General Supercharger Thread

From Tuner on crank issue:

I don't really have a lot to add as I have no idea how they're setting up their fuel and airflow models, what data they're using, how precise they're being with the edits they making, if there are external variables at play (burst fuel lines for example ) or if the injector data they are using is even accurate.

I don't generally see any problems with extended start on larger injectors unless there's a check valve problem or other fuel delivery system problem/airflow modeling issue. Sometimes you can get a hint of extended crank time when you're using very large injectors (~2x factory size) where the stock ECU just simply has a hard time controlling these at such small Inj PW's. The fuel delivery will just not be as precise or consistent with really low Inj PW's and you'll see a bit more oscillation in the fueling/trims when this is a "thing".

 

Sounds logical, and I suspect that we've kind of suspected that it may be something of that nature. It's reassuring that we seemed to have the right suspicions. I can understand where at my elevation it would be even more difficult trying to get a precise/consistent start mixture with such an oversized injector, not to mention the great number of variables in the many components involved. It will be interesting to see if it lessens when I eventually take a drive to a lower elevation. It's not the answer that dreams are made of, but it's still better than a poke in the eye with a sharp stick.

Thanks for relaying their reply.

 

I quick dashed over to their site and read all replies. Something I noticed is that most respondents appeared to assume that there was a fuel shortage aspect to what what being experienced. At least in my observations, with the black exhaust, it's look to be too much fuel. With that side note, a lack of precise PW control would still seem an applicable hypothesis.

Also, what is being described when "fuel/airflow models" are being mentioned?

 

Anyone have a pic of a single radium and maggy? Looking to confirm the line routing.

 

If you could document the can as it sits in your truck now for me I'd appreciate it!

 

I can get you one next week...

 

Are you referring to the catch cans? If so, the green connection on the engine goes to the top of the catch can, and the bottom goes back to the Maggy.

 

Prospeed has some instructions for their's all link.
https://cdn.shopify.com/s/files/1/0...AGI_CATCH_CAN_SYSTEM_INSTALL.pdf?v=1623262434

 

Hey not a peep out of you until we see those dyno results.

 

Yea, I'd like a full pic has I think I'll need to add some fittings from the previous setup

 

Truck update. So, my install was delayed due to their lead tech being out sick for a couple days. Got a call today that he's back, but just finished up the Jeep that was scheduled to be completed before mine was started. My truck won't be started until Monday which is a bummer, but things happen and I understand. They are covering the cost of my rental from Enterprise for this week and Jeff let me take home his Yukon until my truck is completed.

Since the Cravenspeed gauge pod arrived on Wednesday I was able to drop that off when swapping vehicles so they will now be able to mount the gauge as opposed to just resting it on the steering column until I moved it into the pod. They listened to the slight squealing issue I had which was posted in another thread...Toyota replaced the belt tensioner and the fan bracket, but the noise was still there. Westcott believes it's coming from the supercharger idler which is good news since I had already picked one up to have them replace while the belt was off. Sounds like they are planning to have it wrapped up by end of day Wednesday or Thursday morning.

The Yukon is a beast compared to the Nissan Altima rental I've been using this week. Going to check it out more this weekend when I have time, but it's lifted on 35's I believe with their roof rack and rear tire carrier.

 

I have the Harrop, but from the Radium catch can it connects to the connection marked by the red arrow:

 

Just got done!

 

We will be starting the PS fuel system in my truck Monday morning. I will be setting the FPR to 60psi as they recommend in the instructions. I have 750 injectors and a 450 fuel pump, luckily no extended crank issues.

 

Nice numbers!

 

How was the a/f?

 

How was the drive home?

 

Nice!! I'm jealous

 

Hot damn, that 574lbft at 2500 rpm. Tires don’t stand a chance!

 

Afr is 10-11. He said the belt was slipping. It could have been higher

 

How is that determined, does it polish the ribbed side, or leave a bunch of belt dust? I wouldn't guess it would be audible with all the other noise going on.

 

The boost graph showed as wavy at wot. He said it meant it was slipping. :dunno:

 

I asked for the graph.

 

Did you ever give installing the green belt another try? Wondering if that may help with the slip if you are still running the stock size belt.

 

You now own a thoroughbred! Wow! Impressive numbers as stated!!

 

Nope, guess it needs to go on when I install the 2.2.

 

Oh, darn!

 

Curious if there will be another dyno run after the 2.2 is installed.

 

I've been planning on designing a bracket or something to add an additional idler pulley to increase the belt wrap and allow more belt options for the smaller pulleys. Sounds like I need to get on that sooner rather than later.

 

He said I can go 2.2 no problem. We'll see. The pulley is still "out for delivery by 7pm" except it's 7:50.



Lol