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Old 01-21-2016, 02:52 AM   #381
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You don't ever have problems with EAE getting crazy in boost?
No, but look at the main curves, the last two, almost all of the action occurs by 100-105 kPa. Above that, slope is very small.
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Old 01-21-2016, 09:00 AM   #382
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Table 1 is what I'm using now, table 2 is old 91 octane stuff and should mostly be basemap, or a little retarded from there. My car's never been to a dyno, running on "this shouldn't break ****, definitely probably not break things, maybe." I descaled that map because I don't need more kpas, that will vent the block for sure.
It's interesting because my table falls almost directly in-between those two maps. I am lucky and have easy access to 93 and 100 octane fuels. I may just blend them a bit. I plan to run E85 by next season, going to follow your thread and see how it goes. Not many still on the 1.6 train.
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Old 01-21-2016, 11:03 AM   #383
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OK...my contribution

Add to Wall & Sucked from Wall curves;





My RPM correction tables are not nearly as sophisticated as DNMakinson's are, just a slight dip at cranking speeds to ease the transition from crank to run (I'll probably plagiarize his somewhat to make my starts better);






Here's a 20*F start from two days ago. The cranking is a bit longer than I'd like but it starts right up, doesn't dip too much after starting and is passibly smooth. I'd like it to not be so rich after starting but I'll wait until the mornings aren't as damned cold to work on that.



Enjoy...
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Old 01-21-2016, 12:04 PM   #384
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You guys on MS2 or MS3? I might be lazy and borrow some of these settings to get my 94LE better.
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Old 01-21-2016, 12:09 PM   #385
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MSPNP2 here

engine specs: '99 1.8L, 650cc FIC's, T25 Chinacharger on a FM log mani, 9.5:1 Supertechs in .5mm overbore, stock coils.
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Old 01-21-2016, 03:51 PM   #386
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No, but look at the main curves, the last two, almost all of the action occurs by 100-105 kPa. Above that, slope is very small.
Those numbers you use in boost don't look far off from what I had borrowed from y8's and I had EAE pulling somewhere between 1 and 4 percent in boost, nowhere near as bad as decel fuel cut and it's manageable, but it still happens.

I do need to work on EBS more, try and make it a little smoother still. Maybe it's no big deal.

Thanks for the contribution rwyatt365! I also run MS2, just DIYPNP.

You should try EAE if you haven't yet, it's pretty tolerable to being off besides the starting thing. Letting it cut fuel ASAP after liftoff seems to make shifting all the more better too, what I was after with decel fuel but much smoother for sure.

Plus I have to be wasting less gas not pegging 11-12 between shifts and stuff.
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Old 01-21-2016, 03:55 PM   #387
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Plus I have to be wasting less gas not pegging 11-12 between shifts and stuff.
I don't buy it. Thats a miniscule amount of gas. I probably drank more gas the last time i was siphoning than you waste in a month if you were at 11-12 instead of 14.7 during shifts.
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Old 01-21-2016, 04:12 PM   #388
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Well, when I say between shifts I mean on throttle blips when I grab lower gear. I overrun to every stoplight and stop because I love shifting this car. Prior I would be into AE and that were wasting massive fuel.

I love downshifting in the snow, heh
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Old 01-21-2016, 07:48 PM   #389
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So I want to install this FPR, but I don't think I want to leave the stock one installed. I can just run an adapter like this and install the FPR in the new return line, right?

Skyline RB26DETT Silvia 180sx SR20DET for NIS San Fuel Rail Adapter Regulator | eBay

If this works and I can still reasonably idle at 70 psi base pressure, I think I'll splurge on a nice FPR. I don't want it giving up when I need it to not, that would be bad.

If I can't, well, I'll probably return to stock till I can afford better injectors.
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Old 01-21-2016, 08:28 PM   #390
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Why do you want to ditch stock fpr?
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Old 01-21-2016, 08:31 PM   #391
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I imagine it causing problems, right?

On aids, it still did it's thing 99% of the time, you just overload it in boost by clamping on the return.

It won't hurt it doing that all the time?
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Old 01-21-2016, 08:39 PM   #392
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Quote:
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I imagine it causing problems, right?

On aids, it still did it's thing 99% of the time, you just overload it in boost by clamping on the return.

It won't hurt it doing that all the time?
Fpr is just a restriction. You aren't overloading it, the afpr goes behind it.

Imagine a 2 foot diameter pipe with a 1 foot diameter pipe behind it. 2 foot pipe isn't even phased.
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Old 01-21-2016, 08:42 PM   #393
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I have to overload the stock FPR, it bleeds past at 43psi. If I put the new FPR on the return it will just clamp down till 70psi.

I mean I guess the stock FPR would be wide open trying to control it all...

I'm blaming you if the stock diaphragm pops
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Old 01-21-2016, 08:48 PM   #394
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That's not how it works.
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Old 01-21-2016, 08:53 PM   #395
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How does it work then, because I'm confused.

The FPR is just a diaphragm piston that lets pressure bleed past, like a wastegate. A restriction like you say.

The stock one quits being a restriction around 43 psi, give or take manifold pressure. The AFPR has adjustable diaphragm, I set it at 70 PSI.

So the stock one tries to let fuel return to the tank at 43 PSI, that fuel goes to AFPR which does not open till 70 PSI. The stock regulator is wide open and it's diaphragm is seeing fuel pressure in excess of what it's designed for.

Are you sure that's not how it works? This isn't a rising rate fuel regulator, is it? That's not what I want. I want 70 PSI base 1:1 with manifold pressure

Hell, I don't even care if it is 1:1 with manifold pressure, just as long as it's consistent in whatever it does.
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Old 01-21-2016, 08:59 PM   #396
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That's not how it works.
Just to test my understanding, wouldn't the regulator be flowing more at idle since there's less fuel flowing into the engine? Could you hurt the regulator if you put a high flow, high pressure pump on it? (maybe this would just cause the rail to overpressure)

This is an awesome build thread. Looks like you've got to the fun part
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Old 01-21-2016, 09:00 PM   #397
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Yes, overloading the stock FPR is meantioned in threads across the forum, old aidz threads. It will make the car run rich because the stock FPR can't bleed down to idle PSI fast enough.

And if it goes real bad the diaphragm breaks and pumps fuel to my boost gauge and megasquirt. I want to avoid that.

Thanks, it is fun even if it's out of fuel!
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Old 01-21-2016, 09:04 PM   #398
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Looks like we need even bigger injectors for e85.
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Old 01-21-2016, 09:09 PM   #399
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Unfortunately so, it's so so close though.

But if the quickest pulsewidth I can hit is still low enough to idle 14.7 or so, I don't see any problem running higher base pressure to compensate. Wonder how bad extra pressure increases deadtime, what I'm reading says it increases which might be a problem...

I don't want a rising rate regulator, so I'll get bigger injectors if this doesn't work.
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Old 01-21-2016, 10:29 PM   #400
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Stock already is somewhat of a rising rate. The issues with big pumps is they overwhelm the stock for and you end up with inconsistent pressure. But when you put an FPR behind the stock one suddenly there is no pressure differential across the stock fpr. 70 psi behind it, 70 in front of it. So your diaphragm is seeing less. I've never heard of a stock for diaphram breaking, and almost everyone runs an aftermarket FPR behind the stock one. I know because finding info about that adapter is a ******* pain in the ***.

TL;DR;

Stock for doesn't restrict pressure anymore because there is no pressure differential across it anymore. "Overwhelming" the stock fpr is when youhave too big of a pump and it can't consistently hold pressure.

You want a 1:1 AFPR.
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