General Supercharger Thread

This explains it quite clearly, haven't heard this point of view but it makes perfect sense.

 

All of that to say parallel should work well too of course, and could be optimal if done right. I’ve read running parallel lines has a few important things to consider to do it right. For example the feeds off the Y or T to the rails, and the return lines from the rails to the regulator must all be perfectly equal length to prevent unequal fueling. I’ve also read about some concern about the formation of vapor pockets as the injectors open, and parallel setups struggling to sweep the vapor out of the rails and lines possibly due to the lower speed of the fuel traveling through the lines (each line is seeing half the flow it would see with series) I don’t know much about that though, I guess it requires more research to really say if that’s a legit concern. Either way, I could see the benefit of increasing the line sizes but keeping a series setup since it’s harder to mess up. Either way, I recommend some googling and reading on both setups!

 

Anyone else find it interesting that the flex fuel trucks receive actual fuel pulse dampers? Those come with bigger pump and injectors, yes?

We could Y the fuel feed and then Y back into a FPR before the return.

 

I couldn't help but notice the dampers also, I wonder if the FFV rail still has the "tube" inside as well?

 

Do the non flex fuel rails not have the fuel pulse dampers?

 

You only have to worry about vapor when running a returnless setup, the return style keeps a constant flow of fuel going through. You will end up with pulses when the injectors open, which can be mitigated by adding a fuel pulse damper as close to the injectors as possible. The way they have it on each rail for the FFV is ideal.

 

There is a "tube" in the non-FFV rails that acts as a damper and there is also one on the stock pump assembly.

 

For comparison purposes here is the flow rate chart on these injectors.

 

I have the 775cc from Fuel Injector Clinic. Saw the 800cc DW mentioned. Would that be these?

https://deatschwerks.com/products/42m-11-0800-8

I'm ready to make the jump to a different injector, but not willing to try another unproven or untested option.

 

So, if memory serves, you're having intermittent hard starting at your (very) high elevation (10k), correct me if I'm mistaken. And you (or your tuner) think that a larger injector might be the way to go, or just a different one?

 

Well got all these harness dremeled down. Just like @Wynnded said the harnesses do snap tight at the injectors and factory harness. I have no problems soldering but feel not cutting into the factory's was my best option, time wise and if I decide to try another option in the future. I just routed/tucked them.

 

My money is on that they'll be fine.

 

Yes sir, I can't see any way they come loose, with force they stay put

 

My dumb question of the morning, with boost referenced did you guys just cap off this nipple at the intake? I'm assuming so.

 

Yes, intermittent hard warm starts only. Cold starts fine every time. Hard starts about half the time with no rhyme, reason, or pattern. I go to Denver weekly and have been to Kansas at 1,000ft elevation but didn't have enough warm starts to tell.

It's my assumption that a different injector may solve it based on experiences from this thread. I originally had planned to use a different tuner, @tunedbyloi, who recommended FIC or Injector Dynamics and discovered Mike at Figs engineering at the last minute who was local and had experience tuning Tundras, LC, and LX's.

His recommendation was to use the TRD 535's since he has good results with them, but I had seen multiple people who said those were hitting max DC with just a "stage 1" setup.

 

Hey @Land Bruiser, I had the stock 535s in but yes, IDC was maxing out on stock tune in Denver. No way I could safely even run the 76mm pulley. I would suggest the DW650s at minimum or PS 750's. These two injectors kits, from what I've been told run great.

 

Holy unmetered air Batman! (Holy fucking shit!) I completely forgot to cap mine off! Thanks for making me go outside to have a look, because I couldn't remember what I'd done. I'd had a bunch of rubber caps on hand when I put in the boost reference T but they were all too big so I just removed the nipple and dropped it into a cup holder thinking I would rummage through the parts room after I cleaned up and put tools away. It's been running fine though, just wow!

I ran out of injector with the 535s at 8k ft with the TVS1900 blower, but was overdriving it to near it's maximum. I think you're going to need to go bigger, or make a deal with the tuner that if their inadequate, they swap out to larger ones (that you provide) on their dime . Your welcome to the 750cc injectors that I was unable to make work, but if you're paying a tuner, it could be a waste of time and money.

This backs up the inadequacy of the 535s in our use case.

 

weird that there's so much variation in injector DC. I'm at 7k and barely into the 80's with the 535s and the stock pulley. My logs show so much injector left that I just ordered the 76mm pulley from @snivilous

 

It's the pulley. The more air it's sucking, the more fuel you're going to need from your injectors.

 

Five minute fix! Just cut a long enough bit of the same sized hose that was on there, then fit one of the larger rubber caps over the hose. Tight as a fella could wish for.

 

I'm glad I could bring it to your attention! You just had a tiny bit of unmetered air coming in

 

Alright everything is back together! Double checked all connections/lines/bolts and clips. Started her up and as expected running rich with misfires on all cylinders, but hey no fuel leaks! Now in the need for a 2650 base map to get these injectors tuned. Should I reach out to HP for the base map?

 

If you hook up HP editor to the truck and hit the read vehicle button it will download the factory tune file automatically, and then you can work off that.

 

I don't think they will have anything 2650-specific...maybe they can provide you with the TRD tune? Snivilous might be a better option to get you going.

 

That's what I assumed. I tried reading the Maggie tune with the MPVI-3 and of course no avail. I did touch base with Sniv, he has me on the right track. Was just hoping to get as far along as possible before bothering him.

 

I did see the factory tune, but that's non supercharged correct? Would be sweet to have the stock Maggie super tune to adjust but that was a pipe dream lol

 

Correct. Bone stock file for the truck. Doesn't actually download the file from the pcm that the truck is running on.

 

I downloaded the stock to have on hand....... Seems like having the 2650 mag tune would be like gold and a great base to work from but it is what it is.

 

Shouldn't his stock tune be unlocked? If so, I might be able to at least get him set up with an "in the neighborhood" IC and get some of the other fundamentals going, then he can work out the details with Sniv.

 

yep, the stock file that HP downloads is unlocked