I highly agree that its crazy people dont tune there supercharged 4runners. I understand if its just the stock pully since trd made it to work that way but you would get so much more out of the motor.

Now when people put on pulleys, more/larger injectors, run rear turbos or anything not factory then dont tune is just insane in my eyes. I learned my lessons when I burned two motors from ages 16-18 tuning off knock and butt dyno. Just running a little lean and burned up valves.

Now I tune only with a WB02 and have tuned up too 500whp turbo charged cars on e85 and never burned anything since then. E85 is awesome and Im surprised more people dont run it on there runners that are running some forced induction. Better than meth injection anyday and works wonders.

I have said time and time again, I was disappointed with the performance and driveability with just the supercharger. Even the base URD maps were pretty far off, it has been the couple of times I've gone in and adjusted cells in the fuel map that really woke this 4runner up. There's a huge difference between now and stock tune. Now I'm just working on fine-tuning specific areas of the map.

URD advertises the base tune as good enough... Not many people look past that.

I think it is good enough for some people, but you never know if you don't check via wideband.

I'm not sure why, but my truck is requiring more fuel. I know the capacity is there because it gets nice and rich by redline but for some reason it's taking more fuel than I expected in the 3000-5000 RPM range.

Here's a video showing a 2nd and 3rd gear highway pull. The wideband spike to 17.6:1 is the gear change. You can see the AFRs are nicely rich near redline but a little leaner than I would like in those lower RPMs.



I should have dragged the columns over a bit, I wasn't expecting to hit 7.5 psi on a stock pulley, but you can see the edge of the blue square and figure it out.

Did Toyota put on a special ECU for Supercharged 4runners from the factory or did they just slap on the supercharger and thats it.

What im asking is did they put any different electronics in a supercharged 4runner vs a stock one.

There was never a "factory" supercharger, but rather a dealer/TRD option, which was then installed after delivery. For our third gens's/taco's, the ECU was left alone. TRD later came out with their own 7th injector kit, but it has not been rated as effective as the URD tunable kit.

TRD superchargers for later model vehicles come with an ECU reflash

I'm one of the few that's going to look past it. I installed an AEM wide-band O2 the other day, and a boost gauge, to keep an eye on whats going on with the engine. I also have a pyrometer laying around that I wouldn't mind hooking up too just to see what my EGT's do. I don't want to clutter the dash with gauges tho so i don't know. . . I just want it to run the best it can with my set-up. "Good enough" doesn't quite cut it with me. Especially since I pull my camper with this beast. Its gotta run perfect.

Good, we need more people like you on this forum. You don't really need an egt gauge, or even a boost gauge for that matter. My boost gauge is hiding in the glove box and I only check it occasionally when I'm at altitude to see what kind of boost I'm getting.

Since you are also a manual transmission, I would be curious to know what your air fuel ratios are like on a 2nd or 3rd gear pull like I showed in the video. I hooked the output of my wide band to the computer as well as the connection to the urd box so I could see rpm and boost in the urd tables and air fuel ratio at the same time when accelerating--the free camstudio software does a screen shot so I don't have to take my eyes off the road. Try it and report back. :-)

At full throttle, in 2nd and part of 3rd my AFR was hovering around 12.5 and would start creeping up the closer I got to red line. Now that's just glancing at the gauge from time to time while doing pulls by myself. I currently have no data logging ability. I'm hoping to order the 7th in the next couple weeks. We'll see what happens then.

whats going on guys..i just got me a 2k 4x4 5spd s/c and this thread is great lol..gonna be getting my 7th injector kit or just go larger injectors and a urd controller we shall see but i need to learn more about this tuning stuff...

Thanks for the report. I'm impressed yours is maintaining 12.5:1 in the mid-range without any fuel mods. Mine is taking additional fueling to be in that range.

Nice! I would recommend the 7th injector route. It's easier to tune than the six injector setup.

a forum member is selling that urd performance calibration unit and figured for that price i was just gonna part everything together.

quick question ive been searching but cant find this, the boost port on the s/c what pitch thread is that? gonna try that fmu for now until i source my fuel add ons.

nvm 1/8” NPT is what i need...

I've been meaning to post in this thread....

I run an Innovate Motorsports DB Wideband AFR Gauge w/Data Logging Capability. I also have and use a BR-3 OBDII interface for monitoring fuel trims, timing, etc. I'm connecting everything to my laptop via serial to USB converters, and everything is interfacing as it should. Finally, I've pulled the pre-load tune off my URD controller and played with it.

That's as far as I've gotten with things, and based on what I've seen, I do believe I'm one of the few people for whom the pre-load tune from URD actually works very well.

My AFR will dip as low as 9.9 under wide open throttle in 3rd gear, and usually runs 11.2-11.5 under WOT through all gears. If anything, mine could stand to have a little fuel REMOVED from the map to get it closer to 11.8.

Timing is a non issue on my rig. My STFT's and LTFT's are always nearly offsetting, and single digits +/-. I have zero ping.

The truck pulls like crazy, and my only issue with it is that the transistion from closed loop to open loop is not as smooth as I'd like. Right now I feel a huge transition in power when the truck goes from closed to open loop. In closed loop, in boost & under part throttle, the AFR's run ~13.5-14.1 thanks to the URD closed loop enrichment module. When the transition to open loop happens, the AFR's immediately drop into the mid 11's and the power comes on like crazy. I wish there was a way to get a little more fuel into the cylinders in closed loop before the transition...

There is a setting in the URD software that controls the manifold pressure at which the closed loop fuel enrichment process kicks in. They (URD) set it around 3psi, and I plan to lower mine so the process starts as soon as boost comes on.

Last but not least, I have not really dug into the tuning because I'd like to have the truck dyno'd before and after, so I can see if I actually achieve any measurable results.

So don't fret, paddlenbike, you are NOT the only guy on this forum who is thinking about this stuff and playing with things.

Bigfish--that's great, looks like you have a solid starting tune. You're around 5,000 ft in elevation, right? I am at sealevel, so perhaps it makes sense that my truck requires more fueling.

Regarding timing, I'm pulling as much as 7 degrees of timing, but given my hot climate and low elevation, that seems somewhat typical. I can still induce a little bit of pinging on a rare occasion, but once I am over 3000 ft in elevation, I can't induce it no matter what. Elevation makes a difference.

Gadget tells me everything I'm seeing is fine and he wouldn't change the tune I have. I think from his perspective that I should be tuning a manual transmission truck in 4th gear, but I hit the 108 MPH speedlimiter well before I top-out in 4th gear. That's not practical for me, I tend to wring mine out in 2nd and 3rd gear getting on freeway on-ramps, playing in the desert or climbing sand dunes. I don't want to see any higher than 12.5:1 under these conditions, so I think I will add 10-20% more fuel in that part of the map and see if I can hit my target.

I am seeing the opposite of you as far as the closed loop fuel enrichment (CLFE) feature. I'm seeing 11.8-12.2:1 and when I go WOT and trigger open loop the AF ratio increases. I have the overpressure setting set at the default 3 psi position.

I haven't really looked at the short term and long term (STLT) fuel trims yet. The CLFE is taking care of my boosted closed loop and I'm trying to dial-in my open loop WOT AF ratios, so it seems to me like STLT is sort of the last step, no?

Thanks for chiming-in. Haven't had a chance to discuss tuning with anyone, so it's good to get someone else's perspective.

so I just ordered my kit should be at my door by wednesday. how hard was it to wire in the controller?