"After failed abortion, deezums sees the 1.8 light" Build
#382
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.
#383
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...
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...
#386
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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.
#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
I love downshifting in the snow, heh
#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.
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.
#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?
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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Imagine a 2 foot diameter pipe with a 1 foot diameter pipe behind it. 2 foot pipe isn't even phased.
#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
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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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.
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.
#396
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
This is an awesome build thread. Looks like you've got to the fun part
#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!
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!
#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.
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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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.
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.