Twin Charged 4BT, Eaton M122, HE341VE

TURBOLVR said:
pulley looks like a metco.
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Thanks I just looked at their site and your right :rockwoot:

I emailed them and asked if they have custom sizes, what size do you think would put my idle down to 2.5PSI?

DirtyMaxx03 said:
When ignorant people ask, just say that thing is your flux capacitor.
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O yeah I definitely will, it’s funny what people tell me when they see a Tacoma with a Cummins.
 
Well I broke the pin on my tensioner last night trying to get a tighter belt on, so this is now part of my problem.

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So I decided to make it a manual tensioner uses a turnbuckle style setup.

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I have about $50 in parts to make it work like this, I should have it back together tomorrow and see how it works.
 
TURBOLVR said:
shouldve just bought a new tensioner.
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I plan on it, the tensioner was bouncing really bad before. Once I get a new tensioner I'm still planning on using the turnbuckel but it would only stabilize the belt instead of holding the tension.
 
Mercedes 104 engines use a shock very similar in length tothe turn buckle you made for the tensioner. It will keep the bouncing down.
 
excessive bouncing would indicate a pulley that is out of round or belt grip/slip.
 
I ended up not using the turn buckle, I tapped the back and jb welded and threaded a small bolt in the back and ground it back down.

This allowed me to turn the tensioner to a better angle where it wasn't rubbing like it did the first time I got the belt on. It still slips but its pretty high in the RPMs with a lot of boost.

I really need a bigger wheel on the supercharger, I don't think a 3 1/4 would cut it... might need something big up there.

I made a better video free revving the motor ill post as soon as it uploads.
 
first start with the repositioned tensioner and a new belt

[ame="http://www.youtube.com/watch?v=BBB86RdJFJQ"]http://www.youtube.com/watch?v=BBB86RdJFJQ[/ame]
 
[ame="http://www.youtube.com/watch?v=hd4ouYmM4M0"]http://www.youtube.com/watch?v=hd4ouYmM4M0[/ame]
 
[ame="http://www.youtube.com/watch?v=KVF9FHhKM2Y"]http://www.youtube.com/watch?v=KVF9FHhKM2Y[/ame]
 
thats a pretty neat setup you got there. what are your plans for it?
 
Well I drove around about 30 miles today...

My wife noticed its a bit quitter in the cab, not sure if this is from the supercharger, hole in the hood or something else. The supercharger whine is hardly noticeable, I had to point it out to my wife.

Idling seems the same.

Low end tq is way better, kept forgetting what gear I was stopping in and I kept taking off in third.

EGTs at 65, 5th gear we're about 650. No load, flat ground... 3.54 gears, 35" and 5300lbs truck. I'm thinking of turning up the fuel to about 800 cruising

No smoke, its considerably cleaner

I know its going to burn more fuel to spin the supercharger but I would think before I was smoking when I was getting up to speed. I would think the boost from the supercharger will push the diaphragm on the AFC to fuel more. But its still not going to fuel more then the pedal allows. I was getting around 23mpg without the supercharger, I would still be happy with 18-19.
 
Nukem said:
Hybrid HE341/HE351VE in what way? They both have the same turbine.
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Heres the thread I made on the turbo

http://www.4btswaps.com/forum/showthread.php?33409-First-Ever-Hybrid-HE341VE-HE351VE!

the turbines are the same but the exhaust housings and VGT actuators are different. I used the compressor housing wheel and diffuser from the HE341VE and put it on the HE351VE. This gave me a more clockable turbo because. On the HE341VE housing the oil inlet makes a 90 degree turn to the drain so its limited on how you can clock it. Also the Actuator on the HE341VE is 24 volts, it may be PWM instead of J1939 CAN. I didn't try to figure out the HE341VE actuator because of the different voltage so I'm not sure.

This is how I control the VGT actuator

http://www.4btswaps.com/forum/showthread.php?29441-Universal-HE351VE-Controller
 
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I love the build. Its always unique when a supercharger is used in conjunction with a turbo! Anyway, do you think you could gain some power by using a bigger pulley on the SC and having less parasitic drag from it. With your Vgt, it could be tuned slightly to make up some of the boost that is lost down low due to the slower drive speed correct? The supercharger in my setup when its all done is going to be used mostly as a spool aid and some better low end power. Anyway keep up the good work and I hope to see that thing on a dyno someday!
:rockwoot:
 
Im going to swap out the 2.6" for a 3" next week, I was thinking of adding a wastegate on the discharge pipe on the supercharger and bringing it back around to the intake side of the supercharger, set it for 10-15psi.

I figure if the supercharger is limited to 10-15lbs due to the wastegate it shouldnt compound my boost and heat anymore. when my turbo lights it should equliz the pressure around the supercharger. Its should mostly be free spinning.

Not sure it will work or not
 
steed said:
This is how I control the VGT actuator
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Thats a really bad controller.
VGT turbos need to be adjusted based on engine load for both performance and efficiency. VGTs are most efficient in the 50% range. With no throttle position or EMP input, the controller is "flying blind" and is little better than using a simple wastegate actuator. It will also sacrifice spoolup ability, VGTs primary benefit. If you were controlling your VGT properly you wouldn't need a supercharger to get good low end response.
 
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Nukem said:
If you were controlling your VGT properly you wouldn't need a supercharger to get good low end response.
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You obviously have never driven a truck with a positive displacement super!

I've run both. There is no comparison. $.02
 
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