Fuel pressure gauge seonsor mounting?

[CarTramrod]

I installed a gen 6 stage 2 whipple last weekend and am trying to install a fuel pressure gauge to keep an eye on it. It looks like the only place I have room to pull fuel from is the front of the driver's side fuel rail. My issue is that it is a -6 orb and the sensor is a 1/8th npt (it's all autmeter). I've had some people say I should adapt it from the -6 orb to a -4 and then remote mount it but im trying to figure out what that looks like. There is very little room and as it looks I would need an adapter from -6 orb male to -4 an male to a -4 and female 180° fuel line to the fire wall and then I'm not sure from there. Any advice is appreciated. Pic of the whipple install for attention.

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[engineermike]

There is an oem sensor already in the rail. A good logger can datalog it. However, the gen3 does a shockingly good job of monitoring and adapting to fuel pressure changes, so long as your tuner didn’t disable the protections, wittingly or not.

 

[CarTramrod]

There is an oem sensor already in the rail. A good logger can datalog it. However, the gen3 does a shockingly good job of monitoring and adapting to fuel pressure changes, so long as your tuner didn’t disable the protections, wittingly or not.

I'm just looking to keep an eye on the fuel pressure since im using the dw fuel pump that came with my stage 2 whipple. I haven't heard great things about that pump.

 

[NGOT8R]

I'm just looking to keep an eye on the fuel pressure since im using the dw fuel pump that came with my stage 2 whipple. I haven't heard great things about that pump.

Which DW fuel pump?

 

[CarTramrod]

Which DW fuel pump?

The dw400 415 lph fuel pump.

 

[engineermike]

The dw400 comes with the Whipple kit. I’ve had good experience with them, and myself and some others are making way more power than we should when running at 20-22 volts. Im running a Whipple on e85 and the 3.25 pulley and my friend is running a 3.0 pulley.

 

[CarTramrod]

The dw400 comes with the Whipple kit. I’ve had good experience with them, and myself and some others are making way more power than we should when running at 20-22 volts. Im running a Whipple on e85 and the 3.25 pulley and my friend is running a 3.0 pulley.

I'm just trying to have piece of mind. It's the same reason I have the crank support. I have the gauge installed and wired just trying to find a place to connect the sensor.

 

[NGOT8R]

How about this this for the fuel rail?

https://www.fuelairspark.com/3-8-sa...-swivel-180-deg-o-ring-seal-black-644013.html

and these.

https://www.fuelairspark.com/3-8-sa...-swivel-180-deg-o-ring-seal-black-644013.html

 

[CarTramrod]

How about this this for the fuel rail?

https://www.fuelairspark.com/3-8-sa...-swivel-180-deg-o-ring-seal-black-644013.html

and these.

https://www.fuelairspark.com/3-8-sa...-swivel-180-deg-o-ring-seal-black-644013.html

I like where that is going but both of the links are the same. What is the second item you were thinking?

 

[engineermike]

Just a PSA here, but wanted you to understand how it works. The gen3 measures fuel rail pressure in the rail at a dizzyingly fast data rate, for both the PFI and GDI sides. It then extends or truncates the injector pulsewidths as needed due to fuel pressure fluctuations. The logic is also always calculating the maximum port injection "window" (time available to inject fuel during any given cycle) and comparing that to the required injector pulsewidth to achieve desired A/F ratio. When the logic determines that the needed pulsewidth *would* exceed the PFI window, it converts the available fueling to an airflow, to a load, and finally to a torque, then modulates the throttle to achieve the calculated airflow limit. See, the actual fuel pressure isn't, by itself, a problem. It's only one input into lots of math that ultimately will close the throttle to maintain desired lambda. I've run into this limit a few times and I have datalogs where you can see what's going on. Instinctually, when I feel the loss in torque I back out as fast as I can, but when you see the data log you can see that I was painfully slow as compared to the lightning fast response of the PCM.

That said, all those OEM protections that could and should work to our advantage are often disabled by tuners, even unknowingly. The torque model, injector data, TB model, and safety factors must be accurate, and protection "switches" remain on in order for it to work.

 

[CarTramrod]

Just a PSA here, but wanted you to understand how it works. The gen3 measures fuel rail pressure in the rail at a dizzyingly fast data rate, for both the PFI and GDI sides. It then extends or truncates the injector pulsewidths as needed due to fuel pressure fluctuations. The logic is also always calculating the maximum port injection "window" (time available to inject fuel during any given cycle) and comparing that to the required injector pulsewidth to achieve desired A/F ratio. When the logic determines that the needed pulsewidth *would* exceed the PFI window, it converts the available fueling to an airflow, to a load, and finally to a torque, then modulates the throttle to achieve the calculated airflow limit. See, the actual fuel pressure isn't, by itself, a problem. It's only one input into lots of math that ultimately will close the throttle to maintain desired lambda. I've run into this limit a few times and I have datalogs where you can see what's going on. Instinctually, when I feel the loss in torque I back out as fast as I can, but when you see the data log you can see that I was painfully slow as compared to the lightning fast response of the PCM.

That said, all those OEM protections that could and should work to our advantage are often disabled by tuners, even unknowingly. The torque model, injector data, TB model, and safety factors must be accurate, and protection "switches" remain on in order for it to work.

All very good information, I understand that there are a lot of safeties built in but as you state they can be disabled. I know I probably am not fast enough to notice if I have an issue but it's still just piece of mind. I like to be able to glance over at my a pillar and have reassurance that I have good fuel pressure. I have already bought the gauge, the a pillar pod, wired it up, and mounted it, all I have left to do is plumb it to my fuel rail. That is the purpose of my post is to find the best route forward with that.

 

[engineermike]

Again, just FYI but here it is in action:

The fuel pressure is actually fine, but the logic predicted that it *would* run out of available injector pulsewidth so it cut the throttle to ensure it wouldn't go lean. I didn't even know this happened until I looked at the log, since it only partially cut throttle from 6700-7100.

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