TRD/ Magnuson 4.0 Supercharger Tips, Tricks, and Mods

You get to keep it.
Scott didn't uninstall after he installed it on my computer.
Make sure you save the ZIP file he downloaded to some other location for later reinstall.

 

That is great news!

Post rotors, during boost, the air is as you stated "pushing". Pre rotors, during boost, it is still sucking. Just with more force.

 

Sounds like your hose from the boost port to the pressure sensor isn’t right. I know you said the little adapter didn’t screw onto the sensor very good. Maybe try running the engine at idle and spray carburetor cleaner at that connection. If there’s a leak there, the vacuum at idle should suck in the carb cleaner and the idle speed should change (engine speeds up) due to injection of the carb cleaner.

Why did he change the injector pulse width, did you install bigger injectors? Or was it because you were getting rich codes?

 

Bc I got the P0172 (rich code). He was wondering if Magnuson changed their injector brand/company bc he thought that was odd and said it was something he normally doesn’t do. But since both banks were reading 10% rich, he adjusted injectors by 10% (????)

I’ll see this afternoon about the carb cleaner test (I have MAF cleaner and break cleaner at the house, will one of those work, pretty sure the break cleaner at a minimum flammable). I’m working with AEM now after jegs tech support ran out of options.

 

So clean I could eat off of that. How many miles?

 

Crazy to think but I’ve had this blower at least 10 years and coming up on 100k. I’ve been sporting @Coupe and his idea on the catch can. He has came up with many innovative mods on XRU

 

sent up the two data logs to Scott today, we'll see what he says.

It was the first time I had done a dead stop to WOT...I squealed tires dang near the entire first gear and that truck can MOVE!
Definitely not something usually seen in a 4DLB on 35" Trail Grapplers (IMO)

 

Reading this comforts me in knowing that Magnuson did it right in making a 'safe' blower for tacomas. Would we all like to see 9,12,14 lbs of boost, sure of course, but seems like 6-8 is a sweet spot for 1GR-FE's longevity.

 

Im at ten and it seems quite safe

 

Boost is merely relative... What rpm the rotors are spinning is really what to judge.

 

Good point. There is more to it than that but rotor rpm is a key factor. I actually ran the numbers of the more popular pulleys a while back to check exactly that. This all numbers are with engine rpm at 5000.

 

Heard back from Scott:

“
Hi Jeremy,

Thanks for the data – all checks out nominal.

AFR and adaptives are dead nuts…
No signs of knock.
Good flow at 306 g/s for a stage-1.

Let me know if the code pops…

Cheers,
S”

He sent a pic that has a ton of lines all over it....I’ll post that in a sec.

Anyone who wants to explain to me what “adaptives” and the “300 g/s” refers too I’ll be glad to listen. (I’m sure it’s air flow but I mean the more in-depth “why that’s good” explanation along with what would be a stock comparison to judge off of and what that number provides me/the truck and S/C)

 

Adaptive is basically how much the UCON has to adjust to compensate for an improper afr.
So let's say you are climbing a long incline at 75mph at 2lbs of boost. The UCON (as well as the stock ecu) takes a bunch of inputs such as throttle position, rpm, vehicle speed, maf, etc and with all those inputs it tells the fuel injectors (with no adaptive) that a nominal 50% duty cycle to the injectors should yield the desired afr. Then it gets the ACTUAL afr from the o2 sensors to see if it is correct.
If it is correct then the UCON doesn't have to ADAPT to make a change to the afr.
If actual afr is not what the UCON wants to see then it will ADAPT meaning it will increase or decrease the duty cycle of the fuel injectors to obtain the desired afr. The amount it has to change from nominal is the amount of adaptive that is applied. Clear as mud?
G/s is grams per second of airflow that the maf is reading. For our engines a calculation of maf x 1.18 gives you a ballpark figure of crankshaft horsepower. 306 is very good, especially with a stock pulley and exhaust.

 

You can open your etune program now and play around in there to see all of the different data. It is read only so you can't screw anything up. Also, you can datalog whenever you want and review the log like the pic you just posted.

 

Thanks man. I can’t wait to learn more about this stuff. I’m pretty intrigued and my passion for this sort a thing is growing...like the truck build haha

 

No prob Jeremy, that's what we are here for!

 

...306 (g/s) multiplied by 1.18 is 361...

Is the truck making 361 hp at the crank with the URD TCAI and UCON (and sc of course)!?!?!?!? (Ballpark I know)

 

Did you try the syringe to induce vacuum/boost to ops check you gauge?