TRD supercharger

I get that, but to what degree will that be seen? What kinda hp/torque is left on the table under the stock/reflash in comparison.

 

Might be dynos of different owners with similar mods, in my thread. Or even before and after with an X-1/UCON. Unless URD has some charts on their website.

 

The APR X1 said around 20 rwhp when it came out. And I think there tunes were little more aggressive. Why Gadget will not provide that info is a good question. I would be very curious to see the actual difference between a properly leaned out TRD reflash w/ cam gears and thermostat vs a ucon. If people want the most power out of a TRD supercharger than you need to tune for e85 and 7th injector

 

Yes, he seems very secretive over what exactly the UCON is doing. He says it will work with the TRD or Bully Dog tuned ecus but works better with stock ecu. I dont know why that is since the UCON supposedly has full control (Then sends false signals back to ECU so it stays happy).

Also won't sell the cam gears separately so unless someone knows where to get them you have to buy UCON to get cam gears.

 

The X-1 files were running even more aggressive timing, combined with a 6300 rpm limit. Gadget's tunes on the X-1 had less timing, as well as applied on the UCON.

After more learning timing and or RPM evolved to the levels which they are now. Which is much safer on than the levels when the X-1 came out. While still beingmore aggressive that the other aftermarket tunes.

A lot of people with the X-1's had very few technical problems. Of that population, a noticeable amount had some sort of engine failure. Timing being the first culprit, and rpm being the second. This is why Gadget had his timing/rpm maps less aggressive.

 

sub'd. trying to sort out the gauges I want and if I want to pull the trigger on the UCONN with the magnuson

 

*UCON*

 

Yes I remember the engine failures with the x1. Most were e85 tunes right? Probably why Gadget will not provide them for the Ucon. The APR x1 was the Wild West lol

 

Seems like it would be easy to make them of the original ones, just machine one groove and dot at the opposite side? 3° different spot than oem.

 

That is was!

The primary issue with the E85 tunes, is that the assumption of the fuel being consistently ~80 % ethanol. Which it never is. Since the tune was based off of that assumption, and the trucks have no content analyzer, bad things happen.

Hot tunes with low (1/4 or less) fuel in the tank, plus boost, created a knock condition. Lots of ring lands weren't happy.

6300 rpm created over rev issues when people mis shifted.

6300 rpm plus boost created magically disappearing rods. Lol.

Some people fiddled with their tunes and messed their stuff up.

Others had head gasket failures from the APR tunes, due to too much timing.

That is all why most people went with Gadget's tunes. He and Scott worked diligently to finely comb through them to make them safer.

 

And THAT is why I spent 1600 on the UCON.

 

Quote...Seems like it would be easy to make them of the original ones, just machine one groove and dot at the opposite side? 3° different spot than oem end quote.

Agreed, but probably is above most people's level here. I for one am not a machinist. Also would be downtime sending one gears out to machine shop or would have to purchase a second set of gears, send off to machine shop for mod, then install. It could be done but price and effort is probably not worth it for most.

 

I'm still not comfortable putting the RPMs so high even with UCON. At 5500 the engine is already screaming...I think I'll ask to have mine set for like 6k and still probably shift before then...I think with a decent tune, a couple grand more in upgrades, I'll be happy with where I'm at, until I can afford to LS swap. Or the engine explodes...

 

6k on N/A. I think Gadget limits the rpm on boosted applications to 5700. Unless they have forged internals.

 

So how's that elite 2500 treating your ride @Torspd ??

 

Freaking love it!

When I get some time, I need to swap out the OEM injectors for the Injector Dynamics ID1300 cc injectors. Then redo the fuel map. It runs and idles sooooo smoothly.

Then it'll be ready to put the turbo on.

 

Hey guys, hoping maybe you can help me out with this one...

As some of you might remember, I posted here about having installed the URD 7th injector kit on my 5VZE TRD supercharger. Everything went smoothly, it seemed (and still does) to operate as it should...got rid of 90% of the terrible pinging I was getting upon acceleration especially under high gear/low RPM settings.

Anyway, it's been 3 weeks or so and today while I was beginning a rather tough 4x4 trail out here I got a CEL. Scanned it with a reader that another member had on him and it came back as P0420 'catalyst system efficiency below threshold bank 1'.

Anyone on here have this issue with their boosted motor? Or better yet, after having installed the URD 7th kit on a 3.4l? Not entirely convinced that the two are related (I've driven it pretty hard in the last 3 weeks since the install and it didn't throw a code until today), but it seems likely. My first thought was that I'm perhaps running too rich now with the 7th injector and it's messing with my O2 sensors (I unfortunately don't have an AFR gauge yet so I can't confirm this right now). Would like to get some ideas as to what I can do about it before taking it in to get looked at (aka get $$$$$$ raped). Thanks in advance

 

When is the last time that you replaced that sensor?

Did you do ANY exhaust modifications prior to receiving that code?

 

Get an AFR sensor? pretty cheap insurance before you pay someone to tell you whats wrong

 

Nope no exhaust modifications done by me. The truck has TRD headers and exhaust but those were put on years ago by the PO.

The AF and O2 sensors were replaced a year ago when I had a P0171 code that wouldn't go away, but turned out to be a leak on the supercharger itself (the port that the 7th is now plugged into wasnt capped properly).

Its been ordered