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Thread: How many people utilize their boost refrenced FPR

  1. #21
    Senior Tuner 5_Liter_Eater's Avatar
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    Quote Originally Posted by jpracing01 View Post
    would I be correct in saying that I could get more flow out of my injectors using boost reference FPR.. (getting away with smaller injector when compared to larger one on constant fuel pressure)?
    Yes because the injectors will be under more fuel pressure under boost.
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  2. #22
    Senior Tuner 5_Liter_Eater's Avatar
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    However, you should not try and account for this with the IFR table. The IFR should be be flatlined at whatever the injector flows at atmospheric pressure and whatever your fuel pressure is at atmospheric (vacuum line pulled off of regulator). The regulator is raising and lowering fuel pressure based on boost/vacuum to account for the additional flow under manifold vacuum and less flow under boost.
    Bill Winters

    Former owner/builder/tuner of the FarmVette
    Out of the LSx tuning game

  3. #23
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    Yeah I understand... Just didn't know what everyone was doing in their tune...Thanks for the response...
    2008 Twin turbo TBSS, Precision 6766, 385 LS2, ID2000s

  4. #24
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    I know this is a old post but I have been trying to find some info on what to do with ifr table on a naturally aspirated engine running with a 1:1 Fpr

    Any help would be great

    Thanks

  5. #25
    Senior Tuner DSteck's Avatar
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    Same thing. Flatline the IFR and the voltage offset table.

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  6. #26
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    Vacuum line hooked up or not hooked up?

    The way I understand it is you flat line it if the vacuum port is hooked up and if it's not hooked up you would leave it scaled like the factory regulator.

    Thanks for the info

  7. #27
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    Quote Originally Posted by DSteck View Post
    Same thing. Flatline the IFR and the voltage offset table.
    Use the values in the 0 kpa column to do that?

  8. #28
    Senior Tuner DSteck's Avatar
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    Yes.

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  9. #29
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    Again, knowing this is old...
    Many of the advantages are laid out in this thread.
    - Idle control
    - Spray pattern with increased pressure
    - better/easier tuning ability
    etc.
    What are the Disadvantages of using a 1:1 boost regulator?

    1. Fuel temperature is increased due to recycling through rails>>tank
    2. In an unexpected instance of the boost/vac line having a hole or coming off the regulator would yield a serious problem.

    is this it for disadvantages?

  10. #30
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    you can mount the 1:1 regulator in the rear by the tank to cure any heat issues. primary choice is on the rail.

  11. #31
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    Quote Originally Posted by carlrx7 View Post
    you can mount the 1:1 regulator in the rear by the tank to cure any heat issues. primary choice is on the rail.
    However, that will introduce the issue of pressure variance in the rails when the injectors open up. Many experience this annoying phenomenon with Fbody and others as the factory regulator is in the tank.
    Properly is to regulate after the rails giving all injectors equal pressure... but then the fuel is circulated...

  12. #32
    I am running the deka 60 in an 02 0411 box, buy the way I bought both your dvd's greg and there great but I did not see this talked about in them. so what I am wondering is which colum in the voltage offset whould I use to set the hole table to. and if the ecm is set from gm to run a steady fuel pressure then by letting the pressure rise and fall how will that effect the transiats such as tip in , pump shot, ect. Thanks for the help in advance. P.S. this has been a great learning thread

  13. #33
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    Quote Originally Posted by DSteck View Post
    Same thing. Flatline the IFR and the voltage offset table.
    Curious why you would do the offset table as well D?

  14. #34
    Senior Tuner eficalibrator's Avatar
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    For the injector offset, you want to select only the nominal reference pressure column* (either 0 Vacuum or 400kPa delta pressure, depending on the system) and just use those values for all other inferred pressures. The trick is to remember that even though the PCM's inferred delta pressure is changing, the actual delta pressure is now constant. So the reality is that the injector should always behave the same as it did at zero vacuum/400kPa, even though you may have vacuum or boost in the intake.

    * Key note: Since I don't have the software in front of my while I type this. Please confirm that units of delta pressure (kPa) are the column labels (x-axis). The object is to make the entire string of 14v values for offset the same as what was in the intersection of 14v and 400kPa Delta (0kPa Vac).

  15. #35
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    Thanks Greg, got myself a little confused, mine being a 2005 E38 doesn't populate Offset/MAP.
    (I was looking at Offset/Voltage and couldn't understand why you would baseline that table, still feeling my way on all this and your DVD has been very helpful thanks)

  16. #36
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    2005 e38, no way...

  17. #37
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    Quote Originally Posted by carlrx7 View Post
    2005 e38, no way...
    Sorry it's a 2006, my mistake the car it's in is 2005...
    (keep forgetting I had to clone a 2006 car's electronics to make it all work)

  18. #38
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    how difficult was that? what did you do about the bcm?

  19. #39
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    Quote Originally Posted by carlrx7 View Post
    how difficult was that? what did you do about the bcm?
    Just plugged it all together using ALL of the 2006 parts/wiring/modules, I wasn't kidding when I said "cloned the 2006 version"
    (biggest issue was Holden didn't have the correct Main body loom so I had to use a variant and repin a few things that were MIA)

    It's been an interesting project, car was a V6 when I got it and I had a 6.0L Crate engine stitting there... seemed like a good idea at the time