Winter / cold ambient air how it affects your vehicle.

[tmcphail]

The 3.5L GTDI powertrain is relatively robust out of the and raw evidence of that is the output we achieve as we turn the car up. When I am working on getting the most that I can out of a vehicle its usually done when the temperatures are a lot warmer than it is throughout the US today. And we are all too familiar with the fuel system limitations that exist. As the temperatures decrease the actual fueling requirements rise. So if I work with someone and maximize the system at a much higher temperature there will be further fuel pressure degradation at colder ambient temperatures. This can easily be logged for verification and submitted to me as always for review / adjustment. My core two bar files are generally safe in this regard. But If I have done a lot of back and forth work it would be a good idea to verify output. I can always turn it down for the time being and build the safety margin back into it.  Or you could add in WM to the equation. That is one of the core reasons why running water methanol or 100% methanol are so advantageous on this platform.   

[SHOdded]

In your opinion, what in the fuel system is the limitation?  The LPFP, HPFP, injectors, etc.?  TIA.

[tmcphail]

HPFP primarily.

[SHOdded]

Did you type this in before I even posted it?  Thanks, Torrie!

[tmcphail]

No problem. You can overdrive the low pressure pump which does help a bit but we really need a good high pressure pump to keep it stable at 2100+PSI.

The 2.3L Ecoboost runs upwards of 2900PSI stock.

[SHOdded]

A while back, we had looked into getting a better HPFP mfr'd for the transverse platform, no luck on that tho.  What capacity would you recommend for the "ideal" HPFP for the SHO/Flex/X?  No W/M.

[tmcphail]

 I have been waiting for 5 years already and sent out numerous stock pumps to companies with no results. Everyone is always working on something that never appears.

[SHOdded]

Yeah, it seems product development means a chunk out of your own wallet and patience the size of the Rock of Gibraltar.

[MDesign Performance]

Where is the HPFP located and are there any restrictions such as room? Also what would be preferable stats on the replacement HPFP. If there's enough interest I can get something custom made.

[tmcphail]

Where is the HPFP located and are there any restrictions such as room? Also what would be preferable stats on the replacement HPFP. If there's enough interest I can get something custom made.

See attachment for location diagram.

[MDesign Performance]

That's definetely feasible, might have to ditch the engine cover though. What kind of numbers would you need for output, bare minimum and max you could efficiently use? PM me if you want.

[tmcphail]

I can tell you the need for this spans the 3.5L, 2.0L, and 2.3L engines

I do not have the privilege of the factory output data to base an answer to your question outside of "more"

[MDesign Performance]

I found out the Bosch unit on the F150 maxes at 2150psi, anyone know h model number of ours? Do we have a LPFP and has anyone looked up potential for upgrading them? Should be able to pump a couple hundred PSI from upgrading it.

[tmcphail]

Pressure is PCM controlled and runs about 2150 on the SHO/FLEX at WOT. I have overdriven the low pressure pump in the past and it does help some but that does not help the core problem.

[MDesign Performance]

Seems we need a adapter plate machined to fit another pump or we need to retrofit another pump somehow as from what I've gathered so far the internal casing is fused and not easily opened.

Your reference to the 3.5, 2.0 and 2.3, do they all use the same pump?