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I might be wrong but your dwell seams a little high for higher rpm. Don't know if there is even enough time for your coils to recharge and fire at that rpm. 250-300 time per second it would fire at that rpm.
Per a chart from Lance Nist, there's 6.5ms available at 10k rpm. Driving the coils to 6ms at 9k would be around 70% duty. Currently have the chart setup based on manifold air pressure / battery voltage. So as boost increases dwelll increases from 4.5 up to 6ms to avoid keeping coils under high duty for a long time.
Either way, I think the issue is the car is just too rich in the big up-top power band. I could be majorly wrong here, but i would think that on long duration / high overlap engines, there's sort of an internal boost leak where boost blows past the combustion cycle and directly into the turbine. This could be providing somewhat of a false lean reading. It almost feels, smells, and looks (according to plugs) like everything is 1afr point richer than readings. The only thing that hold me back from full faith in this is the egt's are on point, right at 1670-1700F (formula mazda spec). I'm about ready to just start subtracting out fuel, up to around 11.5 afr, and monitor the EGT response in process. If they go down then we know it was way to rich. But first, probably going to double the water injection volume to 20% of the overall fuel volume for more knock protection / egt reduction from the methanol
Man, this is just pornography, what a work of art! Your dedication and passion for this project is nothing short of inspirational man All the setbacks you've experienced and you still keep a damn good positive attitude. You're living and building the dream, a dream I'm sure most of us here are all living vicariously through
Keep blessing us all with that sweet, sweet 4 rotor music!
Man, this is just pornography, what a work of art! Your dedication and passion for this project is nothing short of inspirational man All the setbacks you've experienced and you still keep a damn good positive attitude. You're living and building the dream, a dream I'm sure most of us here are all living vicariously through
Keep blessing us all with that sweet, sweet 4 rotor music!
So I did some pulls on way home last night in 4th, car randomly will drop pressure and throw engine protection. Its not consistent nor predictable. The suspect now is the fuel pressure regulator at this point.
I've replaced everything. Larger surge tank, larger lift pump, even a little bit of pressure (5psi) on the surge overflow to prevent any possible cavitation, 3 pumps, staged, 200gph fuel filter, 8an feed line, 8an return. At this point it just doesn't make sense.
The engine just cannot possibly utilize this much volume of fuel. Its physically and mathematically impossible. Injector duty cycle is only 65% and total consumption cannot possibly be greater than 12,000cc/min, just not possible or logical. And the pumps should be easily supplying at minimum of 800lph+ . They also are seeing over 16.61 volts in logs, consistently. And even if the engine was using 12,000cc/min or 12liters/min, there's no way its going to drink down a 2.5 liter surge in 4 seconds on throttle, especially while being refilled.
The regulator is this special "in-line" compact regulator that I liked from Fuelab. But its beginning to seem like the suspect. Especially considering its design is totally different than all tradition regulator where fuel flows in the side and returns through the bottom.
I've placed an order for a big a** Weldon regulator that flows over 1300 liter per hour with 10an inlets. Going to slap that on there and rule out the regulator. If its still an issue, then i'm tossing the surge tank and all this stuff and sumping the tank drag racer style and swapping to the massive weldon 2345a at 240 gallons per hour lol. F*ck it.
I did. The diaphragm looks ok, nothing seems torn or pinched, but the design is very unusual, which makes me wonder. Weldon is here today, will swap tonight and get back to back logs. If no difference, then there's a buddy down street who will buy the weldon for his build
Enters on left, exits on right. No bottom port. I'm wondering if for some reason it opens itself and bleeds off, while under positive map
The only other possibility would be a feed line restriction. Will install pressure gauge at various points tonight and check pressure drop across feed line.
BINGO found it finally! Found a 110psi fuel pressure before the filter at a 90* fitting where the 3 pump converge, this was with only 1 pump running!!! Removed the filter, the paper 10 micron element did not visually appear bad or dirty. This was the second element thats' been on the car. Replaced it with a new 10 micron paper element and replaced the 90 with a full flow fitting and pressure dropped pre filter from 130 psi to 57 psi!!! Pressure at rails 55psi and pressure at regulator 50 psi. So head pressure on the pumps dropped over freaking 60psi!!!!!! Now when you stage the 2/3rd pumps, the fuel pressure goes from an original ramp at idle speed of 50 to 53, to 50 to 105psi! Going to actually disable the 3rd pump, totally unnecessary now. Fuel for days. Verified with miti-vac operation on the regulator. Its fairly accurate 1:1, not perfect but pretty closely matched. I wish I knew if it was the 90* fitting or if the filter was dirty but not noticable. For now I've permanently added a pressure gauge pre-filter, to be able to check the condition of the filter / lines / head pressure on the pumps. Voltage increased almost 0.5 volts on ecu read-out. Ready for dyno! And my friend needs the weldon for his upgraded e85 system so win win! So glad to find this, wish I pressure checked it sooner!
I had this problem trying to use the "little" aftermarket fuel filters with paper element as well and premix. I was at the side of the road backflushing it with gas at one point.
I went to the stainless filter element that basically lets all the little stuff pass
Injector Dynamics recently came out with the solution!
I had this problem trying to use the "little" aftermarket fuel filters with paper element as well and premix. I was at the side of the road backflushing it with gas at one point.
I went to the stainless filter element that basically lets all the little stuff pass
Injector Dynamics recently came out with the solution!
Yup, went to that filter and fuel pressure sensor as well. Absolutely love it!
I had this problem trying to use the "little" aftermarket fuel filters with paper element as well and premix. I was at the side of the road backflushing it with gas at one point.
I went to the stainless filter element that basically lets all the little stuff pass
Injector Dynamics recently came out with the solution!
Originally Posted by RCCAZ 1
Yup, went to that filter and fuel pressure sensor as well. Absolutely love it!
Where did you guys mount it? I have one, and was planning to put it in the engine bay right after the stock hardlines, but I will not have enough space.
Thinking the only way is to put it in the rear.
Originally Posted by ptrhahn
Post a pic of the offending 90 connection, I'm really curious!
Where did you guys mount it? I have one, and was planning to put it in the engine bay right after the stock hardlines, but I will not have enough space.
Thinking the only way is to put it in the rear.
Agreed! pics please.
Also curious on how you guys have it mounted!
I have the ID F750 and I am revising my surge tank mounting bracket to account for it. Its almost done and pluming is going to work perfect for how my surge tank is set up but I would love to be able to easily see the Delta P indicator and easily get a hand on the filter for super easy filter changes. If this was in the engine bay it would have to be mounted backwards based on the FD fuel line routeing and the input and output of the fuel filter.
I have the ID F750 and I am revising my surge tank mounting bracket to account for it. Its almost done and pluming is going to work perfect for how my surge tank is set up but I would love to be able to easily see the Delta P indicator and easily get a hand on the filter for super easy filter changes. If this was in the engine bay it would have to be mounted backwards based on the FD fuel line routeing and the input and output of the fuel filter.
Here's my mounting location. The only challenge I face with this position is being able to "easily" see the delta P indicator, but my plan is to check it each time I have the car on jackstands, i.e., about every 3 months. It can easily be checked with a mirror. The other pump above my ID750 filter is for my Aquamist WI setup. I also created an additional heat shield to block as much radiant heat from the filter as possible.
Here's my mounting location. The only challenge I face with this position is being able to "easily" see the delta P indicator, but my plan is to check it each time I have the car on jackstands, i.e., about every 3 months. It can easily be checked with a mirror. The other pump above my ID750 filter is for my Aquamist WI setup. I also created an additional heat shield to block as much radiant heat from the filter as possible.
That's exactly where my surge tank is! Filter is basically where yours is. Output from the surge is a straight shot into the filter.
Here's my mounting location. The only challenge I face with this position is being able to "easily" see the delta P indicator, but my plan is to check it each time I have the car on jackstands, i.e., about every 3 months. It can easily be checked with a mirror. The other pump above my ID750 filter is for my Aquamist WI setup. I also created an additional heat shield to block as much radiant heat from the filter as possible.
That's exactly where my surge tank is! Filter is basically where yours is. Output from the surge is a straight shot into the filter.
11-08-17, 03:46 PM
All the setbacks you've experienced and you still keep a damn good positive attitude. You're living and building the dream, a dream I'm sure most of us here are all living vicariously through 
