Tacoma ProCharger

Just sent the logs off to justin earlier tonight and honestly I felt cool as shit driving with the laptop and the log software open, I kept looking at it even though I dont understand what to do with half of it

 

Welcome to my last 2 weekends. I'm learning though.

 

The things we do for power

 

The ProCharger tune is "interesting" to say the least. I think a custom tune would do a lot for the performance of the kit, but that's easy for a guy like me to say.. I'll post up some of the data here to support my statements.

Fueling:
The first thing that jumped out and grabbed my attention was the Commanded AFR under WOT load. The Graph below illustrates these commanded AFR's. If you look a little further down at the Chart vs Time, you can see there is some alarmingly lean conditions present in certain areas of the tune. At that point the truck goes lean, there is also some throttle closure happening. I'll show that in a separate Chart vs Time screenshot below the fueling


As you can see from above, the fueling is a little concerning. The commanded λ values are QUITE lean in certain areas of the tune and even under sustained load the tune is still on the lean side as seen here:



Fuel trims are generally acceptable, so they've got the main injector scaling pretty dialed in I'd say. However, there are some very large "holes" in the MAF calibration curve. The graph below will show you the sum of the fuel trims versus the MAF voltage, giving you an indication of the percentage error present in the MAF transfer function. The bulk of the function is pretty close as you can see in the lower MAF voltage cells. But as you approach 2.50v - 3.44v, there is some serious discrepancy. The MAF calibration could definitely use some work in this area to improve fueling.



Further more on the MAF calibration, the airflow seems very 'choppy' and erratic. At higher airflow levels you will occasionally see oscillations, but the airflow 'curve' should be smooth. I'm unsure of the cause, as it could be something mechanical (leak/obstruction/etc) or if the MAF calibration is not smoothed. Either way, with the MAF reading that erratic something is 'off'. Just for illustration purposes, below is the ProCharger setup/tune and a URD Mk3 setup that I'm currently tuning

ProCharger: URD Mk3:


ProCharger did do a fine job spec'ing the injectors. They seem to be appropriately sized for the kit as supplied and even have quite a bit of headroom for future growth.

Ignition:

The tune seems to have a timing map that is fairly close to stock N/A values. The actual amount of timing the engine was seeing was about 3-4deg less than the Base values due to Torque Management pulling timing at WOT, reducing engine output. I'm not sure if the approach ProCharger took was to let the Torque Management system remove timing from the truck or if the torque tables were not addressed fully. But there is a bit of torque management being applied at WOT to reduce engine output.

Torque Mangement (White line) pulling timing from the ignition maps (orange/red lines), Blue lines are ignition values as delivered to the coils:


Additionally, there are some serious instances of knock feedback at particular RPM/Loads, but I don't attribute the detonation to the timing values that ProCharger spec'd for the tune. I think the issue is more on the fueling side. I think the timing map is fine for a stock truck running a centrifugal SC setup and ~7psi or so.

The areas of concern are right there in the meat of the powerband, 4K-4.4K RPM at high load. You can see the knock retard averages below:



The base timing map values compared to a stock N/A map:



VVTI:

ProCharger has elected to completely disable the VVTi system, effectively setting the entire map to "0". This neuters the powerband, specifically in the low-midrange RPM/loads.(Ask @Torspd about that..) I feel this is really holding the kit back below 4000RPM.



In closing, I think there's quite a bit more to be had with the kit. The tune leaves some power on the table in my opinion.

 

Very well displayed.

Looks like a check over of the truck around the MAF and for unintended vacuum leaks is in order.
Prethrottle boosted vacuum routing is different from post throttle boosted vacuum routing.

Wondering if those MAF anomalies are similar to @MrMurse 's?

Correcting the VVTI, should net some very positive improvements. Makes me wonder if they will affect the torque management of the tune?

 

@Smokehouse time to poke around in the engine bay. @JustDSM did some amazing analysis that's over my head.

When playing mental drag racing, I would think a stocki-sh weighing (~3k lbs) tacoma with peak 303hp at the wheels...... would trap somewhere in the low-mid 90s in the 1/4 mile.

With a trap speed of consistent mid 85mph.... something is off since your truck is proven to be north of 300HP.

All this is based off my memory of early 90s fox-body Mustangs. Stock 302 made about 300hp at the wheels and weighed ~3k lbs. Those cars ran low 14s in the mid 90mph all day (driver dependant).

(I understand comparing the mustang to tacoma and 302 vs 1grfe is comparing apples to oranges.....but physics is physics)

 

To say I feel a little lost is an understatement but I'm going to go look around the truck now to see if I can see anything. What exactly should i be looking for? Just torn tubing?

 

Don't get me wrong it is amazing information I just know I'm definitely not cut out to be a tuner

 

The MAF sensor plugs into the tube just before the TB. It should have a foam-rubber seal where it contacts the mounting point.

 

You can see where the pulley is actually missing paint from hitting that clamp but that's all I can see from the outside. I noticed some wet spots on the ground so I look under truck and in multiple spots there is pink liquid everywhere and I look and my coolant reservoir is almost completely empty. Could a coolant leak cause my problem?

 

Coolant leak could be here? This is the only hose you have to mess with to do the install. That could also be remnants from the swap.



You can pull that elbow out from the supercharger outlet side a bit to make more clearance for the pulley.

 

Yup coolant is coming out of the bottom of where those 2 pipes meet

 

Just out of curosity did they install the Supercharger remote drain line on yours? I almost forgot about it, looks like a p.i.t.a. to do the SC oil change without it. Looks like a 2ft stainless line coming out of the bottom of the SC.

 

Yup they did, thank god. The oil change thanks to that is super easy and you just a whole one of their little bottles and you're good to go. If I disconnect that line is all of my coolant going to pour out? How do I need to fix that joint

 

You would need to drain around 1/2 gallon of coolant to get the radiator low enough so it doesn't pour from that hose. But first I would try just moving the hose clamp(s) closer to the bulge from the extension piece inside that joins the two hoses to get a better seal.

 

Is that coupler still able to seal or is it just surface damage? If you've got a leak, that might explain some of fuel trim error (MAF calibration concerns). However the commanded AFR's of the tune are still questionable at best, and that wouldn't be affected by anything under the hood.

The wet spots are from that splice in your coolant hose. You can see the residue on the union in-between the splice point.

I went back through your logs and your coolant temps are stable right around 194deg F which is normal for a stock setup. The empty reservoir is likely due to the system pulling coolant to compensate for the loss caused by the leak. The coolant leak would not play a factor in any of the tuning items I mentioned above.

 

One other thing I should point out is that the FMIC keeps the IAT's quite cool even with the filter right above the passenger exhaust manifold! I was quite surprised to see how well it managed the IAT's!

 

All the way through, there is my leak. I have a warranty so I can get a new piece

 

That means face supply a high quality intercooler, for sure.

 

Thanks for that breakdown, JustDSM. With those commanded AFRs I gather this isn’t a TRD calibration. Would that be beneficial here?

That’s a mighty big stock pulley. I’d imagine with proper VVT tuning, a smaller pulley and some more fuel the truck would pull way better.