1ZZ-FE with M45 Supercharger sanity check

Hi all, i'm starting road testing, but i'm having second guesses on the Ignition Table and Lamba Target.

Current Set-up:

MR2 Roadster

1ZZ-FE

Mini M45 Supercharger - Expected 5-7psi output.

2zz Brown Injectors (310cc)

ECUMASTER EMU BLACK

MAP sensor + IAT

Dual Throttle body with vacuum bypass

Water 2 Air Charge Cooler.

Car mainly for Track days and Car shows, no daily driving. Wanted something different than the turbo route.

There is no ECUMASTER 1ZZ base map that i could find so i've frankensteined a map from the ECUMASTER 2ZZ Base map and someone elses 7psi 1ZZ psi Turbo tune.

Idles fine, gets up to temp etc. No issues there. Initially, i ran with the turbos map VE table and IGN table which i adjusted before heading out, did a run to start populating the cells within the VE table. But obviously my concern is the different characteristic between turbo and Supercharger. I partially completed an on road steady state VE fuel tune (using the Practical Standalone Tuning course) but had to come home early for other reasons.

I had a change of heart with the IGN table as the supercharger will have more in common characteristics of an N/A than a Turbo and my DIY Det Cans (Bosch Donut knock sensor with an amplifier and earphones which work really well) are in a sub-optimal position (above the sump on the main block and on the exhaust side, between cylinder 3 and 4) which is giving me doubts in whether i'll be able to hear knock. So i've changed back to the 2ZZ base tune IGN table and reduced timing 0.5 degs over 100kpa (0.5deg every 1 PSI).

My worry is that being a roots style charger, the IATs are going to increase as we go higher in the RPM and likelihood of knock. Obivously the 1ZZ is fairly high compression @ 10:1 and i'm yet to see max "pressure" output from the supercharger. Lambda target is set to go richer at higher RPM (0.82 @ 140kpa).

Is there anything else i need to take into consideration or be mindful of? I am tuning completely by myself with no passenger or driver. I want a safe IGN table so i can do the steady state fuel but an ign table close so when i do a steady state ign table run, i don't have to make massive adjustments.

I've attached the map if anyone is able to check to see if its a good starting point? As i've said, the VE table is about 10% tuned (no higher than 1500rpm haha so please excuse that, my concern is the timing when doing the steady state fuel tune).

I would really like to make it to an MR2 only meet this weekend so anything to expedite this process would be awesome.

Any help or feedback is much appreciated.

I rebuilt 1zz not so long ago for a friend of mine -1st cylinder piston burnt through and this is a very common type of failure for this engine. There is an issue with it- very thin piston rings that leads to oil entering combustion chamber too much over time causing knock and piston melting. Just beware of such thing...

Supercharger (tons of heat) + water to air intercooler + road course, is a combination I've not seen work well, so my specific concern is how do you plan to keep the water cool enough to maintain safe charge temps to avoid detonation on a high compression engine + boost?

Given your location I'm guessing you're not dealing with this by running E85.

Even worse, I’m in a mid engine MR2 haha. But correct, E85 is not easily available.

So far, charge temps have been no more than 8 above ambient even in 25deg Celsius ambient temp. Obviously track conditions it will be hotter, which will be a trial and error type deal. My next fall back will be water/meth if charge temps get out of hand to which I’ll be looking at whether to spray it pre-charger (better seal and hopefully cool the supercharger a little).

Yes keeping the water near ambient temperature while on a road course is the part I've found a big challenge. Coolers don't work great without a large temperature delta and it's not easy to cool water back down once it warms up. Hopefully you'll be operating the blower in a range where its outlet temps aren't super extreme, and the WAIC won't have a massive task on its hands.

I Agree.

The radiator is at the front (Fiat Cinquecento radiator) with the charge cooler at the rear. Running about 5.5 litres of water with approx 10% coolant.

I intend to keep the standard pulley size until I can get everything under control and running reliably. Then may consider a reduction but that’s far in the future.

Time will tell.