General Turbocharger Thread (formerly "Turbo Charging A Tundra!")

Good call! Done.

 

Calling truck porn!!!

 

Includes lube

https://www.tundras.com/threads/gen...charging-a-tundra.115951/page-79#post-3980168

 

But in all honestly, that's the cleanest/shiny block I have seen to date.... I mean, it is so naked.....lol
So what WHP are you aim for with this new block? Stage 3 750 WHP?

 

Really the power limit isn't an issue now. The trans is the limiting factor

 

TBD, but end goal is essentially whatever pump gas will support - stock block could have handled 600/650 comfortably, which is what the trans can handle with some confidence. Maybe 650-800 with the VB, but I don't want to find out until I am ready for that project.

Went fully built to avoid salvage yard concerns and because (at the time) it wasn't much more than a reman unit at OEM specs. That, and because as time has gone on, the trans swaps have begun, which means eventually it'll be able to take whatever I can throw at it.

Motor is good for 1k+, turbo is good for 1200, but it's still a daily driver and tow pig, so we'll see. As of now, 650whp is what I'll be electronically controlled to via the boost controller. I'll probably keep it dialed back ~20% from whatever that is for daily driving.

Once the trans is resolved, I'll turn it up to whatever my pockets can support. Fueling and other dedicate mods to support those power levels aren't cheap nor are they practical for a daily driver, so I'll find the limits of pump gas and call done.

Most excited to have absolutely zero heat concerns going forward, so I don't need to run water methanol at all (unless I want to increase octane), and I don't have to run it below 11.5 AFR, even in prolonged boost scenarios while towing.

 

Yep I anticipate most of us will limit ourselves to the 650 whp due to the transmission limitations.

 

Nice to solve so many issues and pump gas will be your limiting factor as you stated. It'll make some awesome power being at 12.1 afr. If we go by Holdner power formula I should be at 742hp when I try the 1.88 pulley should bring me to 800hp. I have no idea what the parasitic loss is for the supercharger(75-100hp) so that brings us down to the safe area for the transmission. Doing the trans swap would be a nice option for you.

 

Yeah, that motor you have is like mighty mouse. Proof that they were well designed and more than capable!

I kind of wish I could run this engine on a Dyno alone so I know what it does NA. Oh well

 

All buttoned up, getting ready for shipping.

 

So the trans is next....
Looks like whatever you got stock is the frame, and body paint, right? RIGHT?!
I honestly think if we hit 750-800 WHP with original trans I would be happy, I mean, this crap is what? 6000 lbs+ heavy, it's hurling a brick through the most un-aerodynamic shit ever.....
I tow maybe once or twice a year, and possibly 200 miles round trip (I know, baby steps compared to you) so most of that WHP will be playing on the highways....

Wife had a minor accident a few weeks back, she called me about it, and I was racing to her (she had the oldest with her in the car) and even though I was hitting 106 on the highway, I wanted it to go faster, I was at least good 30 mins away and was able to make in under 20. While being worried (it end up being minor fender body bender, but still, you don't know until you see it), having that full throttle V8 sing is something pretty sweet....

Maybe I should not do FI.... that's just too much fun..... Wife did mention a sports car, we will see.... that one I have no issue going all the way for 1000+ WHP.....

 

It's kind of wild, actually. Even with the cost of the turbo kit, the engine, and likely the trans, I'll be barely breaking even with the cost of a pretty mild Supra, which I guess would be fun in itself, it another garage bay, it's more insurance, and it's just not as cool as a sleeper that can work and play as hard as I want it to. It's a fantastic platform.

 

Don't get me wrong, to sleeper a Tundra is sick. I tried that with a manual Forester and left so many Porsche at the red light only to lose before the next 100m....haha
But I am not in a position to do FI right now.....

 

Looking back, neither was this phase, but here we are, fortunate enough to make the most of a horrible situation. Mid you, when I of purchased in January, things were over 1/3, closer to 3/8 cheaper than they are now. Including my donor engine and billet rails I'm at what the baseline cost is today. That's absolutely no joke in terms of "ilities"

 

Confirmed yesterday that the engine was crated and XAT wanted confirmation the install shop has a forklift, so all I am waiting on is a tracking number.

Billet fuel rails will also ship separately this week for install with some of the turbokits.com 880cc injectors and adjustable FPR. Need to figure out if I'm having all of the fueling upgrades done during engine swap or if I'm going to deal with all of that after the VB upgrade and before the Dyno tune session. Part of me says it is best to do it after, but we'll see what @TurboKits and the shop suggests. It's a performance and tuning shop, so it's not like they aren't used to that type of work.

 

Update: XAT has the BOL and motor ships today, ETA to installer is this Friday.

 

just got off the phone with Shawn from Rogue Off Road to talk about the turbo intake manifold they designed/built for @BRX nearly a decade ago. Link: https://rogue-offroad.com/Rogue-Sleeper-Designs-07-21-Tundra-Intake-Manifold_p_19519.html

sadly, it was a limited production run to support @BRX way back in the day. As in, only 3 or 4 of these exact manifolds exist in the world and sadly, they don't have one of those on the shelf anymore. they are going to dig up the old file (fingers crossed they still have it) and talk to their machinist to see if it is even good/compatible with their current software and equipment. if it is not, then I am going to be back to square one. it sounds like there are a few people running 600/650whp on the stock manifolds and that's about where the plastic internals start causing issues. so, not a great call, but informative and i'll know if there is a viable plan b or not. SMS.cnc overseas also makes a 3ur-fe manifold, but i'm also not seeing great reviews on them, so... @snivilous - you may get your shot after all!

 

Tag me in coach I'm ready

 

Cool kids in the room -

Talk to me about your big injectors. Can you share the pros/cons you've experienced with them?
My issue - I have zero real knowledge beyond the DW 650cc installed <500 miles before the "event" and it appears these + turbo = fueling ceiling reached ~9/10psi of boost.

I'm 98% sold on going with Jesse's 880cc option since they are showing to be good for the realistic power levels I'll be looking for, he had these designed specifically for these trucks, he assures me they idle perfectly, and even with the pigtails (already soldered) they are in stock and ready to drop in. Yes, proximity and ability for direct feedback and support factors into my decision, but a little less so on this specific topic.

Link: https://www.turbokits.com/2007-2021-tundra-5-7l-880cc-drop-in-performance-injector-set.html

I think I am all set on the Prospeed 1000cc option.
Definitely all set on the Five-Os.
The XAT offering is interesting so I guess I'm curious if anyone has pulled the trigger on those yet.

Link: https://xatracing.com/Victory-Fuel-Injectors.html

Per this handy calculator Jesse sent me to fiddle around with, the 880cc should handle everything I can realistically expect to put down on the street, on pump gas, in a DD. It should also do so, with the factory transmission limitations in mind, at 43psi and still have tons of ceiling. 900WHP has them at their limits, but lets be honest, that's not realistic on the street on pump gas and that pushes everything to the >80% utilization rate - the motor, the turbo, everything. So, 900WHP is plenty, I think? lol

Link: https://fuelinjectorclinic.com/pages/flow-calculator

My fueling setup will be pretty standard: DW 340lph pump, billet rails, DW 1000c FPR, upgraded lines (8AN feed, 6AN return)

I know I'm not the first to be down this rabbit hole and pricing is essentially on par with one another. which is why I'm asking for the sanity check. What drove you to your specific injector size, how was the tuning afterwards, and did you have any lessons learned or regrets? I'm specifically trying to avoid idling, starting, or overall QC issues (five-o issues, prospeed discussion(?), etc) while striking the "meets requirements" vs the "maybe someday I'll..." bloat.

 

My off the cuff thoughts would be to go with Jesse's 880's, as he will be doing the tuning anyway. This will also yield him feedback on a newer product. The only thing that I'm seeing that might need a little scrutiny would be a harder look at the fuel pump to try to determine if it's going to be adequate. Again, just off the cuff and not getting too deep into the analysis.

 

For me the five-o 750cc’s intermittently had a slight start issue and this was so mild it didn’t bother me. Other than that they’re fine. For me I’m planning on the 880s plenty of injector and hopefully no weird nuances. Also you should bump to a 450pump as well. More cushion there. No issues on my 450walbro

 

Knowing I'm not the only one looking at the 880s and with similar builds underway, this may have just sealed the deal for me. We'll test the pump performances because I don't want to go back into the tank. The 340lph is supposed to be sufficient for up to 1k HP and it's already in there. lol

 

Thank you! I was 98% decided, just needed some confirmation I'm not missing something. I'm fairly certain we'll have a good sampling on the 880s in some short time and it'll be interesting to see if the DW pump shows issues keeping up. I ended up overthinking it, as usual, so I appreciate the quick thoughts.

 

Confirmation the installer has the motor. Just awaiting a start date.

Huge thanks to @TurboKits for working through the punch list of items and upgrades that are part of this.

We've got fueling upgrades, fueling upgrades, more fueling upgrades. Then exhaust work and and tuning and then more tuning in the works.

Somewhere in there is a VB upgrade and trans pan upgrade.

Finally, feeling like there is progress right on the horizon

 

I'd say go with the 880's. I was ready to but needed some extra $$. I'll be going with them soon. The fiveO 750's are good but intermittent long cranks.
At 15.1 psi I'm at 772 engine hp per Holdner and the 750's are 85-90% idc with Walbro 450 model 267, -6an fuel supply/return.

 

880s, upgrades lines, and pump are all in the works

 

880s at a minimum, maybe bigger if 650s are already maxed. If 650s are maxed then an 880 is where you would want to be ideally without even increasing the power, usually you don't want the injector to max out and still have overhead---so 650s maxed is the same as a 880 with a little headroom left over, makes me think a 1000+ is better. Most high horsepower things run 1000+ so it's not unrealistic.

My experience with injectors and tuning and helping people:

-DW650s are most reliable and direct bolt in
-Five-O may have hard start issues for who knows why
-Prospeed are just renamed (and heavily rounded up with their naming) and require the most retarded looking harness adapter ever made and need the plugs trimmed, but they do seem very reliable and flow more than any other "off the shelf" option

Couple other options out there but only been run in seemingly one off cases, like whatever the GT500 injectors were from injector dynamics or whatever company


I would think the 340 fuel pump will be at or over its limit too, single or dual 450 are the next common option.

 

This video tour of the Prospeed 900whp turbo tundra is pretty cool and enlightening on what all they had to do to make that kind of power on that truck on E85. I think you will find it interesting if you haven’t seen it @bflooks.

I was also left wondering if they would make you a metal manifold since they did it for this one, and I’m pretty sure @Winks4x4Toy is also having them build him a turbo setup unless that plan changed. I’d love to see Sniv build you something sweet though honestly. Also, he said it’s their standard “built” 5.7 so doesn’t sound like they checked every option box on the engine build for that power level. Pretty sure that truck sold for 65k, which considering the original owner put 70k+ into it not counting the truck itself is quite the steal for whoever bought it. I saw a video of it doing a pull. It did 70-120 in about 5-6 seconds.

https://m.youtube.com/watch?v=cuqZYj7ukSc

 

Copy all. I added a few options/details to the first post and I added the XAT victory injectors to the mix. Based on the calculator, i should be good with the 880s to ~900whp on a turbo. The pump, after suggestions and additional discussions, will be upgrade as well while the fuel lines are being upgraded. That's the current plan, though. For the next few years, I'll take the 880s knowing Jesse stands by them and that they are easiest to swap. I'm not ready for dual pumps yet. Even possibly having to run more power to the tank in a making me want to punch air.

 

I've seen it and I like it, except for the trans issues. Im still waiting to hear back from Shawn at Rogue on their file search for their intake, and if not, depending on where the stock manifold starts causing issues, my next stop is sniv because he'll support the community without raping it. Be nice to have a file built and maintained, ready for whoever needs one. Just didn't know I had stumbled upon such a unique offering with essentially 0% chance of another one being made to those specs.

Fingers crossed for 10psi to start with good driveability so I can say I put 1k miles on it this year.