Is corvette fuel filter/regulator a straight swap to Fbody?
08-14-2017, 11:07 AM
#61
The admin seems to have come to terms with this. I hope you never do.
back to posting good info:
Did you know the voltage at the injector influences its opening and closing time? Large injectors trying to run a small pulsewidth (for idle quality and economy) might benefit from a higher voltage.
08-14-2017, 12:31 PM
#62
The power output is low? Adding 120hp+ is no small bill. You should do more research into them before again blindly making statements.
We have seen over 700 rwhp just from a small build and LMR is doing well more than that on the daily. 800-1000.
An inj tip is much smaller than a square inch so if you are trying to argue that, then you need to check the ratio first. PSI = Pounds Per Square Inch.
We have seen over 700 rwhp just from a small build and LMR is doing well more than that on the daily. 800-1000.
An inj tip is much smaller than a square inch so if you are trying to argue that, then you need to check the ratio first. PSI = Pounds Per Square Inch.
08-14-2017, 12:42 PM
#63
You don't NEED the FPR to be boost referenced....you only have fuel tables and airflow tables in the tune to mess with. Either you're boost referencing the the FPR and have a flat injector flow table and a different MAF/VE table......OR you don't boost referencing it and have a sloped injector flow table and different MAF/VE table. Granted, if its easily implemented a boost referenced FPR is desirable on a boosted LS, but is not required.
08-14-2017, 12:56 PM
#64
Adjusting the tune on a gen3 setup doesnt change fuel pump output or fuel pressure though, nor do most of the gen3s know what the fuel pressure is. The only thing it does is calculate and compensate with a longer pulse width. It doesnt raise fuel pressure or fuel pump output. It cant. It does change the volume out of the tip with the higher pw but that is all.
That, i believe, is the main point argued here.
If any of these non referenced setups were an issue you would see it when the boost is high and the inj timing window is short. That would include higher rpm mostly. I would say above 5k. That is where this issue would become the most agitated, but it is not. Most maggied setups slam max boost nearly instantly and hold it, and most of them are turned to 6500 without an issue whether on a stock setup or cammed etc.
That, i believe, is the main point argued here.
If any of these non referenced setups were an issue you would see it when the boost is high and the inj timing window is short. That would include higher rpm mostly. I would say above 5k. That is where this issue would become the most agitated, but it is not. Most maggied setups slam max boost nearly instantly and hold it, and most of them are turned to 6500 without an issue whether on a stock setup or cammed etc.
08-14-2017, 02:19 PM
#65
Adjusting the tune on a gen3 setup doesnt change fuel pump output or fuel pressure though, nor do most of the gen3s know what the fuel pressure is. The only thing it does is calculate and compensate with a longer pulse width. It doesnt raise fuel pressure or fuel pump output. It cant. It does change the volume out of the tip with the higher pw but that is all.
That, i believe, is the main point argued here.
If any of these non referenced setups were an issue you would see it when the boost is high and the inj timing window is short. That would include higher rpm mostly. I would say above 5k. That is where this issue would become the most agitated, but it is not. Most maggied setups slam max boost nearly instantly and hold it, and most of them are turned to 6500 without an issue whether on a stock setup or cammed etc.
That, i believe, is the main point argued here.
If any of these non referenced setups were an issue you would see it when the boost is high and the inj timing window is short. That would include higher rpm mostly. I would say above 5k. That is where this issue would become the most agitated, but it is not. Most maggied setups slam max boost nearly instantly and hold it, and most of them are turned to 6500 without an issue whether on a stock setup or cammed etc.
08-14-2017, 02:32 PM
#66
You arent getting the point of where this thread has gone, nor does fuel pressure change on a non referenced system. It cant. That is what the extra pw is added for. That was clearly explained a few posts above.
The reason i said it like i did is because some gen3 vehicles do have more fuel tables to work with and sensors and gen4 can control pressure and in turn change the flow rate of injectors so they are different.
The point it has reached is whether adding boost in the manifold can be compensated for with just the computer or not. it seems youve missed that point. When he says i loses fuel pressure he is talking about the preasure difference from behind the pintle vs the pressure pushing back on it from outside the tip.
The reason i said it like i did is because some gen3 vehicles do have more fuel tables to work with and sensors and gen4 can control pressure and in turn change the flow rate of injectors so they are different.
The point it has reached is whether adding boost in the manifold can be compensated for with just the computer or not. it seems youve missed that point. When he says i loses fuel pressure he is talking about the preasure difference from behind the pintle vs the pressure pushing back on it from outside the tip.
08-14-2017, 03:11 PM
#69
You arent getting the point of where this thread has gone, nor does fuel pressure change on a non referenced system. It cant. That is what the extra pw is added for. That was clearly explained a few posts above.
The reason i said it like i did is because some gen3 vehicles do have more fuel tables to work with and sensors and gen4 can control pressure and in turn change the flow rate of injectors so they are different.
The point it has reached is whether adding boost in the manifold can be compensated for with just the computer or not. it seems youve missed that point. When he says i loses fuel pressure he is talking about the preasure difference from behind the pintle vs the pressure pushing back on it from outside the tip.
The reason i said it like i did is because some gen3 vehicles do have more fuel tables to work with and sensors and gen4 can control pressure and in turn change the flow rate of injectors so they are different.
The point it has reached is whether adding boost in the manifold can be compensated for with just the computer or not. it seems youve missed that point. When he says i loses fuel pressure he is talking about the preasure difference from behind the pintle vs the pressure pushing back on it from outside the tip.
08-14-2017, 03:28 PM
#71
The better part about the vette filter vs th in tank fpr or on rail fpr or external is, it wont short circuit the fuel system or leak. The fbody fpr retainers sometimes have an issue with warping or the diaphragm will leak and cause the pressure to go down. on the trucks with the fpr on the rail it leaks back into the manifold and causes misfires and other issues also. The aftermarket external regs can do the same thing, although ive never seen that happen. Most of their leaks are from the fittings themselves.
Adding pw doesnt combat it with more pressure it does with more volume which would never be an issue if it were not atomized at the tip.
Enough pressure acting against the tip of the injector will effect the spray pattern, that is no doubt, and at some point just adding pw wont be enough. How much pressure is a good question that I cannot answer.
Again just as i said before, its not a do or die and most setups wont have an issue.
Youre trying to argue by using exactly what i said before. Seems like you just want to argue. The difference is you arent getting the whole concept it seems.
Im not sure how much amotized fuel pressure enters the engine but im guessing not 4bar.
You are free to buy from whomever you want we have no issue with that.
We have our own tuner and dyno so we're good.
Adding pw doesnt combat it with more pressure it does with more volume which would never be an issue if it were not atomized at the tip.
Enough pressure acting against the tip of the injector will effect the spray pattern, that is no doubt, and at some point just adding pw wont be enough. How much pressure is a good question that I cannot answer.
Again just as i said before, its not a do or die and most setups wont have an issue.
Youre trying to argue by using exactly what i said before. Seems like you just want to argue. The difference is you arent getting the whole concept it seems.
Im not sure how much amotized fuel pressure enters the engine but im guessing not 4bar.
You are free to buy from whomever you want we have no issue with that.
We have our own tuner and dyno so we're good.
Last edited by tech@WS6store; 08-14-2017 at 03:33 PM.
08-14-2017, 03:44 PM
#72
The better part about the vette filter vs th in tank fpr or on rail fpr or external is, it wont short circuit the fuel system or leak. The fbody fpr retainers sometimes have an issue with warping or the diaphragm will leak and cause the pressure to go down. on the trucks with the fpr on the rail it leaks back into the manifold and causes misfires and other issues also. The aftermarket external regs can do the same thing, although ive never seen that happen. Most of their leaks are from the fittings themselves.
Adding pw doesnt combat it with more pressure it does with more volume which would never be an issue if it were not atomized at the tip.
Enough pressure acting against the tip of the injector will effect the spray pattern, that is no doubt, and at some point just adding pw wont be enough. How much pressure is a good question that I cannot answer.
Again just as i said before, its not a do or die and most setups wont have an issue.
Youre trying to argue by using exactly what i said before. Seems like you just want to argue. The difference is you arent getting the whole concept it seems.
Im not sure how much amotized fuel pressure enters the engine but im guessing not 4bar.
You are free to buy from whomever you want we have no issue with that.
We have our own tuner and dyno so we're good.
Adding pw doesnt combat it with more pressure it does with more volume which would never be an issue if it were not atomized at the tip.
Enough pressure acting against the tip of the injector will effect the spray pattern, that is no doubt, and at some point just adding pw wont be enough. How much pressure is a good question that I cannot answer.
Again just as i said before, its not a do or die and most setups wont have an issue.
Youre trying to argue by using exactly what i said before. Seems like you just want to argue. The difference is you arent getting the whole concept it seems.
Im not sure how much amotized fuel pressure enters the engine but im guessing not 4bar.
You are free to buy from whomever you want we have no issue with that.
We have our own tuner and dyno so we're good.