the belly region is a wee bit tender. Decided to do it now, so that it does not interfere with my weight lifting a few years down the road. it's amazing how much you use your stomach muscles.

 

Travis with Elate emailed back that he had an influx of FDFI1900 (harrop) orders, but would make me a deal on the larger FDFI2300! Awaiting reply from XAT about the Whipple

For the GX470

 

Sweet find. So was anyone able to confirm this works on Tundra?

 

What's your plans for tuning? Or just keep it in the realm of the stock ECU? That has been my biggest hang up with my wife's 460 is her year apparently doesn't have tuning support from anyone (mainly HPT though).

 

Have to use VF Tuner on the GX470. HPTuners doesn't support Lexus, but VF does. Not sure on the 460. I've checked with @JustDSM who confirmed they can tune it, so likely OTT.

I'm not familiar with that platform, so don't know what differences there are between the two tuning softwares

 

XAT very quick with the reply:

Yes we are currently working on a custom whipple kit for our beloved 2UZ engine-
I would expect 6 months most likely before this is tested and brought to market- we will be making more updates as well as we progress on this front-
We are just waiting for our intercooled manifold to be finished up and arrive to us so we can start testing fitment and getting that 2.3L Gen 4 whipple blower on top of it-
We will keep your email handy and let you know as soon as we are ready to release these kits-

May be too long a wait for me, but we'll see. Need to research that Gen 4 2.3L against the Harrop FDFI2300

 

Incredible! My 05 2Uz 4runner is going to be a beast when that comes out!