mfi question
05-06-2014, 01:28 PM
#1
15000
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mfi question
connecting the Inlet Manifold, the press. fuel controller, Press would win more fuel when the turbo blows?
but as you could?
at low rpm will rich,but high rmp will lean
but as you could?
at low rpm will rich,but high rmp will lean
05-06-2014, 08:19 PM
#3
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06-06-2014, 08:01 AM
#5
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I think he means when you put a pipe from the fuel reg by the airflow meter onto the charge pipe
I've hear this is supposed to help with fueling under load
But have never really seen any facts about It
I've hear this is supposed to help with fueling under load
But have never really seen any facts about It
06-06-2014, 08:21 AM
#6
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06-06-2014, 08:28 AM
#7
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Of course the vacuüm connection on the fuel pressure regulator must be connected to the inlet manifold. This is necessary to maintain a constant pressure difference between fuel in the fuel rail and air in the intake manifold as this is what the ecu assumes. Otherwise it will be difficult to impossible for the ecu to calculate injection times.
When not connected the mixture will be too rich with low loads (cruising at low rpm's/speed) and it will be way too lean when the turbo is active.
An example (with a bit of exaggeration):
Fuel pressure standard 2.5 bar. So, with the intake manifold at barometric pressure (engine off key on, or accelerating without the turbo) the difference in pressure is 2.5 bar. Now assume the turbo boost is 2.0 bar. Without correction the difference is only 0.5 bar - which means there's not a lot of fuel going into the engine.
Theoretically with turbo boost at 2.5 bar or more the pressure difference is zero or negative, which means NO fuel with get into the engine, but rather air will go into the fuel rail.
When not connected the mixture will be too rich with low loads (cruising at low rpm's/speed) and it will be way too lean when the turbo is active.
An example (with a bit of exaggeration):
Fuel pressure standard 2.5 bar. So, with the intake manifold at barometric pressure (engine off key on, or accelerating without the turbo) the difference in pressure is 2.5 bar. Now assume the turbo boost is 2.0 bar. Without correction the difference is only 0.5 bar - which means there's not a lot of fuel going into the engine.
Theoretically with turbo boost at 2.5 bar or more the pressure difference is zero or negative, which means NO fuel with get into the engine, but rather air will go into the fuel rail.
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06-06-2014, 08:34 AM
#9
Of course the vacuüm connection on the fuel pressure regulator must be connected to the inlet manifold. This is necessary to maintain a constant pressure difference between fuel in the fuel rail and air in the intake manifold as this is what the ecu assumes. Otherwise it will be difficult to impossible for the ecu to calculate injection times.
When not connected the mixture will be too rich with low loads (cruising at low rpm's/speed) and it will be way too lean when the turbo is active.
An example (with a bit of exaggeration):
Fuel pressure standard 2.5 bar. So, with the intake manifold at barometric pressure (engine off key on, or accelerating without the turbo) the difference in pressure is 2.5 bar. Now assume the turbo boost is 2.0 bar. Without correction the difference is only 0.5 bar - which means there's not a lot of fuel going into the engine.
Theoretically with turbo boost at 2.5 bar or more the pressure difference is zero or negative, which means NO fuel with get into the engine, but rather air will go into the fuel rail.
When not connected the mixture will be too rich with low loads (cruising at low rpm's/speed) and it will be way too lean when the turbo is active.
An example (with a bit of exaggeration):
Fuel pressure standard 2.5 bar. So, with the intake manifold at barometric pressure (engine off key on, or accelerating without the turbo) the difference in pressure is 2.5 bar. Now assume the turbo boost is 2.0 bar. Without correction the difference is only 0.5 bar - which means there's not a lot of fuel going into the engine.
Theoretically with turbo boost at 2.5 bar or more the pressure difference is zero or negative, which means NO fuel with get into the engine, but rather air will go into the fuel rail.
06-06-2014, 10:44 PM
#10
Turbosystems is of course correct, it should be left to atmosphere, also there are no calculated injections times.... it continuous mechanical fuel injection, the pressure is varied to adjust fuelling based on the position of the metering unit 'flap'..... the big give away is the lack of wiring to the injectors and that there is a metering unit.
08-06-2014, 09:31 AM
#11
15000
Thread Starter
Turbosystems is of course correct, it should be left to atmosphere, also there are no calculated injections times.... it continuous mechanical fuel injection, the pressure is varied to adjust fuelling based on the position of the metering unit 'flap'..... the big give away is the lack of wiring to the injectors and that there is a metering unit.
Where is could regulate the pressure?
the regulator screw?
this?
norris says modifies the regulatory
anyone know how?
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