I'm wondering if I need to use all of Greg Banish data (including IFR) with the use of a BR FPR or should I set the some tables flat across the board?
I'm wondering if I need to use all of Greg Banish data (including IFR) with the use of a BR FPR or should I set the some tables flat across the board?
Been awhile since I watched but I believe video explains that.
If you're running a return style fuel system, then set the IFR table across the board to the flowrate for the fuel pressure you're running...if you're running 58 PSI, use the values for 0 KPA MAP pressure.
You also want to use the offset table from the 0 KPA collumn across the entire table too.
2010 Camaro SS M6. Stock Bottom End, Heads/Cam/Intake/Headers/Exhaust.
2005 Silverado RCSB. Forged 370 LQ9/Borg-Forced Inductions T6 S484/Jake's Stage 4 4L80E with D3 Brake/4WD.
2023 Durango Hellcat
ok I just watched the video and it doesn't say anything about using a BR FPR.
MikeOD, I am running 58 psi, aeromotive return style BR FPR. You are saying I should copy the IFR lb/hr under 0 KPA VAC and set it to that # across the board and the same with offsets?
can anyone else confirm if this is the proper way to do it
MikeOD is correct. Don't get hung up on boost referenced vs manifold reference, all the same thing. I am almost positive Greg discussed on video but it has been awhile. Read my explanation posted in link, may help understanding.
Post 16
http://www.hptuners.com/forum/showth...-dekas-2Bar-SD
Last edited by mecanicman; 08-18-2014 at 05:17 AM.
If the pressure remains a static 58 PSI across the injector, then yes, what I said before is what you need to do.
This means that if you have 10 PSI of boost, you should see 68 PSI of fuel pressure. When you have vacuum, you'll have less than 58 PSI.
2010 Camaro SS M6. Stock Bottom End, Heads/Cam/Intake/Headers/Exhaust.
2005 Silverado RCSB. Forged 370 LQ9/Borg-Forced Inductions T6 S484/Jake's Stage 4 4L80E with D3 Brake/4WD.
2023 Durango Hellcat
You flat line the IFR like Mike said. Depending on the year and ECM, the flat line value may be limited to 63.5 lb/hr (Airflow may be limited to 512 g/sec as well) whereas you will actually have to scale the tune by the % difference of 63.5 and 89.2 lb/hr or 30%.
Ed M
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Thanks for all the input, I just wanted to be sure the #s under 0 KPA VAC were the correct ones to use with a BR regulator.
I am too, because my blue C6 (the demo car) has a boost referenced regulator in it.
Oh, and good luck with those 80's. Just because I have data (derived from FRPP values) doesn't mean that production 80's are anywhere near consistent. They are almost always a PITA. 60's will support ~1000hp, if you need something bigger than that, the ID850s work flawlessly.
Last edited by eficalibrator; 08-20-2014 at 10:28 PM.
I love my injector dynamics fuel injectors.
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