OVTune 3.5L Tacoma Supercharger and Twin Turbo Systems

gonna be sweet either way.

 

I'm not sure I understand why you'd hold up the base kit release due to the extra complexity, fabrication and design needed for the powermax kit.

 

May have been asked but i cant see it anywhere, Will there be an option for catted down tubes?

 

@OVTune I know you don't make any promises on release dates but is there a goal you're shooting for? 2 months? A year? Longer?

 

no exact date, but shooting to be on release around the same time as the upcoming superchargers, if not sooner...since we are already working on solving issues they will inevitably run into.

So, our direct injection rail setup is just … doesn't make sense from a per cylinder accuracy perspective.

I have the rails pulled off our spare engine, but here is the basic of how it is...
couldn't find an accurate diagram of it online.
But basically, the way it is setup allows for cylinders 1,3 and 2,4 to receive less fuel than cyl 5 and 6. This is because of the location of the feed port and pressure sensor.

 

unfortunately, with stock design
dark blue is where pressure will remain near target
as you move away (lighter blue) there will be more pressure drop during each injection event
and as you get to yellow there will be the most pressure drop (and equal flow drop)

I have datalogs showing pressure fluctuating during injection events in boost up to 600 psi drops. (from 2400 psi to 1800 psi or LESS ).

That's a 600 psi drop AT THE SENSOR.
could be much more during injection events @ yellow

 

That's a weird design. Wonder why they went with that?

 

it's a very odd design. Even the 2GR-FSE is much better designed.

 

Is it packing issues? On the stock engine, the pressure drop must not matter very much?

 

You can see here what I am showing.
On a bone stock engine you're not really flowing enough fuel to cause concern.

On high boost applications this setup just says "kill cyl 1 and 2 for me please"

Pressure is measured before any pressure loss from cylinders.

So a 600 psi drop at the sensor...imagine the flow loss at the far end of the rail.


The most.....confusing part is bank 2 (the bank with the fuel feed) is the bank consistently dropping fuel vs bank 1 ( pressure sensor side)

The longer I look the more confusing this is from an accuracy perspective.

 

Why can’t the tune be removed and port fuel from both sides equally? Or is that already being done? Sorry I’m not very good at mechanical components other than changing them in and out

 

So we still will be supplementing fuel with Port injection, but we still primarily NEED direct injection at low RPM and high boost in order to ensure there is no pre-ignition. At higher RPM this is not as much of a concern, but 3000 RPM and below, it's critical. Since we are capable of producing more than 20psi on the powermax kit as early as 2400 RPM, it's required.
to be safe in my opinion I need a minimum of 80% fuel to be given by direct injection and 20% or less for PFI just to reduce the charge temps as they are coming into the cylinder. at higher RPM, it flips, and we rely much heavier on the port, because pre-ignition is not as much of a concern.

We may not even have to upgrade the HPFP if we have a better rail setup.

Either way, it looks harder than it is to fix.

 

Heck even just creating a connection here would fix it.

 

Drill and tap that bad boy!

 

Pretty sure the fuel is what keeps the tip of the direct injection cool enough so it doesn’t burn off in the combustion chamber...as I wonder what would happen if the engine started pumping compression back into the fuel system.

 

I haven’t messed with hpfp systems as I have been out of the car game for a while. If I’m looking at the fuel rails correctly, what about using a larger fuel feed line for a bit more volume? I’m specifically looking at your picture, the thinner U shaped line.

 

I just want to see a pavement standing start. The smokier the better.

 

There is a video of Stephen papadakas on a newer 1000hp Supra. They cut off flow to the DI and ended up melting the injectors.

 

Looks like I need to watch his latest videos.

 

I don’t know if you saw Mat’s post earlier where he said that he had his twins up to 20 psi but do you see any way we could do that without at least forged pistons? You have that crazy big EFR 9180 on your built engine but I still see your old dyno numbers on your sig. Have you run a new dyno with the EFR yet? It is supposed to be good for 1000hp so how close to that do you think you can get?