FSE power boost valve
- Thread starter snowman
- Start date
gwumpkus
Well-Known Member
Re: FSE power boost valve
hmmm..i was about to post re: aftermarket fuel regulators, so i'm about to hijackj this thread too!!..hahhh
just wondering about the Fuel pressrure reg's..cos i suspect mine's going... and i'm thiking about aftermarket ones...advice re:
- who stocks these here in sg?
- who's used them before pls? (esp on E36 ..)
thanx gurus!..
mmmichaelll
snowman said:
hmmm..i was about to post re: aftermarket fuel regulators, so i'm about to hijackj this thread too!!..hahhh
just wondering about the Fuel pressrure reg's..cos i suspect mine's going... and i'm thiking about aftermarket ones...advice re:
- who stocks these here in sg?
- who's used them before pls? (esp on E36 ..)
thanx gurus!..
mmmichaelll
Whisky_Tango
Core Group Members
Hi Snowman
Ok I try to comment...
The fuel pump and fuel pressure regulator work in concert to control fuel pressure supplied to the fuel injectors. At a given voltage, the fuel pump supplies fuel at a relatively constant rate to the pressure regulator. Unneeded fuel diverts back to the tank, to match fuel delivery to engine demand. Fuel flow from the pump varies strongly with voltage. If system voltage is low, the pump may not receive enough power to fully pressurize the system or supply the engine at high fuel demand conditions. Fuel pressure regulators are preset for a particular operating pressure during assembly, and are not adjustable.
In most all return systems, the fuel pressure regulator contains a vacuum chamber that is connected to manifold vacuum and is separated from the fuel by a diaphragm and valve assembly. The diaphragm has fuel on one side and engine manifold pressure (vacuum) on the other.
Most fuel pressure regulators contain a calibrated spring located in the vaccum chamber side. Fuel pressure in the fuel rail is regulated by pressurized fuel from the pump acting on the fuel rail side of the regulator’s diaphragm, pushing against the spring pressure and manifold pressure (vacuum) on the other side. When the combined force of vacuum on one side plus pressurized fuel on the diaphragm gets high enough to overcome spring pressure, the relief valve orifice opens, reducing rail pressure slightly by bypassing a controlled amount of fuel to the fuel tank. When an injector opens, it causes a slight pressure drop in the rail. In return systems with a vacuum hose connected to the regulator, vacuum applied to the regulator keeps the pressure difference (pressure drop) constant between manifold absolute pressure and supplied fuel pressure.
So in another words, if you change the regulator ideally you should change to a bigger fuel pump.
However, there are always questions after questions... what if above is done but somehow the injectors are too small to allow bigger flow and so the pressurized fuel all gets return to the tank.
Maybe a way to overcome this problem is to tune your ECU. Advance the timing and prolong the injectors opening time to utilise the exccess fuel pressure.
Then once you reach this stage, you find that there is not enuf air. So how? Force induction time....
Cheers!...
GONG XI FA CAI
Ok I try to comment...
The fuel pump and fuel pressure regulator work in concert to control fuel pressure supplied to the fuel injectors. At a given voltage, the fuel pump supplies fuel at a relatively constant rate to the pressure regulator. Unneeded fuel diverts back to the tank, to match fuel delivery to engine demand. Fuel flow from the pump varies strongly with voltage. If system voltage is low, the pump may not receive enough power to fully pressurize the system or supply the engine at high fuel demand conditions. Fuel pressure regulators are preset for a particular operating pressure during assembly, and are not adjustable.
In most all return systems, the fuel pressure regulator contains a vacuum chamber that is connected to manifold vacuum and is separated from the fuel by a diaphragm and valve assembly. The diaphragm has fuel on one side and engine manifold pressure (vacuum) on the other.
Most fuel pressure regulators contain a calibrated spring located in the vaccum chamber side. Fuel pressure in the fuel rail is regulated by pressurized fuel from the pump acting on the fuel rail side of the regulator’s diaphragm, pushing against the spring pressure and manifold pressure (vacuum) on the other side. When the combined force of vacuum on one side plus pressurized fuel on the diaphragm gets high enough to overcome spring pressure, the relief valve orifice opens, reducing rail pressure slightly by bypassing a controlled amount of fuel to the fuel tank. When an injector opens, it causes a slight pressure drop in the rail. In return systems with a vacuum hose connected to the regulator, vacuum applied to the regulator keeps the pressure difference (pressure drop) constant between manifold absolute pressure and supplied fuel pressure.
So in another words, if you change the regulator ideally you should change to a bigger fuel pump.
However, there are always questions after questions... what if above is done but somehow the injectors are too small to allow bigger flow and so the pressurized fuel all gets return to the tank.
Maybe a way to overcome this problem is to tune your ECU. Advance the timing and prolong the injectors opening time to utilise the exccess fuel pressure.
Then once you reach this stage, you find that there is not enuf air. So how? Force induction time....
Cheers!...
GONG XI FA CAI
WT bro, snowman does not need to touch his injectors or fuel pressure regulator or fuel pump. The method he is proposing to employ is AFR control via control of fuel pressure using the FSE. Favorable AFR for power being richer than stock. FSE cannot help. Low RPM is almost always low load (esp in an auto which kicks down (only exception being 1st gear)) and the combination of both lows guarantees closed loop fuel control which will lead to fuel trims.
FSE will not help.
FSE will not help.
snowman
Well-Known Member
Whisky_Tango said:Hi Snowman
Ok I try to comment...
The fuel pump and fuel pressure regulator work in concert to control fuel pressure supplied to the fuel injectors. At a given voltage, the fuel pump supplies fuel at a relatively constant rate to the pressure regulator. Unneeded fuel diverts back to the tank, to match fuel delivery to engine demand. Fuel flow from the pump varies strongly with voltage. If system voltage is low, the pump may not receive enough power to fully pressurize the system or supply the engine at high fuel demand conditions. Fuel pressure regulators are preset for a particular operating pressure during assembly, and are not adjustable.
In most all return systems, the fuel pressure regulator contains a vacuum chamber that is connected to manifold vacuum and is separated from the fuel by a diaphragm and valve assembly. The diaphragm has fuel on one side and engine manifold pressure (vacuum) on the other.
Most fuel pressure regulators contain a calibrated spring located in the vaccum chamber side. Fuel pressure in the fuel rail is regulated by pressurized fuel from the pump acting on the fuel rail side of the regulator’s diaphragm, pushing against the spring pressure and manifold pressure (vacuum) on the other side. When the combined force of vacuum on one side plus pressurized fuel on the diaphragm gets high enough to overcome spring pressure, the relief valve orifice opens, reducing rail pressure slightly by bypassing a controlled amount of fuel to the fuel tank. When an injector opens, it causes a slight pressure drop in the rail. In return systems with a vacuum hose connected to the regulator, vacuum applied to the regulator keeps the pressure difference (pressure drop) constant between manifold absolute pressure and supplied fuel pressure.
So in another words, if you change the regulator ideally you should change to a bigger fuel pump.
However, there are always questions after questions... what if above is done but somehow the injectors are too small to allow bigger flow and so the pressurized fuel all gets return to the tank.
Maybe a way to overcome this problem is to tune your ECU. Advance the timing and prolong the injectors opening time to utilise the exccess fuel pressure.
Then once you reach this stage, you find that there is not enuf air. So how? Force induction time....
good one! so will the fuel regulator actually cure the drop of low end power for car that change their muffler to the free flow type??
Cheers!...
GONG XI FA CAI
Whisky_Tango
Core Group Members
Shaun said:
Understand bro... I am trying to illustrate the whole senairo. But I reckon the fuel pressure regulator and fuel pump works hand in hand.
Whisky_Tango
Core Group Members
snowman said:
Like wat Shaun bro has mentioned, it will not help.
U see... imagine when the car is stationary especially auto transmission. U cant rev up to the torque range under no load condition becos u r in "D" position. So when u floor the pedal, the throttle is wide open throttle (WOT) now, the engine will suck in air & fuel mixture per piston downward stroke where other pistons are being in the compression stroke, ignition stroke and exhaust stroke.
Only the ignition stroke will produce WORK DONE and this has to overcome the load. This load is the weight of the car/passengers and gradient of the road. Also the bigger size 1st gear.
But at this stage the rev climb is very slow until it reaches a momentum speed for each set of gears. Generally say about 3k rpm.
Now with the FSE, fuel is richer. Combustion might be greater which means WORK DONE is more. Question is how much more and what if there's excess unburn fuel?
Not stopping u to do the mod. U can try and maybe give us some feedbacks?
Cheers!
snowman
Well-Known Member
alright, thanks for the explanation. if thats the case, dun think i wanna do it. this idea was from a friend driving a VW GOLF 1.6A who had change to a free flow muffler and he was recommended to install the fuel regulator, he did it and say it did work.Whisky_Tango said:snowman said:
Like wat Shaun bro has mentioned, it will not help.
U see... imagine when the car is stationary especially auto transmission. U cant rev up to the torque range under no load condition becos u r in "D" position. So when u floor the pedal, the throttle is wide open throttle (WOT) now, the engine will suck in air & fuel mixture per piston downward stroke where other pistons are being in the compression stroke, ignition stroke and exhaust stroke.
Only the ignition stroke will produce WORK DONE and this has to overcome the load. This load is the weight of the car/passengers and gradient of the road. Also the bigger size 1st gear.
But at this stage the rev climb is very slow until it reaches a momentum speed for each set of gears. Generally say about 3k rpm.
Now with the FSE, fuel is richer. Combustion might be greater which means WORK DONE is more. Question is how much more and what if there's excess unburn fuel?
Not stopping u to do the mod. U can try and maybe give us some feedbacks?
Cheers!
yendor
Well-Known Member
Guys,
I wouls like to offer a different view on this matter. The FSE fuel regulator will not help in the long term for the BM engine. I have been driving around for a couple of days with an AFR meter and I cannot seem to get a point when the engine goes from closed loop to open loop. Seems like the bugger holds onto closed loop until quite high in the rev range.
Thus if the engine remains in closed loops, any increases in fuel pressure to get in more go juice will just be leaned out from the injector duration in the long term by the LTFT.
Anyway, please consider carefully about the FSE pressure reg cos I have seen some negative examples. If you need to know more pls PM me.
Cheers
yendor
I wouls like to offer a different view on this matter. The FSE fuel regulator will not help in the long term for the BM engine. I have been driving around for a couple of days with an AFR meter and I cannot seem to get a point when the engine goes from closed loop to open loop. Seems like the bugger holds onto closed loop until quite high in the rev range.
Thus if the engine remains in closed loops, any increases in fuel pressure to get in more go juice will just be leaned out from the injector duration in the long term by the LTFT.
Anyway, please consider carefully about the FSE pressure reg cos I have seen some negative examples. If you need to know more pls PM me.
Cheers
yendor
