General Supercharger Thread

absolutely! I like purring like a pussy cat licking sweet butter!

 

I like it. @ARES35 permission to adopt this phrase for future conversation?

 

Permission granted sir!

 

I knew what you meant, it didn't take rocket surgery to figure out. Definitely worth adopting and reusing in certain company.

 

It had kept me up last night not being able to figure out how to write. Slept like shit woke up early and figured out the License.dat delete. Then when the truck continued to run like shit my brain went into overdrive until I ripped it apart and reset that rail lol. But man when she started right up and idled I was ecstatic to say the least! Lol

 

Now she’s churning on all 8 cylinders, you might say. A custom visual representation of purring like butter for you:

 

Was in such a rush this morning didn't even have a chance to let her run and settle. Looks like the Magnuson air box is pulling in a lot of air at idle, 2k and 3k rpm. LTFT started in the +14's and has crept its way to +25/26, all accessories off no load. Granted I did copy and paste the TRD airflow vs voltage calibration. Furthermore the injector offsets provided by the chart has voltages at 8/10/12/14/16 whilst in the offset vs volts in our table starts at 6.5/9/11.5/14/16.5, that will need adjustments also, maybe some interpolation? I will be working on adjustment to the IC table to richen her up. All in all looks like I'm ready to pop in the 76mm pulley and get some real tuning going, with no WOT of course until I can get lower load tuning settled.

 

Right click on 6.5 > go to Column Axis > Edit (left click) then another graph pops up and you can change those values. Close the graph and click Save File.

 

Well God damn that's much easier then math And I was right clicking but had no idea what those Column/Row axis did.

 

Datalog it, though if it's that far off it's probably that far off everywhere. Amazing it hasn't thrown a CEL for too lean. Increase the IC by 25% and vice versa for the inverse IC if the datalog shows all values being around that much off.

 

I love the smell of fuel in the morning...anyone here ever take their bed off, or lift it enough to access the top of the tank? I really don't want to drop it again, figured I'd try something new.

 

I have not but there are a few YT videos on bed replacement.
https://youtu.be/l8XNDH4YLB8?si=eTfPvOGRJtlk7EFW

 

I thought about doing it this way the second time. My idea was just to slide the bed back far enough but in the end just lowering the tank was easier. Leaving the front strap on and tilting it down seemed to work really well for me.

 

Thanks, yeah, I've been checking out the same ones...

I'll probably end up dropping it a few inches just to see what I can see, was just hoping to jack it up maybe 4-6 inches or so at the front so I can see everything in situ...I don't like my plumbing under there either and would like to have everything bolted up and redo it with the appropriate lengths. I have too many connections under there and need to rethink it a bit.

I ran the pump with key-on and pressure is still 60PSI with no noticeable leaks, so I'm thinking it might just be an issue with the tank fill connection being loose since it happened when I was filling up.

 

I musta been high on gas fumes, I can't access the fuel lines with the bed off, it's under the cab...glad I saw that before I started taking stuff apart. I also forgot to say why I was doing this. When I fueled up this morning I had a puddle under the truck. The truck was also surging on the way to drop off the kids at school so with that and the puddle I figured it was a pressure issue and something worked loose, but I was low on gas so that could have been causing the surging. I was driving like a good dad, not like I do when I'm alone so I was surprised at the surging with low throttle inputs, but this is the coldest it's been so far with the new throttle body, so maybe that was contributing to the surging? Too many modifications...

 

Filler neck was tight, but not seated properly...there was a good 1/2-3/4" of the hard connection was showing so this is the likely culprit for the leak when filling up. Going to see how it reacts tomorrow morning, temps should be similar to today...maybe I should log something.

 

I don't mind dropping that frickin' tank as its become second nature...it sucks even saying that! Do other GM TB's (vehicles) experience surging from being cold? I noticed most don't have the warming for the TB blade.

 

I normally don't mind, but it's full of fuel now and a pain to maneuver. I'm not sure about the GM TB's behavior in cold weather, but this is the first cold snap since installing, so I wasn't sure if it was related. Maybe the surging was from a evap leak since that connection wasn't all the way on...

 

I'll install the new TB on Friday and will see. We are getting freezing temps and snow.

 

Yes sir, just catching up with work this week since I had the Covids last. Plan on scaling the IC. Im assuming I will need to adjust the maf/volt table since I'm running the 4.5" intake. Did the TRD kit run a 4" or the stock box? That I'm not sure about.

 

Magnuson/TRD values and box are 4". Make sure you scale based on area, as I recall from a tune recently that's about a 25% increase. Scale the MAF values by 25% higher (more flow for the same sensor reading due to the larger intake area). If you increase the MAF values, that will drop your fuel trims also since the truck will read more air, and inject more air accordingly. I didn't realize you had a 4.5" intake, so I would start with scaling the TRD MAF values before touching the IC and from the sounds of it that should put you very close to where you should be and match up with Wynded's values which makes sense.

Keep in mind the MAF values will become maxed out in the last 2-3 cells as I recall. Not enough to really matter imo, but is one of those things where you may want to correct that by scaling the IC up and scaling the MAF down by the same amount to stay within the MAF output limitations (the 512g/s).

 

I don't know why I assumed the 2650 intake was 4.5", it is 4" inside diameter . Please disregard.

 

Anybody ever have a P0125 code pop up after supercharger install? I remote started my truck today and when I got in maybe 5 minutes later the CEL was on and this code was set. It is for "insufficient coolant temperature for closed loop" but doing some research it can be caused by a whole bunch of other stuff related to afr.

 

Alright readjusted the injector vs IGNV volts per the column Axis, thank you @Wynnded! They are dead nuts now. @snivilous, took the fuel IC and scaled it +25% and IC inverse, scaled it -25% is this correct method? Seems so, now my STFT are damn close to 0 and LTFT is settling near zero after running/warming. Datalogged at idle/2krpm/and 3krpm, trims throughout are looking good!

 

@helidave I'd check the coolant sensor for proper parameters. Air pockets in coolant around sensor?

 

I have not specifically seen that code but that was after warmup if closed loop. What was your coolant temp displaying?

 

Driven around 500 miles since install and the coolant temp and level haven't done anything unusual. It was warming up normally when the light came on, but I wasn't in the truck to watch it for the first few minutes.

 

Perfect!

I use the Rough LTFT to get the rough overview of the fuel trims and just glance at it, and then if you're adjusting the MAF I use the Detailed LTFT which has the same voltage values as the MAF table so you can know exactly how much each cell needs to be adjusted. If it's within 5% I call it good, the fuel trims will move around a bit depending on conditions so don't try and chase every little bit since two datalogs will give slightly different fuel trims.

 

I'm wondering what your coolant temp is once she enters closed loop. Also the condition of your thermostat, it may be stuck open.