How to scale the HPFP pressure sensor

[superskaterxes]

Originally Posted by Lex The relief valve in question here is a mechanical one and it is a safety pressure relief valve. The daily running pump pressure is controlled in closed loop through an ELECTRONIC spill valve which we are not modifying. Good luck with the tune Dustin, enjoy the turkey, and let me know how it goes.

so the safety valve is only there incase the spill valve takes a dump and pressure goes nuts?

[Lex]

Originally Posted by superskaterxes so the safety valve is only there incase the spill valve takes a dump and pressure goes nuts?

Or in case the the sensor is no longer accurate ... for some reason ...

[superskaterxes]

Originally Posted by Lex Or in case the the sensor is no longer accurate ... for some reason ...

lolz so basically we can plug that shit if its only a super safety thingie.

[m4tic]

ok phew.... i thought you would be cruising at 2000psi and tuning for it...

[djuosnteisn]

Originally Posted by superskaterxes lolz so basically we can plug that shit if its only a super safety thingie.

From what we know already, you probably don't even have to worry about it. Seems like the 6's can hold more pressure right now. At least my car can, and i've done nothing, haha.

Originally Posted by bmorrisj ok phew.... i thought you would be cruising at 2000psi and tuning for it...

You will be cruising at a higher pressure with the current dj circuit, and it will require tuning across the map. But if everything works out well, i'm gonna design a circuit that only turns on during certain conditions, e.g. high maf and high boost etc. The current ckts are just for testing purposes mainly.

[socks]

i took the rail off today, it is almost the only way to get that relief valve off.

i think my first attempt is going to be to just plug the hole. although, it may be the end of next week before i put my car back together. I should have the raceroots manifold and downpipe by then, im painting my valve cover, hopefully installing a new stock intake manifold if i can find one,

im just gonna wait til i make a few decisions to put it back together.

someone else might have a solution by then.

[06Speed6]

Not sure if any of this is usefull to you guys. I have a rail, injectors, and pressure sensor from both a ms3 and ms6 and I dont see a difference.

Both of the Bosch pressure sensors are off of a 2005 build run and neither car was a 2006. The pressure sensor model #0261545006 appears to be designed to measure brake line pressures, probably for a ABS system and it is rated to 180bar. There is a near identical sensor, model #0265005303 which is rated to 250bar on the same voltage scale and has the same npt connection. Info is here:

High-pressure sensor
Application: Engine management
Function: Registration of fuel pressure in high-pressure fuel rail
Installation: High-pressure fuel rail
Sensing principle: Steel membrane with metal thin film
Technical data:
Supply voltage: 5 V
Measuring range:
Gasoline engines: 14 - 26 MPa
Diesel engines: 150 - 220 MPa
Response time: < 2 ms
Temperature range: -40°C... +130°C
Contacts:
Gasoline engines: GS.sensors@de.bosch.com
Diesel engines: DS.sensors@de.bosch.com

Both of the pressure sensors have the same numbers.

Both rails appear to have identical casting.

EDIT #1: That appears to be a discontinued unit, gimme a sec and ill have the current part numbers.

EDIT #2:

Pressure Sensor Fluid PSS-250R

This sensor is designed to measure the pressure of media in relation to the ambient pressure (e.g. Diesel, gasoline, water, engine oil, transmission oil or air). The sensor is available for two different supply voltage ranges. The sensor uses stainless steel measuring cells with piezo-resistive measuring bridges in thin layer technique, which are hermetically welded together with stainless steel pressure ports. This guarantees a complete media compatibility. The main benefit of this sensor is the high quality of a production part at a low price.

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~

Application

Application 0 … 250 bar (r)

Pressure Reference Type relative

Max. Pressure 500 bar

Operating Temp. Range
[1] -40 … 125 °C (140 °C)
[2] -40 … 125 °C

Media Temp. Range
[1] -40 … 125 °C (140 °C)
[2] -40 … 125 °C

Storage Temp. Range -20 … 50 °C

Bio fuel compatibility -

Max. Vibration 100 m/s2 rms @ 10 … 2,000 Hz

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

Electrical Data:
Power Supply US [1] 4.75 … 5.25 V [2] 8 ... 30 V

Max Power Supply Us max ± 30 V

Full Scale Output UA
[1] 10 … 90 % US ratiometric
[2] 0.5 … 4.5 V non-ratiometric

Current IS 8 mA

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~
Mechanical Data
Male Thread M10x1

Wrench Size 17 mm

Installation torque 15 Nm

Weight w/o Cable 45 g

Sealing O-ring 7.65 x 1.63 mm

Characteristic Response Time T10/90
[1] 1.5 ms
[2] 1.0 ms

Compensated Range 0 … 90 °C

Tolerance (FS) @ US = 5 V ± 0,1 bar

Tolerance (FS) ± 1 %

Sensitivity:
[1] 16 mV/bar @ US = 5 V
[2] 16 mV/bar

Offset:
[1] 500 mV @ US = 5 V
[2] 500 mV

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~
Connectors and Wires
Connector Bosch Compact Mating connector
[1] D 261 205 339
[2] D 261 205 334

Pin 1 GND
Pin 2 SIG
Pin 3 US
Pin 4 -
Pin 5 -

Sleeve DR-25

Wire size AWG 24

Wire length L 13 … 95 cm

Various motorsport and automotive connectors are available on request.
Please specify the required wire length with your order.

Part Number:
PSS-250R [1] B 261 209 965-01
PSS-250R [2] B 261 209 067-01

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~

Pressure Sensor Fluid PSC-250R

This sensor is designed to measure the pressure of media in relation to the ambient pressure (e.g. Diesel, gasoline, water, engine oil, transmission oil or air). The sensor is available for two different supply voltage ranges. The sensor uses stainless steel measuring cells with piezo-resistive measuring bridges in thin layer technique, which are hermetically welded together with stainless steel pressure ports. This guarantees a complete media compatibility. The main feature and benefit of this sensor is the combination of both high quality production part and motorsport connector.

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~

Application
Application 0 … 250 bar (r)

Pressure Reference Type relative

Max. Pressure 500 bar

Operating Temp. Range
[1] -40 … 125 °C (140 °C)
[2] -40 … 125 °C

Media Temp. Range
[1] -40 ... 125 °C (140 °C)
[2] -40 … 125 °C

Storage Temp. Range -20 … 50 °C

Bio fuel compatibility -

Max. Vibration 100 m/s2 rms @ 10 … 2,000 Hz

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~

Electrical Data

Power Supply US
[1] 4.75 ... 5.25 V
[2] 8 … 30 V

Max Power Supply US max ± 30 V

Full Scale Output UA
[1] 10 … 90 % US ratiometric
[2] 0.5 … 4.5 V non-ratiometric

Current IS 8 mA

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~

Mechanical Data

Male Thread M10x1

Wrench Size 17 mm

Installation Torque 15 Nm

Weight w/o Cable 45 g

Sealing O-ring 7.65 x 1.63 mm

Characteristic Response Time T10/90
[1] 1.5 ms
[2] 1.0 ms

Compensated Range 0 … 90 °C

Tolerance (FS) @ US = 5 V
[1] ± 0.1 bar
[2] ± 2.5 bar

Tolerance (FS) ± 1 %

Sensitivity
[1] 16 mV/bar @ US = 5 V
[2] 16 mV/bar

Offset
[1] 500 mV @ US = 5 V
[2] 500 mV

196 motorsport@bosch.com

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~

Connectors and Wires

Connector ASL 6-06-05PC-HE

Mating connector ASL 0-06-05SC-HE

Pin 1 [2] US
Pin 2 GND
Pin 3 SIG
Pin 4 [1] US
Pin 5 -

Sleeve DR-25

Wire size AWG 24

Wire length L 13 … 95 cm

Various motorsport and automotive connectors are available on request.

Part Numbers
PSC-250R [1] F 01T A21 306
PSC-250R [2] F 01T A21 311

EDIT #3: Here is the link for the old sensor: http://www.mksautobusiness.fi/page_s..._pressure.html

[djuosnteisn]

With that sensor installed, the ecu would still target 3.8V (ish) thinking it was targeting 1,600psi, but the rail would really be at 2,900psi.

I think 2,900psi is a bit extreme to try for at first, but who knows, we may end up there sooner or later.

Also at idle, the real rail pressure would be around 725psi.


I'm still liking the idea of a circuit that only starts scaling beyond a certain maf voltage or boost pressure, or combination there of.


Great find 06speed6!

[06Speed6]

I wonder if there is a way to change that pressure target / voltage.

[djuosnteisn]

ATR, lol. Hopefully one day, cause that would eliminate all this nonsense.

[Haltech]

Originally Posted by djuosnteisn With that sensor installed, the ecu would still target 3.8V (ish) thinking it was targeting 1,600psi, but the rail would really be at 2,900psi. I think 2,900psi is a bit extreme to try for at first, but who knows, we may end up there sooner or later. Also at idle, the real rail pressure would be around 725psi. I'm still liking the idea of a circuit that only starts scaling beyond a certain maf voltage or boost pressure, or combination there of. Great find 06speed6!

well with your new circuit, just create one with a pot so that voltage can be lowered or raised. This way, you can start off smaller in the range of 1900-2100 psi, then work your way up if need be. Basically, a variable resistor with 16 click would probably suffice here.

[socks]

Originally Posted by Haltech well with your new circuit, just create one with a pot so that voltage can be lowered or raised. This way, you can start off smaller in the range of 1900-2100 psi, then work your way up if need be. Basically, a variable resistor with 16 click would probably suffice here.

took the words out of my mouth.

just change the circuit to scale the pressures down.

[KoukiS14]

So, from the quick tests that a few people have run, it looks like we'll see both decreased injector PWM and richer AFRs at the same time, which is freaking awesome, because that would appear to perfectly solve the fueling problems that DJ uncovered with his 'scope work. That means we'll be getting more fuel into the cylinder in a shorter period of time, giving it a better chance at complete combustion. Hopefully you guys can get the injector pulse widths significantly narrower than stock when hitting target AFRs. That would leave plenty of overhead to make more power.

I kind of like the idea of a boost dependent circuit. It would be the new school equivalent of an old school mechanical FMU. In a production version, I'd like to see swappable resistors for adjustment, in lieu of pots, for the sake of simplicity and reliability. A lot of the teeny tiny pots I've worked with have been pieces of crap. A super slick plug and play module that would plug between the sensor and the harness plug would be ideal. Thinking too far ahead...

[djuosnteisn]

Yeah, higher pressure sensor with scalar adjustability is a perfect solution (2nd only to ATR tables).

And it'll likely be a micro-controller, so no resistor swapping, no pots. Probably an interface like the wot-box, where you can set it by holding down a button and counting flashes or something similar, scalable from stock to i guess full sensor range (3600 psi) though i can't imagine anyone would run that high (maybe i'll be eating these words in a few months time, lol).

We'll see. i'm almost finished with my manifold so hopefully i'll be doing some testing today or tomorrow for sure!

[phantom3]

Originally Posted by KoukiS14 It would be the new school equivalent of an old school mechanical FMU.

Full metal unicorn?

[SpeedSixxx]

Originally Posted by socks i took the rail off today, it is almost the only way to get that relief valve off. i think my first attempt is going to be to just plug the hole. although, it may be the end of next week before i put my car back together. I should have the raceroots manifold and downpipe by then, im painting my valve cover, hopefully installing a new stock intake manifold if i can find one, im just gonna wait til i make a few decisions to put it back together. someone else might have a solution by then.

what exactly is done to you IM?

P&P?

VCTS delete?

Whoosh egr delete?....any welds?

I'll be more then happy to send you my stock IM if you send me your Ported mani first.

only thing I'd like to know is...

I have whoosh egr delete plug and plate but I know some of you have had it welded shut insetad on the plate....cause of emissions I obviously would like the option of swaping the egr plate off and on during emissions time.

lemme kow whats done to your IM and if you wanna trade.

[cpolly69]

i'm sorry but it still seems kind of funny to me that the sb already allows for a further range of adjustment with it's fuel pressure table then what this circuit does - so even tho the ap is sooooooooooo superior - the sb is the only tuning option that you can up your fuel pressure with right now

[jmhinkle]

Not sure why it seems funny when it has been a useless table for as long as the SB has been out? They didn't even know what it was for. It was only figured out ("coincidentally") at the same time as DJ was posting all the fueling findings. Why are you trying to turn this into a SB/ATR argument?

[superskaterxes]

not to mention the SB cant change any load settings which is needed to FP tuning so its basically worthless still.

[djuosnteisn]

Originally Posted by cpolly69 i'm sorry but it still seems kind of funny to me that the sb already allows for a further range of adjustment with it's fuel pressure table then what this circuit does - so even tho the ap is sooooooooooo superior - the sb is the only tuning option that you can up your fuel pressure with right now

The SB is still limited to the voltage range of the sensor, as is my circuit. I just added a limiting resistor in my circuit to prevent anyone from going beyond the sensors capabilities, cause it could be very dangerous if you do.

Even dada has cautioned against being too aggressive with a SB and fuel pressure. Bad things can happen.

Regardless i have no clue how the stand back even works, but if you wanna go out and buy one to control fuel pressure, go for it , it's def better than this beta circuit, but i can't say it'll be any better than our final version of what this circuit will evolve into.




Exh mani done. Ugh, i'm fucking tired. Need more turkey.





My welding skills are getting a bit better (still not pretty, but hopefully strong)





I've got IWG blocked off with a bracket i made almost 6 months ago. I bought this 2-bolt ewg off my buddy local for $100. Can't really argue, great temporary mani for $450 until DCR comes out with the 6 version.

[socks]

Very nice.

The standback still cant overcome the relief valve.

[cpolly69]

Originally Posted by socks Very nice. The standback still cant overcome the relief valve.

true - no tuning can do that - i'd really like to see where someone like mark is on this tho...

[spnkr21]

Nice job on the mani dj. Hopefully it won't take another 3 months for dcr to release the 6 version.

[06Speed6]

Shouldnt the relief valve just be a spring swap? If it is we should be able to get the vendors to find one for us.

[djuosnteisn]

The relief seems to be integrated into the nipple on the fuel rail. I didn't see any way to take it apart and swap (or shim) any spring.

[SpeedSixxx]

Originally Posted by djuosnteisn The relief seems to be integrated into the nipple on the fuel rail. I didn't see any way to take it apart and swap (or shim) any spring.

we know you will figure it out tho..ur a mazdaSpeed god now.

[mkriebs]

Hello all! First off, I am the owner of a Cobalt SS (read my introduction here), with the same fueling issues you are having. Yes, we have a few more options than you do at the moment, but I thought i would step in and share some ideas.

I had an idea very similar to this (just not nearly as researched, great job on that btw). Basically, my idea was a transistor, hooked to a WOT switch, or a TPS sensor so that it would only kick in at WOT (thus high load, where the fuel would be needed). By using a N2O TPS sensor, we could kick the relay in at a certain rpm, and throttle position (say, WOT at 4k rpm, or wherever the logs showed we needed more pressure). Its a thought to possibly integrate this CKT into a TPS switch like that, using a relay.

I think this would be the best option, then all the tuning tables will not be skewed as much, just the high load, WOT tables.

Basically, this is the schematic I made for my idea:


The only thing I was unsure of on this is if there was a pressure relief valve, or if the engine would go into limp mode from a sudden spike in fuel pressure.

I have not tested my circuit, it was simply in the prototype stages. But, I hope this may help you all, and i hope to learn more, and help out here!

[Lex]

Bandaids can only get you so far IMO.

DJs circuit is meant to be a proof of concept. It won't take much to run the car at WOT at higher pressure but it will take more to make it behave properly in day to day conditions.

The idea is to see if more power is obtained and if other issues arise from the higher pressure.

Once the relief is partially blocked, it would be very important to get a car on the dyno with stock and upped fuel pressure with no other changes. Since it's a WOT only situation, you could probably get away with just scaling the timing tables and the WOT fueling demand. Timing, load, boost, commanded fueling should be logged. DJ, if you can have a scope at the same time it would be ideal.

This is not too complicated or rocket science guys, I think DJ will be able to hit the dyno first with the setup.

[mkriebs]

Originally Posted by Lex Bandaids can only get you so far IMO. DJs circuit is meant to be a proof of concept. It won't take much to run the car at WOT at higher pressure but it will take more to make it behave properly in day to day conditions. The idea is to see if more power is obtained and if other issues arise from the higher pressure. Once the relief is partially blocked, it would be very important to get a car on the dyno with stock and upped fuel pressure with no other changes. Since it's a WOT only situation, you could probably get away with just scaling the timing tables and the WOT fueling demand. Timing, load, boost, commanded fueling should be logged. DJ, if you can have a scope at the same time it would be ideal. This is not too complicated or rocket science guys, I think DJ will be able to hit the dyno first with the setup.

I agree that bandaid will only get us so far. Mine was most definitely a bandaid, as I inteded to use it ONLY so long, until a tuning company came out with fuel pressure tables. Ironically, I planned all of this out, and not 2 weeks later, Trifecta came out with the fuel tables. So, my idea is obsolete.

As for daily driveability on my setup, I don't think it would be affected too much, unless you go fat footing it everywhere all the time. That is why I planned to use it only at WOT.

I'm just here to see how this goes, and maybe point out some ideas I get. I come up with some pretty rad stuff at times, and with the right help, could really come up with some good stuff.

[Lex]

So if you have control of the fuel pressure through the stock ECU, what is your next roadblock?

[mkriebs]

Originally Posted by Lex So if you have control of the fuel pressure through the stock ECU, what is your next roadblock?

My budget, lol.

Seriously though... we really need a way to scale for new MAP sensors. We have the GM stage 1 kit, with 3 bar sensors, which should provide us enough room to play with the big turbos, but I see them maxxing out about 500whp. I am sure we can go beyond this on those sensors, but pretty much our whole fueling system looks at MAP and MAF sensors, so if the MAP is out of range, god knows what could happen. We also need a community that doesn't believe every word they hear like its biblical truth. Alot of people get doped into believing alot of false or twisted truths. But, that happens when the majority of the community doesn't have much experience.

Our stock blocks and internals (except the pistons) have proven to be ridiculously strong, so I do not see a slew of problems arising from them (up to about 500hp).

Also, our transmissions seem to be finicky. I hopefully will be working up a stage series for our transmissions in an effort to handle the power reliably.

I , personally am looking for 450whp for the track only, and about 375 for the street. So, I really don't forsee too many road blocks for myself.

[djuosnteisn]

Dyno hopefully not that far off for me. Would be rad to get it done next week .

Lex, did you know you can log Injector Duty cycle with the AP? I played around with it yesterday a bit and it seemed pretty legit. I was hitting mid to high 90's with minimum pot setting and low to mid 80's with mid pot setting. I don't really have enough logs or whatever to present yet, so i'm gonna hold off till all my ducks are in a row. I want to make sure all the data is clear before posting it up.

Today i will bring a scope to log injector pulse width, and compare that to the duty cycle stuff on my log.

I bought a mini net book yesterday to help with my tuning, and it's rad. You can log so many damn parameters at once, and use the DashBoard thing to monitor stuff. Only thing i wish you could do is flash the car straight from the lap top. Seems stupid to have to switch to the AP for every flash, but oh well.

Data coming soon guys.

[Haltech]

Well this circuit has a serious future and ill tell you why...

One, its no secret that we cant make the power of DI as you do with FI. Strapping on a 3076 or 35R proves that, compared to the results on an EVO or Scoobie. We need fuel and shitload of it based on the design of the DI system.

If you look at the BMWs, their fuel pressure is a lot higher, also spew more volume then our Mazda's, which is why they react so damn well to simple tuning, less hardware bolt on's.

This circuit can go pure digital allowing FP scaling on the sensor side. It may even evolve into modifying pulse width and injector timing... it could be a standalone fueling box as we know it.

It can also materialize into something else, from another vendor. We have been drifting back and fourth for quite some time... now, we have something that's concrete and shows results. We further build upon the idea and look back at this one year later, to see where we evolved.

This is a very big break through for us, no matter how you look at it.

[SpeedSixxx]

Originally Posted by Haltech Well this circuit has a serious future and ill tell you why... One, its no secret that we cant make the power of DI as you do with FI. Strapping on a 3076 or 35R proves that, compared to the results on an EVO or Scoobie. We need fuel and shitload of it based on the design of the DI system. If you look at the BMWs, their fuel pressure is a lot higher, also spew more volume then our Mazda's, which is why they react so damn well to simple tuning, less hardware bolt on's. This circuit can go pure digital allowing FP scaling on the sensor side. It may even evolve into modifying pulse width and injector timing... it could be a standalone fueling box as we know it. It can also materialize into something else, from another vendor. We have been drifting back and fourth for quite some time... now, we have something that's concrete and shows results. We further build upon the idea and look back at this one year later, to see where we evolved. This is a very big break through for us, no matter how you look at it.

as I stated before....

"ur a mazdaSpeed god now. "

speedsixxx change your avatar immediately! it makes me sick how gay it is

[SpeedSixxx]

Originally Posted by 18psiWhiteMS3 speedsixxx change your avatar immediately! it makes me sick how gay it is

u cock monkey....u made it that way,,LOL

i want a turbo fucker avatar not a 240 mzd3 fucker..LOL whatever,,ill keep it til an admin chnages it..

ty

[Realgib3]

Originally Posted by djuosnteisn Dyno hopefully not that far off for me. Would be rad to get it done next week . Lex, did you know you can log Injector Duty cycle with the AP? I played around with it yesterday a bit and it seemed pretty legit. I was hitting mid to high 90's with minimum pot setting and low to mid 80's with mid pot setting. I don't really have enough logs or whatever to present yet, so i'm gonna hold off till all my ducks are in a row. I want to make sure all the data is clear before posting it up. Today i will bring a scope to log injector pulse width, and compare that to the duty cycle stuff on my log. I bought a mini net book yesterday to help with my tuning, and it's rad. You can log so many damn parameters at once, and use the DashBoard thing to monitor stuff. Only thing i wish you could do is flash the car straight from the lap top. Seems stupid to have to switch to the AP for every flash, but oh well. Data coming soon guys.

Hey, just wanted to let you know I have a netbook mount for inside the car if you want it I'd be happy to donate for a good cause... PM if you want it.

[djuosnteisn]

LOL, a mount might not be a bad idea, but i can pick one up here, no need to donate yours.

I didn't do any scope logs, and here's my reasoning pretty much:
When in wide open throttle, car is in Open Loop, and naively calculating injector pulse width based on maf alone. There is no feed back from the O2 sensors, so we wouldn't see a change in pulse width anyway, but we would see a change in AFR's! And i think that change is sufficient to proof out this fueling approach.

So here is the data (and i think it's pretty good, IMO):

For some reason i had to do alot of modification to my maf curve today. Granted i've had ALOT of hardware change on me in the past month (dnp w/ ewg, bpv to vta bov, ecu stock boost control to MBC, etc etc), and haven't driven my car at all during that time, haha. Regardless, once i got the afr's dialed in pretty good, we did some logs.

The atr logs suck for showing graphs, so if anyone wants to pretty them up some, i'll attach the csv files.

Here's with the pot at minimum:


Here's with the pot at midway:



Here's with the pot at maximum:



To sum it up, with the pot at midway, the afr's dropped nearly a full point, from mid 11's roughly to mid 10's. This is good news that means half a turn = roughly 10% increase in fueling!

We turned the pot up from midway to full turn, and saw the same afr's... and i was like hmmm. wtf does that mean. Then i realized the fuel pressure was lower than it was in the previous logs. Looks like the 6 has the same problem. We saw pressures in the low 1500's & high 1400's, that's like 200-300 lower than we saw with the pot at midway. So i'd guess that the relief valve is opening up around 1900psi or so (or possibly my hpfp can't keep up???). Not sure why i was able to rev in the drive way and see 1600's earlier, but this time the relief was definitely opening up.


So good news i guess. Circuit is probably good for 2100psi rail pressure, and it seems like the injectors open fine under the higher pressure, and theoretically, it will give us almost 20% more fuel to play with, or 480hp brick wall, hahaha. Only one way to find out i guess.


On a side note, my wmi was making me get spark blow out, and i've never really experienced that before with my setup, but then again temps have gotten quite a bit cooler here. I pulled my plugs and they looked pretty rich, so i think it's time for new plugs. I was worried that maybe it was the injectors not opening up, but the afr's didn't go lean when it happened, they went slightly rich, so i'm pretty sure it was spark. It may be time for a ignition amplifier or something. Hopefully new plugs will help.

Also my dip stick popped out a lil during tuning. No where near as bad as your's Sean, but still put a lil bit of oil under the bonnet, ftl.


I want to get the relief valve issue resolved before i dyno.




One last thing, does anyone have an opinion about simply logging injector duty cycle with teh ap? Seems to work fine to me. I'll look into it more later.



What a long weekend, lol.

[socks]

my dip stick didnt blow out?

aaronc7's did...

[djuosnteisn]

Oh snaps, your right, hahaha. Consider yourself lucky.

I think our pcv system kinda sucks. Scoobies run a T from the crankcase so that it'll vent to the turbo inlet under boost, and to the intake mani under vacuum. I may change to a similar setup soon if this shit happens again.