stock S5 TII FPR question
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stock S5 TII FPR question
It's my understanding that the stock series 5 TII FPR:
-cannot be removed
-is rising rate (1 psi fuel pressure per 1 psi boost pressure, right?)
So, if I didn't want to deal with the rising rate portion, could I just cap off the FPR instead of running a vacuum line from it to the UIM? Would that keep it at a static 37psi fuel pressure (that is the base FP, right?)
Would this have any positive or negative side effects that you guys can think of? Would base pressure be insufficient for high power levels?
Thanks
Victor
-cannot be removed
-is rising rate (1 psi fuel pressure per 1 psi boost pressure, right?)
So, if I didn't want to deal with the rising rate portion, could I just cap off the FPR instead of running a vacuum line from it to the UIM? Would that keep it at a static 37psi fuel pressure (that is the base FP, right?)
Would this have any positive or negative side effects that you guys can think of? Would base pressure be insufficient for high power levels?
Thanks
Victor
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Injectors are controlled by the E6K. If the FPR keeps fuel at a steady 37psi or whatever, then it would function the same as an aftermarket FPR set to 37 psi, right? I don't care if it rises as I boost...
Am I making myself more clear? People tell me the rising rate just makes tuning more difficult. So I was thinking, Hey, let's just get rid of it.
Am I making myself more clear? People tell me the rising rate just makes tuning more difficult. So I was thinking, Hey, let's just get rid of it.
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There is one problem...
As boost rises, the pressure differential at the fuel injector goes down...unless it's compensated. This is the reasoning behind the 1:1 rate for most boost-dependent FPR's.
At 15psi of boost, if your base fuel pressure is 35psi at 0 manifold and it doesn't change, the effective fuel pressure at the fuel injector tip is only 20psi!!!
Do you see why the system is set-up that way?
-Ted
As boost rises, the pressure differential at the fuel injector goes down...unless it's compensated. This is the reasoning behind the 1:1 rate for most boost-dependent FPR's.
At 15psi of boost, if your base fuel pressure is 35psi at 0 manifold and it doesn't change, the effective fuel pressure at the fuel injector tip is only 20psi!!!
Do you see why the system is set-up that way?
-Ted
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That makes sense.
What do the guys with static adjustable FPRs do? Set it at ~60psi and let it be?
I just figured (and have been told by some others) that a RR FPR is basically just another complication.
What's really the purpose of an adjustable static FPR, then?
What do the guys with static adjustable FPRs do? Set it at ~60psi and let it be?
I just figured (and have been told by some others) that a RR FPR is basically just another complication.
What's really the purpose of an adjustable static FPR, then?
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Originally posted by $150FC
What do the guys with static adjustable FPRs do? Set it at ~60psi and let it be?
What do the guys with static adjustable FPRs do? Set it at ~60psi and let it be?
I just figured (and have been told by some others) that a RR FPR is basically just another complication.
What's really the purpose of an adjustable static FPR, then?
-Ted
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Re: stock S5 TII FPR question
Originally posted by $150FC
It's my understanding that the stock series 5 TII FPR... is rising rate (1 psi fuel pressure per 1 psi boost pressure, right?)
It's my understanding that the stock series 5 TII FPR... is rising rate (1 psi fuel pressure per 1 psi boost pressure, right?)
So, if I didn't want to deal with the rising rate portion, could I just cap off the FPR instead of running a vacuum line from it to the UIM? Would that keep it at a static 37psi fuel pressure (that is the base FP, right?)
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Alright, alright, I get the idea, guys
My logic was that you would tune for a static pressure, ie pull fuel at low load, add fuel at high load. Apparently I am misunderstanding something.
But whatever works, works.
Thanks, guys.
My logic was that you would tune for a static pressure, ie pull fuel at low load, add fuel at high load. Apparently I am misunderstanding something.
But whatever works, works.
Thanks, guys.
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Injector duty cycle is already tiny at idle and large at high load. You would need to make low load duty cycle even smaller and high load duty cycle larger. Both will cause you problems.
Basically there is no point in doing this; it just makes no sense. Let the FPR do its job properly.
Basically there is no point in doing this; it just makes no sense. Let the FPR do its job properly.
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Originally posted by $150FC
Why, then, does everyone recommend aftermarket regulators for higher-power cars?
Why, then, does everyone recommend aftermarket regulators for higher-power cars?
You also have the option to adjust your base fuel pressure to whatever you want, and there is some gains to running higher rail pressures for better atomization and spray pattern.
You need to also keep the max fuel rail pressure down to about 70psi or so, as excessively high fuel rail pressures can cause headaches with fuel injectors not being able to open correctly.
-Ted
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Just to expand a bit on what Ted said, you have to remember the FPR is positioned after the injectors, and it increases pressures by restricting the fuel flow through the return line. So they don't need to be upgraded because they don't let the engine to get enough fuel (like a pump), they need to be upgraded when they can't flow enough to keep the pressure of an upgraded pump down.
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