General Supercharger Thread

Modular, for a variety of diameters....naturally!

 

Oh man that would be icing on the cake there!

 

$3500? New is what...$7500. I got mine for $2k minus fuel pump and idler pulley with 30k on it. But that was in 2013. Make sure you download the parts list and inventory what your getting.

 

I paid $3k, I would have a hard time paying over $4k since "complete" is never complete, so you're not saving much past that point.

Especially since newer and improved superchargers are $7k new now.

 

That would be dope, but the probably $25 for a basic pulley probably outweighs any benefits otherwise

 

The advantage is of the t-belt pulley are bearing diameter and width… they are enormous. The size obviously increases life, but also stays true and flat, which keeps the belt flat and aligned going on and off the SC pulley.

That last little bit of extra is always relatively pricey.

 

All-righty, the K081145 (standard) / 5081145 (heavier duty) belt seems to be working and not slipping as near as I'm able to determine.
Here's an at present unverified list of alternate applications/part numbers that I stumbled upon:

• Brand: Chrysler, Interchange Part Number: 5143206AA (possible source)
  
• Brand: Dynacraft, Interchange Part Number: 4081144RP
• Brand: John Deere, Interchange Part Number: T187704
• Brand: Mercedes-Benz, Interchange Part Number: 1129970092
• Brand: Size Designation, Interchange Part Number: 8PK2910
• Brand: ACDelco, Interchange Part Number: 8K1145
• Brand: Carquest, Interchange Part Number: K081145
• Brand: Dayco, Interchange Part Number: 5081145
• Brand: Goodyear, Interchange Part Number: 4081145
• Brand: Metric, Interchange Part Number: 8PK2910
• Brand: NAPA Belts/Hose, Interchange Part Number: 25-081145

I was able to get a 25-081145 belt from NAPA. I'm not going to recommend them unless you're able to get it from them for a great deal less than what I did. It was a rip-off at just under $100 (I feel ~$50 would be fair), the most I have ever paid for a belt, in any context. I'm a bit sour about that but I wanted to get this figured out as soon as I was able. I did it for the likes...

I was able to test it out as the roads were drying out after a slight dusting of snow. It was just above freezing at 8000ft. My boost gauge showed 7-7.5psi depending upon the specific run. I got a couple WOT logs and have pretty much maxed out my injectors and the MAF voltage, 97% and 4.8V respectively. AFRs in the mid 10s. They're the 720cc injectors and RCF MAF and a smaller than normal SABM into the TRD/Maggie airbox with the AFE Dryflow drop-in filter. My rev limiter is set to 6500rpms and when I look at the log it's shifting at 6300rpms.

Hope this helps!

 

7.5psi at 8000'

 

I am bowing in your general direction

 

Thank you for the information! Looks like you have found the perfect belt for the 70mm. 7-7.5 seems like a good amount at 8k ft! Surprised you're maxing out 720cc injectors that high but in the 10's makes sense. With 86 Im seeing 5.9/6 in front range. I'm still in the search for a belt thatll wrap the 76mm only stopped in Oriellys thus far

 

You might be able to get away with the stock belt, only one way to find out.

I was kind of surprised about the injectors as well, but I noticed a flash of 8.8 on the gauge as well, so there might be room for refinement. It just seems that I'm not able to get my Innovate AFR gauge to log with HPT so I can see where that's happening. I'll have to just continue to mess with it, I'd like to see if I can come up with just a bit more of a safety margin with the Inj DC. Tinkering never ends!

 

Awesome! I’m sure it feels pretty good. Maybe time for a higher pressure and/or boost referenced FPR to help reduce your duty cycle?

 

I've seen these mentioned, but just kind of ignored them for the time being. Briefly, how involved are each? Currently my FPR is connected in the stock fashion, to the intake tube.

 

All the horsepowers

 

Can’t comment on the aftermarket ones and therefore the necessary plumbing changes. I would probably get an OEM Toyota FFV FPR since those are 60psi instead of 43.5, or maybe buy one from Harrop. Boost referencing is just a matter of teeing that line into the boost port. You would need your tune adjusted for it though, but it would definitely lower duty cycle.

 

@Wynnded The FFV FPR should replace your stock one directly as a drop in. See this post for part numbers.

https://www.tundras.com/threads/general-supercharger-thread.85513/page-257#post-3159621

 

Ah, easier than falling off a log, it sounds like boost referencing would be the logical place to start. I'd not read of changing out to the FFV FPR, that might have some appeal too. I just had a glance at the paperwork for the injectors I'm running but it doesn't give flow rates for pressures other than 43.5psi. Maybe I can find that with some interweb action. I'll see what boost referencing does for me first, I don't have to order parts to do that! Thanks.

 

I still haven't found out how much PSI Harrop modifies theirs to. I guess I need to throw a gauge on and find out.

 

This is the closest I’ve found to an answer. If you measure it with a gauge I’d love to hear what you get.

https://www.tundras.com/threads/general-supercharger-thread.85513/page-144#post-2985681

 

I just pulled out the URD pressure tap that installs below the FPR and realized it won't fit due to the return line sneaking under the IC coolant reservoir. I'll have to grab the NX port fitting and report back.

 

I found a company called Racetronix, they make a similar fitting for less than $15. Decided to give that a try, fitting and gauge ordered.

 

Bought time you get a gauge!!

 

I found the info for my injectors. According to that, they are said to flow in the neighborhood of 800cc/min at 58psi. I found a length of hose in a tool box drawer and I'll see if I can find a t-fitting in my stash of miscellaneous at work and see what boost referencing does before trying anything else.

 

Having them boost referenced should help out and richen up the afr. I had to reduce PE in the 3000rpm and up range.

 

Cool, I don't know why I didn't pick up on this information before. Distracted by other things I suppose...

If I max out the MAF voltage at some point, and I mean just barely, would scaling the remedy for that? I'm sure there are probably limits, but is that done with one of the maps/tables in HPT, and how might one go about that? I'd reference the one that I've always suspected, but I can't recall it off the top of my head, and HPT is on my other computer otherwise I'd look it up. I could be way off in how I'm thinking about some of this though.

Have you encountered this bit of info about resetting learned values? It looks like it can indeed be done via Techstream.
https://www.tacomaworld.com/threads...smission-learning.422915/page-2#post-15694509

 

I just need to find someone in my area with Techstream.
I believe @snivilous said to take the fuel trim and multiply by the corresponding maf voltage percentage to get a correct maf value...or something like that. I'd reach out to him.

 

Ah okay, I think I know what you're talking about. That sounds like the MAF Calibration table, Airflow vs Voltage. The table that I was thinking of, and don't know if it's something relevant for us are the MAF Correction tables, Base and IAT. Thanks.

 

@TurboKits.com was working on some device of sorts to solve the MAF voltage issue that it sounded like they may offer for sale. I don’t really know the details though. Perhaps Jesse can give details.

There may be ways around it via tuning, I know DAP had found a way around it when I had the stock intake with the 80mm pulley. That said I don’t think it’s technically the right way, and I did get occasional P0101 codes. Otherwise I think the only proper way to solve it is to get a larger MAF tube and scale for it. I was at 4.97v with the 80mm on the magnuson intake (I also used air straightening honeycomb before the MAF which may have made it read higher.) I’m sure I’m hitting the ceiling now with the 77.5. Being remote tuned though I think I was tuned way excessively rich though, so if anything it’s probably better AFRs now.

 

Ah, I'll peruse through his posts to see what he's mentioned so far. Thanks.

 

This is my understanding:

If the MAF voltage hits the limit you're kind of SOL. If the MAF flow rate value hits its limit, that is different and can be adjusted for. The voltage is mechanically derived from the sensor which is why it can't be adjusted in the software. The sensor deflects so far from airflow and that's 5V either way since you pegged the deflection it can read. The resulting airflow measurement also has a cap, but that's software driven so by changing other variables like injector constant you can keep the airflow value inside the software limits.

MAF voltage limit -> bigger intake
MAF flow limit -> adjust IC and MAF table

With that said, if you just tickle either of those at the high end I wouldn't sweat it. Worst case you get a CEL that does nothing when you're WOT at 6000rpm. As long as the voltage doesn't max earlier since then you don't have MAF data for the higher rpms since it can't read anything then.