thats what I was told, althought I’m not sure how. i can ask, although it might be the same procedure for freeing the noise pipe from the firewall (yank hard).
Honestly, they don't fit under the car very well either. I'm working on an aluminum cover that will tap into my jacking rail, and then use the OEM fastener points that the current plastic cover uses now. Basically a lil' baby skid plate. Having the filter in the engine bay is better anyway for ease of service.
I wonder about fuel temp increase from having it in the bay as well. I think I'd would absorb some heat, it would be like the rails that get hot and keep heating up the fuel. It might be ok if used in a returnless setup though. I'd rather have it under the car. On my car under all the same conditions going from a full return system to a returnless dropped average fuel temps by about 30 degrees. Cooler fuel is more power.
100% agree. Were are on it , and should be available in the next few months.
Watching and waiting… soon as I can find an affordable setup that @Wengerd Performance feels comfortable with for my car for E85 the credit card is coming out.
I wonder why @Wengerd Performance hasn’t responded to this. @engineermike I wish if all these tuners were as knowledgeable as you. I hate my current Lund tune! I wish if you were local. I’d drop my car off in a heartbeat.
This whole thread has me curious now. Currently I have a fore triple fuel pump, aftermarket lines, fuel filter, and regulator. When it comes to complication of install, i personally dont find it hard at or complicated. Then again it was installed when I added a vmp supercharger. My system has been running for 4 years without issue. Granted i also built my car for drag racing specifically.
DW actually rates the DW400 to run up to 20 volts, and the JMS 22v BAP only supplies 20 volts at the pump after efficiency losses and voltage drop. DW does give lower and higher voltage limits depending on which pump it is. For instance, they explicitly say to not run the DW810 over 14.5 volts but the DW440 is good up to 26 volts. During bench testing, we ran a DW400 at 22 volts for minutes at a time and it showed no signs of distress.
The gen2 doesn't have a lift pressure sensor like the gen3, so on the whole it's probably not as safe to run closer to the edge on fuel systems. Basically, if fuel pressure drops it would only see it in the STFT and then add IPW. The gen2 does have the ability to cut throttle if the IPW hits the limit, unless the tuner unwittingly defeats it.
Interesting, i thought most dialed in their fuel pumps at 16 volts and then rated for 14.5. In that case if it was designed for it I wouldnt mind. Although id probably still have a secondary pump (so im not stranded if the primary dies). This is where id love to dive into more tuning and electrical controls but admittedly i will not do any of that testing my current expensive car. Want to get a cheap vehicle that has a swap in it with a Holley or something.
It's really interesting how this works on the gen3. There is a feed-forward table in the tuning that uses desired pressure and predicted fuel flow to look up a "voltage" to supply to the pump. Basically, the logic knows the desired air flow and fuel flow and can modulate the throttle and ramp up pump voltage in unison based on future state. This voltage is converted to a duty cycle commanded to the FPDM, which then sends PWM power to the pump. Then, it measures the rail pressure and there is a PID feedback control loop to correct the supply voltage further if the desired and actual fuel pressures don't match. There is also a KAM learning component here, where if it consistently has to add or subtract from the feed-forward table voltage, it will store and include that in the commands in the future.
AHHHH so it is anticipating the future rail pressure based on the MAF and throttle position then using the rail pressure measurement as a verification/additionally safety and then the learning curve will help reinforce the additional full under the boost conditions. That makes sense as it will certainly help prevent the potential "lean condition" on the hit.
Think more on the predictive side of things. The logic interprets pedal input as a torque request. It converts that to load, to airflow, to fuel flow. It knows if it opens the throttle x degrees under these conditions then it gets y flow. It also knows if it sends x volts to the pump then it gets y flow. So it sends them all (plus ipw, cams, timing) to future state at once then uses PID feedback to fine tune once everything gets there.
The stock tune is set up to run 58 - 65 psi at idle and cruise and 72 psi at high fuel demand. When pushing the fuel system to the limits, you're actually balancing pump and injector flow. The injectors flow more at high pressure but the pump flows less. Basically everything I've done requires full voltage to the pump at WOT and the pressure is what it is, usually 50-65 psi.
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