Angrey
Well-Known Member
- Joined
- Jun 21, 2020
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- 96
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- Location
- Coral Gables
- Vehicle(s)
- 2016 GT350
While I somewhat agree and I would be cautious about using this setup unless the tuner (like Mike) has put serious protections in place. I'd be more concerned with putting all my eggs in one basket and boosting at 20V and have a failure at the most crucial time.Not sure you are really considering the likelyhood of a failure at that voltage. Will it work, sure, but for how long? Using a BAP at 20 or even 22 volts doesn't seem like a long term reliable solution.
The good thing about DW is unlike walbro/TI, you can actually have access to them and call them and ask what they've tested their pumps to withstand.
Which is why they generally give a dual rating, sustained and intermittent.
In fairness, an 850 rwhp car doesn't live there all the time and rarely sees full fuel flow requirements. With a variable system, it spends most of it's life at partial and low duty. And as I said, with certain protections in place in case you get a sudden loss of pressure, I wouldn't have a problem doing this if it's setup the way these guys are laying it out, boosted with a control/variable strategy that only overtasks the pump on a limited basis once in awhile. I would NOT continuously boost any pump that's meant to run 13.5V at 20+ volts. You're just begging for a failure. But sparingly, sure.
My bigger concern with these returnless setups is the lag time between engine demand, command and actual pump output. If the pump were sitting right in the engine bay, the dampening wouldn't be as much of an issue. Keep in mind that fuel isn't completely incompressible either. Even the open/close of large injectors creates pressure fluctuations which is why guys who run 4 and 6 cylinder motors on gobs of boost tend to have to employ fuel pulse dampeners.
Anything can be tuned, but it's asking a lot of the typical cookie cutter tuners to truly customize your setup and account for part throttle jam on the pedal situations where the demand spikes rapidly and now you have to tune in the ability of the PCM to modulate all this based upon the actual pressure at the rail. Of course it can do this nearly instantaneously (i.e widen or shorten injector pulse based off what's currently available vs what it would like or has commanded). Again, this can all be done, it's just fairly custom. Which is why most tuners just prefer to use a return line and let the physical regulator that's right there close to the rails adjust the return line flow in excess to maintain desired pressures.
I wouldn't run this type of setup unless someone like Mike was tuning my car. At some point, large demand spikes are difficult to manage and smooth out with a dead head, return LESS setup and the tuner would have to put a lot of time and effort into ensuring it's all functioning within the limits of the injector duty adjustments.
Which is again, above certain power levels, most tuners just ask for a return style and call it a day. They know that if they ask for it, the fuel is there. This is much more esoteric.
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