That makes dyno tuning a lot easier and reliable as well as maximizing power output with the smaller pulley's..

 

jpc350z,
can you describe your fuel system a bit more?
are you still using the Vortech Inline Pump and FMU ?
If no FMU,what is your Fuel Pressure ?
Are you using the SS box ?
Thanks

 

we have tuned a few vortech cars with the 2.87 and stock fuel systems just a warning they are right on the edge of needing a fuel system if it was my car I would go ahead and do it. Make sure you have headers, high flow cats, or test pipes and a cat-back system with more boost your adding more back pressure so you need to free that up some.

 

Boog, I understand what you are saying in regards to the flash HOWEVER what you really need to look at is the CFM output of the Vortech blower at 12 PSI compared the the CFM output of the 60-1 turbo in the Turbonetics kit at 8-9 PSI. Turbonetics set the tune up to be super safe but past 9-9.5 PSI it gets lean. BUT the AMOUNT of air flowed at that pressure level on the 60-1 may be more then the Vortech unit at 12 PSI. I'd need to see a compressor chart for that blower to be sure.

 

Swapped out the stock inj's for RC440's and changed the stock fuel pump to the walbro 255.. The Vortech FMU and Aux fuel pump remain.. The fuel pressure which was around 52 psi non boost is now 80 psi.. Without a return system the stock fuel press rgulator can't control the press to a lower level..

However AAM, who did the fuel mod's say's the higher fuel press should not be detremental to the system (lines etc.) can handle the higher press. The one thing I do notice is some minor loss of fuel trim under light engine loads. Idle has been o.k. The S.S box still controls the fuel but timing is done by the ECU which AAM flashed...Hope this helps..

 

You can fix this VERY easily by modifying the stock FPR as stated in the Turbonetics instructions...

 

So, you are saying that it would be best to go to larger injectors, the walbro fuel pump and the return fuel system?? But will it be safe to drive if I go this route with everything except the RFS? I want to do the RFS, but I am kind of limited with cash at this point.

I already have headers and a dual exhaust system. Would 440cc injectors be plenty with the 2.87 pulley or should I step up to 550s?

 

Mia, where can I get a copy of the instructions??

 

Sorry should have included a link:

http://members.***.net/turbonetics35...icsinstman.pdf

 

Oh..I agree with you there . Even between different blowers , you'll get a little bit different CMF at the same psi level . I have had 5 or 6 guys PM me asking why AAM couldnt get thier cars A/F down [up top] when trying to flash for fuel AND timing and ditching the SS box . They have done it on other cars and have been sucsessful with it .Im just saying a flash is only good to a certain point . And you dont know [ when getting it flashed ] if its going to be able to supply enough fuel for the CMF your blower puts out at the psi they are running . And from the guys that PMed me about it...seems to be right around the same psi level the TN turbo leans out also....8.5 to 9.5 psi

 

MIA,, read the instructions on opening the regulator orifice but I don't fully understand how it will reduce the fuel press at the fuel rails/injectors. My logic (which may be flawed) is that the orifice in the regulator limits the flow out of the fuel pump and causes a high fuel press between the pump and regulator. And downstream of the regulator the fuel press would be low since the flow is being restricted by the orifice.(Large Delta P accross the regulator). In my situation I'm reading a high fuel press downstream of the regulator...What am I missing.. Thanks

 

The regulator governs fuel pressure output at the fuel pump assembly output. When you install the Walbro 255 lph pump the output of the pump overwhelms that regualtor and the result is fuel pressure in the 70s or 80s at idle. By opening up the orifice on the regualtor a bit you reduce the fuel pressure output at the pump and therefore downstream. Example, without that done my car read 76 PSI of fuel pressure at the fuel rail feed (condensor). This of course was during kit design. After the fuel pressure reg modification my fuel pressure reads 53 PSI at the same location. I'll attach a pic of where I am reading fuel pressure.

 

I have the same AAM fuel fitting..I can believe the opening the orifice will reduce the pressure since you experienced it but i'm stumped as to why??..The pump pulls fuel out of the tank and passes it on to the regulator..If the regulator orifice is too small flow is restricted and the pressure drop is high resulting in a low downstream pressure at the fuel fitting. If on the other hand the orifice is too large flow is high and pressure is low at the fuel fitting..But apparently the opposite is happening..Has something to do with a guy named Bernoulli...

 

I'm not trying to discount Bernoulli's principle here just stating what works and has worked for 50+ guys on the board.

 

Another mystery of life.. Thanks for the info and I'll try it..