Ecoboost Performance Forum

Ecoboost Performance => Direct Injection => Topic started by: bamsho on April 19, 2016, 11:24:11 AM

Title: LPFP specs
Post by: bamsho on April 19, 2016, 11:24:11 AM
Hey, does anyone know the specs for the tank pump.  Just curious what the GPH and PSI are.  Thanks
Title: Re: LPFP specs
Post by: Gray Brick on April 19, 2016, 02:20:51 PM
This would be good to know..,.
Title: Re: LPFP specs
Post by: FoMoCoSHO on April 19, 2016, 05:11:49 PM
This info comes from the 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.

HPFP input pressure rated for 58-101 PSI (4-7bar)
Title: Re: LPFP specs
Post by: ZSHO on April 20, 2016, 10:58:18 AM
I was able to obtain some more info pertaining to the OP question.  Z      Taking center stage and the backbone of these technology changes is Gasoline Direct Injection (GDI) and Turbo Diesel Injection (TDI) engine. To review, previous fuel injection models relied on indirect injection of the fuel spray outside the combustion chamber at a stoichiometric ratio of 14.7:1 air-to-fuel. Typical piston compression ratios were limited to about 9:1 in gasoline and 20:1 in diesels due to the limits of squeezing this finite volume of incoming air.

However, Direct Injection has completely reinvented this piece of physics by allowing for more air to enter the engine while reducing the amount of fuel required for ignition. Ultra-lean fuel mixtures as high as 65:1 have been achieved in some models while the average ratios hover around roughly 25:1 on average. This is a quantum leap from the 14.7:1  limit from which we came.

One good example of this new direct injection (gasoline) engine is found within the Ford EcoBoost. The EcoBoost model is well on its way to becoming the most popular engine in its class. The 3.5L EcoBoost achieves an impressive 355-365 hp @5700 rpm, and 350 lb·ft torque, and delivers power like no other. It contains some truly impressive engineering innovations.

From twin variable turbochargers spinning at 170,000 rpms to fuel injection pulses varying from low-pressure ultra-lean micro droplets to richer 3,000 psi squirts, this engine can make gobs of power at the mere touch of the pedal. Even the pistons have a specific concave indentation, to facilitate high turbulence within the combustion chamber for optimum fuel-air mixing.   :)
Title: Re: LPFP specs
Post by: bamsho on April 21, 2016, 11:56:36 PM
Ended up replacing both main fuel pump and fuel pump driver module.   I was only having fueling issues at WOT.  DI pressure back well over 2000 psi now and running alot better.  I think the fuel pump was getting weak, which caused the driver to work harder to increase the pressure on the pump.  Seemed to be a cascading effect.  If anyone would have to have there fuel pump replaced, I would replace the driver module as well.  It's located behind the RR seat, you will need to fold it down and pull back the carpet to gain access to it. Very simple to replace, won't pay money to have someone do it.
Title: Re: LPFP specs
Post by: AJP turbo on April 22, 2016, 01:02:26 AM
What were your issues at wot?
Title: Re: LPFP specs
Post by: SHOdded on April 22, 2016, 04:09:42 AM
Ended up replacing both main fuel pump and fuel pump driver module.   I was only having fueling issues at WOT.  DI pressure back well over 2000 psi now and running alot better.  I think the fuel pump was getting weak, which caused the driver to work harder to increase the pressure on the pump.  Seemed to be a cascading effect.  If anyone would have to have there fuel pump replaced, I would replace the driver module as well.  It's located behind the RR seat, you will need to fold it down and pull back the carpet to gain access to it. Very simple to replace, won't pay money to have someone do it.
Let's see how the V10 does with the new hardware!  Hopefully the HPFP is chugging along nicely.
Title: Re: LPFP specs
Post by: bamsho on April 22, 2016, 08:31:28 AM
It started last year just after running at Cecil County last Nov.  Running V8 93 at the time.  Had small pop, then slowly got worse, then it started doing it on 91 tune.  Car also had surging in town driving.  Finally guys put the aeroforce gauge to read to DI pressure, and pump voltage.  Voltage and DI pressure were fluctuating real bad.  So took a guess and replaced those parts.   Noticeable difference and voltage and DI pressures aren't fluctuating near as bad. 
Title: Re: LPFP specs
Post by: SHOdded on April 22, 2016, 10:19:27 AM
Kewl :thumb:
Title: Re: LPFP specs
Post by: BiGMaC on April 22, 2016, 10:59:38 AM
It started last year just after running at Cecil County last Nov.  Running V8 93 at the time.  Had small pop, then slowly got worse, then it started doing it on 91 tune.  Car also had surging in town driving.  Finally guys put the aeroforce gauge to read to DI pressure, and pump voltage.  Voltage and DI pressure were fluctuating real bad.  So took a guess and replaced those parts.   Noticeable difference and voltage and DI pressures aren't fluctuating near as bad. 
My symptoms were just having the car die in the road and became unstartable... But when I got my LPFP and FCM replaced I felt the car ran better than it ever had... Bet you do too... I think it takes a long time for these parts to fail and performance is affected during the entire time.
Title: Re: LPFP specs
Post by: bamsho on April 22, 2016, 11:10:36 AM
Yep I agree BigMac.  I want to take care of the issue before one day it just died, and who knows where at.  One thing I've learned about electric fuel pumps, the quick working at bad spots, so been there, done that.
Title: Re: LPFP specs
Post by: Blackhawk on April 22, 2016, 11:33:31 AM
Is there any solid testing to see if a upgraded LPFP running at 100psi can increase overall fuel delivery through the HPFP?  If a weak LPFP can impact fuel pressure at the rail then it seems an upgraded one could have impact.
Title: Re: LPFP specs
Post by: AJP turbo on April 22, 2016, 11:45:07 AM
Stock lpfp can run 100 psi
Title: Re: LPFP specs
Post by: AJP turbo on April 22, 2016, 12:04:47 PM
It started last year just after running at Cecil County last Nov.  Running V8 93 at the time.  Had small pop, then slowly got worse, then it started doing it on 91 tune.  Car also had surging in town driving.  Finally guys put the aeroforce gauge to read to DI pressure, and pump voltage.  Voltage and DI pressure were fluctuating real bad.  So took a guess and replaced those parts.   Noticeable difference and voltage and DI pressures aren't fluctuating near as bad.

Im not sure that would be conclusive evidence...the voltage and pressure changes often and rapidly...you maybe be at 250 at idle and 2100 at wot
Title: Re: LPFP specs
Post by: Gray Brick on September 21, 2019, 12:15:04 PM
So what is the lph of the stock in tank pump?
Title: Re: LPFP specs
Post by: ZSHO on September 21, 2019, 01:52:55 PM
Courtesy of Polskifacet! Z

https://www.ecoboostperformanceforum.com/index.php/topic,7872.msg119411.html#msg119411 (https://www.ecoboostperformanceforum.com/index.php/topic,7872.msg119411.html#msg119411)