I'm trying to find as much information about the 3.5 Ecoboost DI fuel system as possible. I'd like to get it all in one thread for convenience purposes.
The Fuel system that powers the 3.5 Ecoboost is made up of two sub-systems. Those systems are the low pressure feed system and the high pressure Direct Injection system. The low pressure system consists of a returnless setup, consisting of an in tank pump that delivers fuel to the High Pressure Fuel Pump (HPFP). The HPFP is a mechanical pump with an electronically controlled pressure relief system that manages the fuel pressure delivered to the Direct Injectors. The pressure can be regulated up to 2150PSI.
4DRHTRD has created a solution to the limits to the HPFP issue by creating an Auxiliary Fuel system by modifying a stock intake manifold to accept port fuel injectors and used a stand alone fuel controller to handle the port injectors. A good link to read up on it can be found here. http://www.ecoboostperformanceforum.com/index.php?topic=462.msg2519#msg2519 (http://www.ecoboostperformanceforum.com/index.php?topic=462.msg2519#msg2519)
Now, let us try to dig into the HPFP itself. It is sourced from Bosch and is mechanical in nature. It is driven by an extra cam lobe on one of the cams on the driver's side head (on the F150). This cam lobe is 4 sided, meaning that each revolution of the crankshaft, actuates the HPFP 4 times. The system has an electronically controlled bypass to regulate the fuel pressure up to a maximum of 2150psi. I've been digging to find specs on the fuel pump itself and haven't found any definitive information. The following thread quotes some flow numbers that I will show below. http://www.svtperformance.com/forums/f-150-274/914450-2013-ecoboost-f150-dyno-today.html (http://www.svtperformance.com/forums/f-150-274/914450-2013-ecoboost-f150-dyno-today.html)
Here are the numbers from that thread.
QuoteBased on the data from Ford the HPFP is capable of flowing a maximum of the following fuel volume in lb/hr vs RPM:
RPM - LB/HR
500 - 30.1606
1000 - 60.3211
1500 - 90.4817
2000 - 120.6423
2500 - 150.8028
3000 - 180.9634
3500 - 211.1239
4000 - 241.2845
4500 - 271.4451
5000 - 301.6056
5500 - 331.7662
6000 - 361.9268
It is RPM based since the HPFP flows x volume per cam revolution.
Given the flow rate you can calculate the Max BHP attainable (without draining the fuel rails) vs RPM.
Converting those numbers from LB/hr to L/hr of gasoline you come up with a maximum flow potential of about 227L/hr of gasoline. 227L/hr can support somewhere somewhere in the 500-550Bhp depending on the BSFC of the 3.5 Ecoboost. (something I would love to know as I have looked for hours and can't find the BSFC for a stock 3.5 Ecoboost motor). That would jive right about what we are seeing as far as data logs on most tuned Ecoboost 3.5's. Even Boost only tunes can show the fuel pressure starting to fall off, though not to the point of leaning out the motor.
Doing some math, I can work backwards and figure out that the stock pump flows .15 cubic centimeters of fuel per stroke. I have found a Bosch website that lists a series of HPFP's that all flow 1.1 cubic centimeters of fuel per stroke. site can be found here. http://www.bosch-motorsport.de/content/language2/html/2832.htm (http://www.bosch-motorsport.de/content/language2/html/2832.htm)
IF (and I'm making some assumptions based on my crude math of the flow of the stock pump) my math is right, the Bosch Motorsports pumps should provide around 2500lb/Hr of fuel at the same 6000rpm. In my mind that should provide all the fuel we'd ever need, provided it can keep up the volume and pressure.
Finally getting to the Direct injectors themselves, I have found no flow data for them. Hopefully we can add that later as we learn more.
Edit: added additional low pressure fuel pump info. Thanks to EcoBrick Bob!
Good info..thx
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The LPFP is a return-less system. The size of the line may be another limitation. I have used a Kenne Bell Boost-a-pump, which based on my observations, helps HPFP pressure by a couple hundred PSI at it's lowest boost #'s, which with my stock turbo's and 3 bar sensor, seem to occur in 2nd gear in the 4,500+ RPM range. Once in 3rd, the FRP recovers somewhat and remains above 1,500 PSI. 4 DR's new Squash fuel system is a recirculating fuel system, where he installed a new main line and used the old line as the return line.
I'm actually going to be able to offer a returnless sytem that will work with stock lines. Just waiting for everything to be finished up.
Any idea on the size of the stock lines? Is the system cueca nick or electronic return less?
Quote from: 05yellowgt on October 07, 2013, 06:52:21 PM
Any idea on the size of the stock lines? Is the system cueca nick or electronic return less?
3/8" lines. I don't know what ceuca nick means....
The new system I'm planning on will be an electronic FPR under the hood that is returnless to work with the dual pumps in the tank.
It was supposed to say mechanical return less or electronic returnless
Quote from: 05yellowgt on October 07, 2013, 06:52:21 PM
Any idea on the size of the stock lines? Is the system cueca nick or electronic return less?
Quote from: 4DRHTRD on October 07, 2013, 06:54:24 PM
Quote from: 05yellowgt on October 07, 2013, 06:52:21 PM
Any idea on the size of the stock lines? Is the system cueca nick or electronic return less?
3/8" lines. I don't know what ceuca nick means....
The new system I'm planning on will be an electronic FPR under the hood that is returnless to work with the dual pumps in the tank.
Quote from: 05yellowgt on October 07, 2013, 06:55:28 PM
It was supposed to say mechanical return less or electronic returnless
Priceless.
That is what I get for using this tiny iphone with my big ole mits and not looking at what I typed before hitting submit.
BTW, as new information is added I will be editing the top post and will be sure to cite the member who provided the info as a little thanks.
Good news bad news time.
Good news, I made some inquiries and found out more info about the stock HPFP.
Bad news, The Bosch pump that Ford sources for the Ecoboost is already the highest performing, HPFP that they offer.
Finally some hurry up and wait news. Modded/higher performance direct injectors are being worked on, possible news at this year's SEMA.
Back to muddy the waters.
The stock pump can flow 1.3cm^3 of fuel per stroke, per Shaun@AED, but he stated that the cam lobe is only 3 sided and not 4. I almost hope it is 3 sided. If so, then we can increase the flow of the stock HPFP by 33% by getting a 4 lobed cam developed. That only gives enough to run stock boost levels with E85, but it would allow pump gas and upgraded turbos live together.
I need to get time to go back and edit the first post with what new information we have.
Car cam is 4 lobe, truck is 3 lobe
Car exploded engine:
http://www.drivingenthusiast.net/sec-ford/FMC-engines/6m35d-ecoboost/EcoBoost_ExploView_02_HR.jpg (http://www.drivingenthusiast.net/sec-ford/FMC-engines/6m35d-ecoboost/EcoBoost_ExploView_02_HR.jpg)
Supposedly the truck pump flows more than the car so that + the 4 lobe means if we could adapt a truck pump (different located ports) then with the 4th lobe we'd have more DI fuel.
Quote from: 4DRHTRD on October 17, 2013, 11:39:18 AM
Car cam is 4 lobe, truck is 3 lobe
Car exploded engine:
http://www.drivingenthusiast.net/sec-ford/FMC-engines/6m35d-ecoboost/EcoBoost_ExploView_02_HR.jpg (http://www.drivingenthusiast.net/sec-ford/FMC-engines/6m35d-ecoboost/EcoBoost_ExploView_02_HR.jpg)
Supposedly the truck pump flows more than the car so that + the 4 lobe means if we could adapt a truck pump (different located ports) then with the 4th lobe we'd have more DI fuel.
Which brings up the next question. What are the differences in cam profiles between the truck and the cars other than the 3 vs 4 lobe for the fuel pump. It would be far to convenient for them to be identical for the truck guys.
So... doesn't this mean that the truck pump has more volume than car pump? If so how can our cars have Bosch's largest DI pump?
Quote from: EcoBrick Bob on October 17, 2013, 12:02:53 PM
So... doesn't this mean that the truck pump has more volume than car pump? If so how can our cars have Bosch's largest DI pump?
Sorry for any confusion, that was in reference to the F150 pumps. I wasn't totally aware till just recently that they were in fact not the same pump.
Here's the truck pump also attached a blurry picture of truck and car heads/pumps:
(http://www.full-race.com/img/articles/f150/V6_3.5L_ecoboost.jpg) (http://www.full-race.com/img/articles/f150/V6_3.5L_ecoboost.jpg)Car engine and pump:
(http://www.automobilesreview.com/img/ford-ecoboost-engine/ford-ecoboost-engine-02.jpg) (http://www.automobilesreview.com/img/ford-ecoboost-engine/ford-ecoboost-engine-02.jpg)
di pump looks different...
heres a nice read
http://corporate.ford.com/news-center/press-releases-detail/pr-supplier-collaboration-key-to-29946 (http://corporate.ford.com/news-center/press-releases-detail/pr-supplier-collaboration-key-to-29946)
So I keep seeing max pressure of 2150 PSI per Fords article. Yet Torque shows my max pressure 2450-2650 during WOT.
Any ideas?
Any update on this?
Nothing new on my end. I did read that HPFPUPGRADE.COM is working on upgrading stock 2.0 Ecoboost HPFP's and want to get into the f150 EB market too.
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Just an update on this I was down to 1/2 a tank of gas of E85, filled up with 91 E10 octane (8 gallons) which puts me at E48. I am able to drive the car up to 16 psi (around 520HP) with no auxiliary fueling, injectors are unplugged. Anything above 16psi and the car doesn't like it. This is with my dual in tank fuel pumps and a boost referenced fuel pressure regulator - I'm at 60psi at idle and around 75-80 psi at WOT in the low pressure side.
Just FYI for MOST guys this is plenty of fuel. I don't know if this upgrade would be enough to run straight E85 on stock turbos BUT the Mazdaspeed guys believe that E48 is the break even point for the benefits of E85. I'm at 23 degrees of timing right now with no knock.
Remember this is transverse motors, the trucks have plenty of low pressure pump AND you can easily swap in a Walbro 420 or 450 pump in the stock location.
That is great info Mike. If Blender bumps were just more common this would be easy for most of us to do
I've been thinking there are fueling differences between the 2 gens of turbo SHO. I routinely see 2500+PSI at the rail....I've seen almost 2700 PSI a couple of times. This conflicts with Ford's stated max rail pressure of 2150 PSI and the experiences of other Ecoboosters here.
I found out some fuel system info from my buddy who works at the Ford dealership.
2013's have a different LPFP than the 2010-12's.
1st gen LPFP run at a fixed 65PSI
2013+ is variable that runs between 51 and 75 psi.
Taurus 2.0 ecoboost uses 2013 setup also.
Non Turbo 3.5 uses 2010-12 SHO fuel setup.
He said he will continue to research as he has time.
If anyone has any specific questions, let me know and I will ask him.
Quote from: 4DRHTRD on November 07, 2013, 08:34:52 AM
Just an update on this I was down to 1/2 a tank of gas of E85, filled up with 91 E10 octane (8 gallons) which puts me at E48. I am able to drive the car up to 16 psi (around 520HP) with no auxiliary fueling, injectors are unplugged. Anything above 16psi and the car doesn't like it. This is with my dual in tank fuel pumps and a boost referenced fuel pressure regulator - I'm at 60psi at idle and around 75-80 psi at WOT in the low pressure side.
Just FYI for MOST guys this is plenty of fuel. I don't know if this upgrade would be enough to run straight E85 on stock turbos BUT the Mazdaspeed guys believe that E48 is the break even point for the benefits of E85. I'm at 23 degrees of timing right now with no knock.
Remember this is transverse motors, the trucks have plenty of low pressure pump AND you can easily swap in a Walbro 420 or 450 pump in the stock location.
Mike,
I'm getting ready to fill up again and am planning on doing a heavier mixture of the E85 mixture of E85 this weekend I've done up to 12 gallons (36 gal tank) and the truck really seemed to respond well. Added a decent amount of timing compared to what I normally see. Did you add timing to the tune or did you let the ecu do it on it's own?
Quote from: redsand on December 06, 2013, 12:17:20 PM
Quote from: 4DRHTRD on November 07, 2013, 08:34:52 AM
Just an update on this I was down to 1/2 a tank of gas of E85, filled up with 91 E10 octane (8 gallons) which puts me at E48. I am able to drive the car up to 16 psi (around 520HP) with no auxiliary fueling, injectors are unplugged. Anything above 16psi and the car doesn't like it. This is with my dual in tank fuel pumps and a boost referenced fuel pressure regulator - I'm at 60psi at idle and around 75-80 psi at WOT in the low pressure side.
Just FYI for MOST guys this is plenty of fuel. I don't know if this upgrade would be enough to run straight E85 on stock turbos BUT the Mazdaspeed guys believe that E48 is the break even point for the benefits of E85. I'm at 23 degrees of timing right now with no knock.
Remember this is transverse motors, the trucks have plenty of low pressure pump AND you can easily swap in a Walbro 420 or 450 pump in the stock location.
Mike,
I'm getting ready to fill up again and am planning on doing a heavier mixture of the E85 mixture of E85 this weekend I've done up to 12 gallons (36 gal tank) and the truck really seemed to respond well. Added a decent amount of timing compared to what I normally see. Did you add timing to the tune or did you let the ecu do it on it's own?
We did it in the tune, I was at 28 degrees of timing
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Hmmm....well I might have to talk to Torrie about doing this. I was seeing 16 or so just from adding it to the tank. The boost on my current tune is just under 17 so I'll see how this goes.
Quote from: 05yellowgt on October 07, 2013, 04:28:00 PM
I'm trying to find as much information about the 3.5 Ecoboost DI fuel system as possible. I'd like to get it all in one thread for convenience purposes.
The Fuel system that powers the 3.5 Ecoboost is made up of two sub-systems. Those systems are the low pressure feed system and the high pressure Direct Injection system. The low pressure system consists of a returnless setup, consisting of an in tank pump that delivers fuel to the High Pressure Fuel Pump (HPFP). The HPFP is a mechanical pump with an electronically controlled pressure relief system that manages the fuel pressure delivered to the Direct Injectors. The pressure can be regulated up to 2150PSI.
4DRHTRD has created a solution to the limits to the HPFP issue by creating an Auxiliary Fuel system by modifying a stock intake manifold to accept port fuel injectors and used a stand alone fuel controller to handle the port injectors. A good link to read up on it can be found here. http://www.ecoboostperformanceforum.com/index.php?topic=462.msg2519#msg2519 (http://www.ecoboostperformanceforum.com/index.php?topic=462.msg2519#msg2519)
Now, let us try to dig into the HPFP itself. It is sourced from Bosch and is mechanical in nature. It is driven by an extra cam lobe on one of the cams on the driver's side head (on the F150). This cam lobe is 4 sided, meaning that each revolution of the crankshaft, actuates the HPFP 4 times. The system has an electronically controlled bypass to regulate the fuel pressure up to a maximum of 2150psi. I've been digging to find specs on the fuel pump itself and haven't found any definitive information. The following thread quotes some flow numbers that I will show below. http://www.svtperformance.com/forums/f-150-274/914450-2013-ecoboost-f150-dyno-today.html (http://www.svtperformance.com/forums/f-150-274/914450-2013-ecoboost-f150-dyno-today.html)
Here are the numbers from that thread.
QuoteBased on the data from Ford the HPFP is capable of flowing a maximum of the following fuel volume in lb/hr vs RPM:
RPM - LB/HR
500 - 30.1606
1000 - 60.3211
1500 - 90.4817
2000 - 120.6423
2500 - 150.8028
3000 - 180.9634
3500 - 211.1239
4000 - 241.2845
4500 - 271.4451
5000 - 301.6056
5500 - 331.7662
6000 - 361.9268
It is RPM based since the HPFP flows x volume per cam revolution.
Given the flow rate you can calculate the Max BHP attainable (without draining the fuel rails) vs RPM.
Converting those numbers from LB/hr to L/hr of gasoline you come up with a maximum flow potential of about 227L/hr of gasoline. 227L/hr can support somewhere somewhere in the 500-550Bhp depending on the BSFC of the 3.5 Ecoboost. (something I would love to know as I have looked for hours and can't find the BSFC for a stock 3.5 Ecoboost motor). That would jive right about what we are seeing as far as data logs on most tuned Ecoboost 3.5's. Even Boost only tunes can show the fuel pressure starting to fall off, though not to the point of leaning out the motor.
Doing some math, I can work backwards and figure out that the stock pump flows .15 cubic centimeters of fuel per stroke. I have found a Bosch website that lists a series of HPFP's that all flow 1.1 cubic centimeters of fuel per stroke. site can be found here. http://www.bosch-motorsport.de/content/language2/html/2832.htm (http://www.bosch-motorsport.de/content/language2/html/2832.htm)
IF (and I'm making some assumptions based on my crude math of the flow of the stock pump) my math is right, the Bosch Motorsports pumps should provide around 2500lb/Hr of fuel at the same 6000rpm. In my mind that should provide all the fuel we'd ever need, provided it can keep up the volume and pressure.
Finally getting to the Direct injectors themselves, I have found no flow data for them. Hopefully we can add that later as we learn more.
Edit: added additional low pressure fuel pump info. Thanks to EcoBrick Bob!
It has been determined that the above numbers are for the EB F-150 DI pump and system. Has anyone done a test on what our EV cars actually have for volume at various RPM?
4DR, have you come up with a LPFP in tank option to add more fuel to our stock lines so HPFP has all the fuel that it can handle? Know you have been working on options. Know the issue is the size and design of the LPFP carrier.
Well ran and added some E85 to the tank, I'll throw out that I don't think it's true E85 since they have added a sticker to the the pump that says minimum E70. I threw in a little over 15 gal of it and topped off with 91. There definitely is a difference in the timing the truck uses when just driving around. Typically when accelerating under half throttle and boost I see negative 4-6* of timing now I see 7+. Didn't do any WOT, it's -7 out and the roads are a mess, but I'm sure that has also improved.
Did i read that correctly that you are running 15 Gal of E85? 15/18.6, that's an 81 percent mix. Be careful to monitor A/F, the mazdaspeed's that ran over 50 percent mix's got sticky fuel pump issues
My tank is 36 gallons.
Bob, would a stock F150 pump work in your basket? I had mine flow tested at DW it was flowing 290lph at 40psi I believe. I see from the pictures you guys don't have much for working room.
that's a huge tank. disregard previous statement.
Quote from: Josephm on December 06, 2013, 03:06:19 PM
Did i read that correctly that you are running 15 Gal of E85? 15/18.6, that's an 81 percent mix. Be careful to monitor A/F, the mazdaspeed's that ran over 50 percent mix's got sticky fuel pump issues
No issues with my car for 2K miles on full E85, just FYI
Quote from: redsand on December 06, 2013, 04:58:59 PM
My tank is 36 gallons.
Bob, would a stock F150 pump work in your basket? I had mine flow tested at DW it was flowing 290lph at 40psi I believe. I see from the pictures you guys don't have much for working room.
No those pumps won't work in ours, you have Walbro 430 with the ledge, we have a regular Walbro 255 body.
Also I thought the MS's later discovered it wasn't the E85 causing the gunk issue?
In any case, my lambda hasn't really looked any different under various throttle input than when I'm running a normal tank of gas. It does kick the mileage in the balls though and with it being -7 out that doesn't help either.
Last i heard, they never figured out what caused the gunk, but they just know that past 50%, they had issues. I haven't been reading much on the mazda forums since i got my EB since they make you pay to read everything witch is BS.
Quote from: 4DRHTRD on December 06, 2013, 05:27:26 PM
Quote from: Josephm on December 06, 2013, 03:06:19 PM
Did i read that correctly that you are running 15 Gal of E85? 15/18.6, that's an 81 percent mix. Be careful to monitor A/F, the mazdaspeed's that ran over 50 percent mix's got sticky fuel pump issues
No issues with my car for 2K miles on full E85, just FYI
Your flex? I never seen you ran a 100% E85???
Wow, they make you pay to read the forum? That is BS. I will probably try a higher amount of E85 next go around since I doubt this was true E85. They do sell E40 or 45, at that station so I may just try a full tank of that depending.
Ya they have a VIP section, witch is ridiculous to being with
Quote from: Josephm on December 06, 2013, 08:02:47 PM
Quote from: 4DRHTRD on December 06, 2013, 05:27:26 PM
Quote from: Josephm on December 06, 2013, 03:06:19 PM
Did i read that correctly that you are running 15 Gal of E85? 15/18.6, that's an 81 percent mix. Be careful to monitor A/F, the mazdaspeed's that ran over 50 percent mix's got sticky fuel pump issues
No issues with my car for 2K miles on full E85, just FYI
Your flex? I never seen you ran a 100% E85???
As soon as I went dual itfp I went 100% e85. The car would run 50/50 e85 on stock fueling at 500hp thanks to the dual pumps.
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Quote from: 4DRHTRD on December 06, 2013, 05:27:54 PM
Quote from: redsand on December 06, 2013, 04:58:59 PM
My tank is 36 gallons.
Bob, would a stock F150 pump work in your basket? I had mine flow tested at DW it was flowing 290lph at 40psi I believe. I see from the pictures you guys don't have much for working room.
No those pumps won't work in ours, you have Walbro 430 with the ledge, we have a regular Walbro 255 body.
4DR, did you ever find any Ford pumps that would fit in our basket or fit in our tank that are larger volume than current pump????
Any regular pump like a walbro 255 sized pump or dw300
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I've got a DW in my garage too, never been used. Its been in tank but never used. Don't think its a 300 though, 265 comes to mind.
Quote from: 4DRHTRD on December 06, 2013, 09:47:19 PM
Any regular pump like a walbro 255 sized pump or dw300
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How much bigger are these than the stock LPFP?
Quote from: EcoBrick Bob on December 07, 2013, 11:37:27 AM
Quote from: 4DRHTRD on December 06, 2013, 09:47:19 PM
Any regular pump like a walbro 255 sized pump or dw300
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How much bigger are these than the stock LPFP?
No idea :)
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Stock 2013 fuel pump anyone?
My FRP was over 2700 today.
I wish my FRP was consistent, when looking at a log of it you'd think you were looking at the read out of an earthquake happening
Quote from: redsand on December 06, 2013, 08:14:01 PM
Wow, they make you pay to read the forum? That is BS. I will probably try a higher amount of E85 next go around since I doubt this was true E85. They do sell E40 or 45, at that station so I may just try a full tank of that depending.
See if you can find the MSDS sheet.
I was able to find Speedways and their E-85 is 75 to 85 percent, I assume it changes with the seasons.
I can't wait till someone figures out our fueling needs because you guys are speaking jibberish in my ears. lol i have no clue as to finding a company to supply a pump for us to support bigger injectors and more power. I am always trying to buy my Cobalt SS turbo again and ran into this. Is it an idea or do we need something a little more in depth?
http://shop.zzperformance.com/store/p/1025-LNF5m-Fifth-Injector-Controller.aspx (http://shop.zzperformance.com/store/p/1025-LNF5m-Fifth-Injector-Controller.aspx)
That particular one will not work. But at the bottom it says that there old one was based on MAP that could work...
What is the safe pressure limit for the HPFP? Like others have mentioned, the SHO will see over 2500 psi. At 18 psi, I'm seeing 2300 psi and my WOT lambda is about 0.85
Quote from: metroplex on September 11, 2016, 08:42:03 AM
What is the safe pressure limit for the HPFP? Like others have mentioned, the SHO will see over 2500 psi. At 18 psi, I'm seeing 2300 psi and my WOT lambda is about 0.85
IIRC the pump and rail are rated for 3K.
I peak about 3100 in the rail and haven't had an issue....yet.
Cool, I'm going to run the stock fuel pressure settings and see how it fares. I had been setting it to a max of 2500 psi, but I'm curious how it would run at stock max of 2100 psi.
I found these from the stock tunes:
SHO settings:
4 lobe HPFP
1.12 cm3 capacity
165.80 cm3 rail volume
2012-2016 F-150 EB 3.5 settings:
3 lobe HPFP
1.23 cm3 capacity
130.36 cm3 rail volume
sorry to bring this back from the dead, but it's a very interesting read.
Playing with E85 in my 2013 SHO PP, and am looking at fueling upgrades to do before upgrading the HPFP itself.
So what was everyone able to do using a Walbro 450 pump and a Boost a Pump? Looking at the offerings from VMP and Fore Innovations.
Quote from: FiveLeeter918 on August 22, 2017, 01:35:02 PM
sorry to bring this back from the dead, but it's a very interesting read.
Playing with E85 in my 2013 SHO PP, and am looking at fueling upgrades to do before upgrading the HPFP itself.
So what was everyone able to do using a Walbro 450 pump and a Boost a Pump? Looking at the offerings from VMP and Fore Innovations.
You looking to run straight E85 or a stout blend?
There is a good argument to be made
for blending unless convenience is a big factor for you.
The input pressure from the LPFP hasn't been any sort of an issue.
IMO, unless your are going big turbos/built motor, there really is no point. I'm sure I have have enough octane to induce all kinds of powertrain trauma, knock free of course, lol.
Tune it to the strengths of E85 and you will have a beefy rail, tons of spark, and a much fatter wallet.
I'm currently tuned for E35 and starting to see drops in the HPFP, was hoping some low pressure mods might help to keep that flow up.
Quote from: FiveLeeter918 on August 24, 2017, 02:59:57 PM
I'm currently tuned for E35 and starting to see drops in the HPFP, was hoping some low pressure mods might help to keep that flow up.
You might want to consider dropping down the boost and running lots of spark.
Got any logs?
tried that, didn't work any better for me :(
Quote from: FiveLeeter918 on August 30, 2017, 03:52:41 PM
tried that, didn't work any better for me :(
Then something isn't right OR you didn't drop boost enough.
When you decrease the amount of air going into the engine then you decrease the amount of fuel needed to achieve commanded air fuel ratios. When you decrease the amount of fuel being sprayed that will have an effect on rail pressure...You can't fight the physics.