OOh, or maybe this one. It looks like it might be a direct replacement for the factory FPR.
http://cgi.ebay.com/ebaymotors/Cust...ressure-Regulator-KIT_W0QQitemZ150100712588QQcategoryZ33553QQrdZ1QQcmdZViewItem

 

What fuel pressure regulator are you guys using and by what means are you increasing it?

I've got a B&M Command-Flo on my IM, in place of the stock FPR. :shrug: I've never had to use it though. The pressure is never changed from the stock ratings. If I wanted to increase it though, IIRC there's a dial on it to adjust.




EDIT: [shizzle]. Didn't notice this was in teh FE-3 forum:freak: Please disregard

 

Hahahaha, it's the same story anyways defiler - FE-DOHC or F2T, it's the same principle when dealing with FPRs.

 

Thats strange, I didn't max out my injectors (same as yours) on my F2T until maybe 27ish psi with a t3/t04e. I was running the stock pressure regulator with a walbro 255 (not HP) fuel pump. I was at maybe 11.5:1 a/f. The F2T also requires more fuel due to larger displacement and the amount of torque it produces. Remeber, torques it what requires fuel...not HP. Nick

 

wrong, hp is what requires fuel. also, i bet either the injectors arent 550, or the pressure is low because of either faulty reg, or pump. do your req fuels etc add up to being correct for 550cc and 2l motor?

fred.

 

wrong, hp is what requires fuel. /QUOTE]


Wrong, horsepower is determined by torque and at a given rpm. So in other words, torque at a given rpm is what determines how much fuel is required. What do you thing one good reason hondas get such excellent fuel economy? No torque.

 

no, wrong again, dont wanna sound like sick... but its because of no weight...

also though you are right, its the rpm part of the equation that you had forgotten... to make the same torque at double the rpm requires double the fuel....

hence power is what needs fuel. trust me.

fred.

 

horse·pow·er (hôrspour) - A unit of power in the U.S. Customary System, equal to 745.7 watts or 33,000 foot-pounds per minute.

Like I said, horsepower is a calculation of torque and is not realavant whatsoever in calcualting fuel.

 

mate, i'm going to quit arguing with you right now, but you need to do your homework before you come to class. try the ms manual. that will set you straight.

 

I'm not that worried about it. I'll call it quits too. But I do know for sure, that I ran more boost then him on a larger displacement engine with a larger turbo and maxed out much later. So I am guessing there is somthing wrong somwhere. Nick

Oh, and I have read the mega manual several times...otherwise the highest (proven) non-n20 F2T HP figures would not exist .

 

1 hp = 745.7 watts = 745.7 joules/s

Gasoline= 35 megajoules per litre

I think I see a connection here.

 

i realised while in the shower what you are thinking

pulse width IS determined by torque. however, the gap between said pulse width is determined by rpm, and thus duty cycle (which we were discussing) is determined by hp, not torque.

good night, over and out.

fred.

 

It doesn't make sense anyway to try to prove a direct relation between fuel and either Torque and or HP.

Peace
NSXR

 

Efficiency is in the eye of the beholder...

And after all, some of those big ol' american V8s made piss-weak power, average torque and STILL used loads of fuel. It's a correlation that doesn't need to be made as there's too many influencing factors.

 

Do you need to disable the factory FPR in some way when installing an external regulator?

can someone answer this question?
i tried to adjust the fuel pressure with an aftermarket FPR, but i'm always running rich.
and is the pulsation damper really useful? because i can see on my air fuel ratio gauge the needle dancing at stable rpm's.

 

Hey anarch, on the side of the injectors you will see a 550 in the serial number if they are 550's. just to make sure. Sometimes the purple ones can look red and vise-versa. Just an idea. Nick

 

Well these actually came off my friend's FC turbo II. I also bought a brand new one because I somehow lost one. They're definitely purple.

here it looks like this:

The PN is 195500-2020 IIRC.

 

ok, good info. have you got/had a gauge on it? i thought stock pressure was supposed to be around 40 - 45psi absolute, when you say 30, do you mean relative to atmos at idle with full vacuum? if so, that sounds right.

it does make sense to relate the two, torque and power and fuel are definitely related, the only variable really is afr, which cant be outside 19 and 9 without bad things happening. in practice 14 and 10 are the limits, and less power will be made with either extreme. (more safely when uber rich, but still less). thing is, when you talk about absolute flow, its power, when you talk about pulse width per cycle its torque. the yank tanks still have similar fuel usage per power, but are heavy, and make more power to drag that around, and because of their displacement, use 3 x as much at idle.

as for disabling, yes, i would say you should replace it with a hollowed out one, or a fitting. otherwise the pressure behind the new reg will be as set, and the pressure behind the old reg will be the sum of the two.

fred.

 

No I haven't put a gauge on it yet. I found an interesting thread of the MS forums that may be part of the solution.

http://www.msextra.com/viewtopic.ph...php?t=23288&postdays=0&postorder=asc&highlight=pulsewidth+pw+duty+cycle&start=0

This in particular

So here is how I understand it. With the number of squirts being higher, you are using more time for open/close events. With 1 squirt, I only have 2 events: open and close. With 4 squirts, I have 8 events. By having 4x the number of events, that's just time wasted that fuel could be flowing, but it isn't because it has to use time to open and close the injectors. So, to get the most fuel out of my injectors, I would want to use the least number of squirts.

If I have it set at 4 injections:
4 injections is 4 x opening time (e.g. 4 x 1mS = 4mS or 40% of the time at 6000rpm)

If I have it set at 2 injections:
2 injections is 2 x opening time (e.g. 2 x 1mS = 2mS or 20% of the time at 6000rpm)

If I have it set at 1 injection:
1 injection is 1 x opening time (e.g. 1 x 1mS = 1mS or 10% of the time at 6000rpm)

While using 1 squirt over 4 squirts gives me 40% more fuel increase since real time isn't wasted to open/close 8 events.

 

your idle may suffer though. is it possible to have a different number at different rpms? i dont think so, but it could be a nice feature.

whether or not your figure means that depends on whether or not those opening times are included...

the injector is "on" during those times anway, so even if you set opening on the long side, it will flow fuel during the part that shouldnt be called opening...

fred.

 

It doesn't make sense anyway to try to prove a direct relation between fuel and either Torque and or HP.

What really matters is that the demand for fuel is calculated by the horsepower at the crank, which is in relation to tq x RPM/5252. Or if you wanted to find out tq, hp x 5252/RPM. It's all related.

Look here for more info:
http://www.mx6.com/forums/showthread.php?t=140300

 

TO answer the stock fpr question. You can get an adapter to replace the stock fpr and then use hoses to route in the new afpr. I have a nice unit from AEM which works well and has lots of ports.

evo

 

Here is a fairly detailed link on my fuel setup. http://www.mx6.com/forums/showpost.php?p=1703592&postcount=11

For the record, my idle pressure is set to 45psi

 

45 psi relative to the manifold pressure right? should be. which under 15psi of vacuum, is 30psi above atmospheric.

 

I'm using an Aeromotive RRFPR set at 42PSI. Previously I had it hooked up to monitor the intake manifold pressure/vacume. I'm not sure if the regulator would lower pressure if it saw vacume at the port or only add pressure when it saw boost at the port.

Either way I will leave it open to atmosphere so the pressure should remain static at 42PSI since I realized I may have been chasing my tail on my tune. ie: I tell the TECII that my static fuel presure is set at X and that my injectors flow Y and that I have Z number of them. With this info it makes its calculations. If the fuel pressure rises, inducing more fuel flow, that would add more fuel than the ECU thinks it's injecting, farking with my tune.

 

open to atmos is wrong, the reason that you need constant relative pressure is that the injector will flow less or more per pulse width if there is boost or vacuum in the manifold. thus, yes, it will pull 15psi or so at idle, but the fuel will still see 45psi across the injector, and that is what counts.