OK I'm wondering what kind of A/F ratios reading you guys are getting with the AEM UEGO with the TRD S/C? Actually it could be from a PLX set up or an accurate wideband reading. I want to see them with and without the pulleys if you have them. I don't want any readings while you were on the dyno just real world driving.

Thanks,
Josh

 

I will try and get some more concrete #s for you, but I have seen anywhere from 11.5-10.5-1 on a 4th gear pull at WOT, VERY rich.
That was with a 9lb pulley, I will let you know what I get with the stocker....

 

That would be great. If or when you do it can you get reading through all the gears? I'm trying to get an much info on this as possible. I'm sure it will help al ot of people here to know this.

 

OK.. well, I have been watching it lately and I will tell you one thing.. Reading 1st gear may take another person.. lol.. But...

2nd gear about a 10.6-1
3rd about 10.6/10.8-1
4th about 10.8...
Now this is all from me watching and at WOT... I will post pics of my gauges so you can see why I may need another eye for better results.. But I hope this helped.. Also, this is on the STOCK Pulley.

 

Thank you. You are the man. So it's pretty rich at WOT on the stock pulley. I pretty much expected that because it's on the safer side of things. So the A/F ratio isn't too bad with the 9lb pulley..... Interesting.

Anyone else have any readings?

 

If I can remember correctly the A/F with the UEGO on the 9lb pulley was right about the same. I will have to wait a lil while to tell you for sure though...

 

Thanks for the data. I'm very eager to see the results w/ the 9psi pulley. BTW, if under 11.0:1 is rich, what AFR would represent normal? And lean?

 

14.7:1 is stoichiometric or perfect air/fuel ratio and anything above that is lean

 

DING DING DING!!! Now tell him what he's won......lol.

He right. But most guys running boost like to keep it in the 12.5-11.5 range because it's more safe that way. It's too easy to lead out when it's a perfect 14.7. It doesn't give you any room for error.

 

Thank you, thank you, lol. Yeah although 14.7 is perfect I would shoot for around 12, like josh said it's way too easy to lean out at 14.7 if something goes wrong.

 

KYTC and Josh, thank you for the input. I did not realize just how rich the reflash is on the stock pulley.

 

remembering that i'm an old school v8 boy and somewhat an idiot on these new toys; it seems to me the sc should easily handle the couple pounds of extra boost the pulley changes are bringing, almost like it's set for one ( af mix wise )? I can understand not wanting to run too lean at wot ( some things never change ), but why so rich at stock? If the reflash done is keeping our cars on the rich side, how lean are those guys running who didn't reflash?
just wondering out loud. thx

 

You cannot run the car without the reflash. It will not run properly. The reflash compensates for the bigger injectors and the boost. You cannot introduce FI to a car with out some kind of tuning. There's one case on here that has proven that.

While the car may be able to handle a bit more boost the jury is still out on if the S/C can handle the smaller pulley. There are a few people here that have S/C with leaks who have added a pulley. We don't know that the pulley caused the leak for sure but that's the only thing they have in common.

 

Just something to add from previous experiences on a SC'd Matrix. On the Matrix/rolla supercharger TRD uses a rich a/f mixture for the purpose of keeping air intake temps cooler. I don't know if this is the case with the tC supercharger. TRD is able to design these kits without intercoolers by making various adjustments... such as limiting the boost or by increasing the fuel. Higher boost = hoter intake temps. Not adding more fuel to cool the intake temps may be a problem.

AMHIK? I blew an engine on my SC Matrix. I had the a/f ratio reprogrammed to make more power and added a CAI to make more boost. This resulted in detonation and a blown engine on my daily driver.

Im glad to see somone doing some comparative research on this topic. Just because the a/f ratio is the same does not mean the intake temps are the same under higher boost. Could this be a problem on the tC.. I really don't know. But it definetly warrants more investigation.

 

Well, I am in the process of pricing an intake temp gauge. I already have Boost, A/F and EGT gauges.. time for intake temp.. lol, but I am running out of room...

 

Good post. That's one reason why I stared this thread to see what the pros and cons are of changing/tweaking things with the S/C.

 

If you really want some odd info, with just regular cruising I am getting about 1,100 degree EGTs... The probe is directly off of the #1 cyl on the header... I am thinking that is pretty high, and under WOT it will hit 1400-1500 and keep climbing...