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Originally Posted by Arca_ex
(Post 1578715)
Because DW sucks.
I've had a Walbro 190HP in my racecar for like 7 years I think on pump 91 and most of the time e85 and it hasn't had any issues. |
Coming up on 2 years and around 15k miles almost exclusively E85. No issues with my DW200. I put a DW300 in my f150 recently and it's been fine so far. Also E85.
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Originally Posted by SpartanSV
(Post 1578721)
Coming up on 2 years and around 15k miles almost exclusively E85. No issues with my DW200. I put a DW300 in my f150 recently and it's been fine so far. Also E85.
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Originally Posted by Spei
(Post 1578722)
What did you do for the wiring on the Dw200? I saw some vids and people did some wiring changes (splicing, depinning...) Or is it just plug and play? Some people run different relays too?
I carry a spare relay as I'm well aware of the potential failure with an aftermarket pump. A piece of wire for a jumper would get you home as well. I did have a wiring failure around a year ago but it was something that I don't believe the aftermarket rewire kits address. The terminal on the inside of the bulkhead connector failed. I cut off the plastic around the terminal and soldered straight to it. |
Originally Posted by SpartanSV
(Post 1578723)
IIRC it was plug and play for an NA. NB may not be but it'll include a pigtail so you can cut it and connect it to your factory wiring. On fuel pump wiring I like to use the heat shrink style butt connectors. Obviously don't try to shrink the tubing anywhere near the open fuel tank.
I carry a spare relay as I'm well aware of the potential failure with an aftermarket pump. A piece of wire for a jumper would get you home as well. I did have a wiring failure around a year ago but it was something that I don't believe the aftermarket rewire kits address. The terminal on the inside of the bulkhead connector failed. I cut off the plastic around the terminal and soldered straight to it. |
I ran a Walbro 255 for years on my car which was pretty much exclusively E85 with DW1000s, no problems with the NA FPR mounted on a NB fuel rail. I will admit my idle was a touch shitty on gasoline. I wasn't sure if that was the injectors or FPR. Both of which are technically subpar, if I had to blame anything, it would probably have been the injectors. I was never impressed with them, but I got a steal on the price at the time. With that being said, I never had any problems on a 2871 churbo at 19 psi with ethanol. The 340 seems like overkill. I have also never bought into the "255 Walbro overpowers your FPR" crap. Which it doesn't. I had one on hand and ended up selling it because my idle was around 14:1 and doing just fine and it wasn't worth the time or effort to install a part I didn't need.
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Originally Posted by chicksdigmiatas
(Post 1578737)
I ran a Walbro 255 for years on my car which was pretty much exclusively E85 with DW1000s, no problems with the NA FPR mounted on a NB fuel rail. I will admit my idle was a touch shitty on gasoline. I wasn't sure if that was the injectors or FPR. Both of which are technically subpar, if I had to blame anything, it would probably have been the injectors. I was never impressed with them, but I got a steal on the price at the time. With that being said, I never had any problems on a 2871 churbo at 19 psi with ethanol. The 340 seems like overkill. I have also never bought into the "255 Walbro overpowers your FPR" crap. Which it doesn't. I had one on hand and ended up selling it because my idle was around 14:1 and doing just fine and it wasn't worth the time or effort to install a part I didn't need.
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Originally Posted by chicksdigmiatas
(Post 1578737)
I ran a Walbro 255 for years on my car which was pretty much exclusively E85 with DW1000s, no problems with the NA FPR mounted on a NB fuel rail. I will admit my idle was a touch shitty on gasoline. I wasn't sure if that was the injectors or FPR. Both of which are technically subpar, if I had to blame anything, it would probably have been the injectors. I was never impressed with them, but I got a steal on the price at the time. With that being said, I never had any problems on a 2871 churbo at 19 psi with ethanol. The 340 seems like overkill. I have also never bought into the "255 Walbro overpowers your FPR" crap. Which it doesn't. I had one on hand and ended up selling it because my idle was around 14:1 and doing just fine and it wasn't worth the time or effort to install a part I didn't need.
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I've been planning on grabbing a ford FPDM for a long time now, they take a low frequency input signal and multiply it to an inaudible PWM frequency, supposedly. Should plug right into MS3 and work with open loop fuel pressure tuning. Make any fuel pump work with any FPR, assuming you add a fuel pressure sensor to make sure you set duties just high enough.
https://www.msextra.com/forums/viewtopic.php?t=59992 Don't PWM your non-turbine pumps... I have a DW300 on a turbosmart FPR800, return converted NB so I have a full 5/16 return line. Pretty sure my FPR lags behind manifold pressure ever so slightly, makes throttle lift pretty rich. Still need a more accurate fuel pressure sensor, too. |
Originally Posted by deezums
(Post 1578776)
Don't PWM your non-turbine pumps...
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Originally Posted by deezums
(Post 1578776)
I've been planning on grabbing a ford FPDM for a long time now, they take a low frequency input signal and multiply it to an inaudible PWM frequency, supposedly. Should plug right into MS3 and work with open loop fuel pressure tuning. Make any fuel pump work with any FPR, assuming you add a fuel pressure sensor to make sure you set duties just high enough.
https://www.msextra.com/forums/viewtopic.php?t=59992 Don't PWM your non-turbine pumps... I have a DW300 on a turbosmart FPR800, return converted NB so I have a full 5/16 return line. Pretty sure my FPR lags behind manifold pressure ever so slightly, makes throttle lift pretty rich. Still need a more accurate fuel pressure sensor, too. |
Originally Posted by andyfloyd
(Post 1578770)
This, the walbro 255 works perfectly. I get a 14.7 idle on grams 750s on a stock nb1 fuel system. The walbro is louder than the dw200 because it's not a turbine style pump, but it's super reliable I've never had a Wally fail on me.
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Originally Posted by SpartanSV
(Post 1578791)
Can you elaborate? I'm currently using PWM on a gear pump and wondering if you know something I don't.
Turbine pumps can slip, but gear pumps can't. So the pump rotates and starts to compress some fuel down the line till PWM cuts the signal. The turbine pump spins down nicely, the positive displacement pump is as the name implies and is driven backwards by the "compressed" medium. Or, cogging. I'm sure it's a lot better if you are still using a FPR and using "open loop" pwm so you maintain a lot higher duty cycles, but if you search around you'll find plenty of examples of mustangs and their closed loop FPDM's and walbro pump incompatibility. |
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