100 micron doesn't filter small enough to protect the injectors. It NEEDS to be <10 micron.

Something is weird. You shouldnt need that much boost to make 500whp. My car makes over 600 at 27psi.

 

I am familiar with the double pumper setup. I run the same thing in my evo except with dual 525s and -10 feed and -8 return.

So with what your saying you have 45 lbs of fuel pressure, but with the line off the afpr your at 50 psi. Thats not a base of 45 its a base of 50. Maybe I missed something in the other posts I will have to take a look when I am done typing but thats a problem. Your not getting the fuel pressure you desire your 5 lbs higher which isn't a big deal but will factor in when your higher up in the rpms.

Line off your need 45 psi on the afpr. That is how you want it set up lets start there. That will give you the correct 1:1 your looking for once you hook your vac line back up.

 

Yeah I agree needs to have a lower micron on that fuel filter.

 

Read through your post, double check that your fuel pressure is rising with boost. Your FPR should be a 1:1 rising rate regulator so if your trying to use 35psi of boost and your base fuel pressure is 45psi then your rail pressure should be around 80psi when you hit that 35psi boost pressure and should not drop pressure until you are out of boost. I also agree with the above mentioned that this setup is overkill. I myself went back to a single fuel pump setup because a double pumper was overkill for my setup. I previously did over 700 wheel on E85 with a single direct wired walbro 450. With an FP Red a single 450 is all you need, as for the injectors they should be large enough to flow enough fuel for the capabilities of that turbo. Again double check everything and post up if you find a solution, best of luck.

 

so u saying 35psi with line on and 45psi with vac line off?


ill get the correct element for my filter which one should i get that is good at fliteration and also not restricted?

 

Yes Idk what it would be with the line on but 35 psi sounds close. Without actually looking at a setup I couldnt tell you, but yes if your base pressure you desire is 45 it needs to be set with the vac line off. With the micron filter really an 10 micron filter will work just get one that will fit your lines and you should be good. They aren't to specific they are there just to clean your fuel.

 

okay ill setup my afpr too 45 with the vaccume like off... should come down too 35~36 psi i think according too what others have said on this post... should be good for me trying to too 33psi with two 450's walbros....as I read for every 1psi of boost i should rase my fpr pressure by 1 which technically is what setting up the fpr should give me.

will base pressure of 35~36 psi with vaccume like on be enough for 1650's and twin 450 walbros??

and what difference will i see or expect when i lower the base pressure as compared too my 45 psi pressure with vac line on??

 

Ur afpr will make that adjustment you don't have to. Your afpr should do all the work for you. You set it to desired fuel pressure and it should read 1:1 so as u said as your boost goes up so does the pressure.

 

and this goes any side injectors?? say fic 2150 or 1650's? or do u have too compensate for bigger injectors on the fpr pressure??
i understand now how to set afpr pressure also buying new fic 2150 injectors for further growth ... im buying a new afpr also beacuse the aem afpr also installed new might be the cause of my fuel pressure drop of 2-3 psi at higher rpms( possibly a bad unit) ...also im sure its not hw max'd out injectors or 50psi of afpr of pressure.... all lines are clean, replaced the pumps...no other restrictions or voltage drops i have investigated everything possible expect for changing the aem afpr.

im going for a1000 aromotive afpr.

 

Throwing parts at it isn't the answer. Set the fuel pressure correctly, log it again and verify it works as expected or not. From there you can determine if you need a new part or if there was something wrong with the setup.
For good measure, I would verify for AFPR vacuum/boost source location as well.

I wouldn't move away from the 1650s yet until you know the source of the issue. I am running a very similar setup on E, a built 2.0 and an FP red and am only seeing 80-85% IDC at full tilt. The 1650s should be enough for your setup.

And as for the injector question, the AFPR gets setup the same no matter the injector and the tune is adjusted for the injector.

 

Yes don't waste money as stated here he is right. 1650s will be plenty for your setup. And as he said yes that goes for any setup and injectors. Let the afpr do it's job. If you notice anything funny with your fuel pressure at the rail then yeah maybe afpr is bad and it does happen. But when it does you will have all kind of crazy things going but not like what your experiencing. Get your fuel pressure set up correctly and log your idle and see what your ECU sees compared to what your afpr says. If it all matches then go for a drive and log it again and see what it says and report back. We will get you figured out

 

not sure if this would mater or not... my afpr is directly screw'd in to the fuel rail rather then extended using a an fitting and a fuel line... so i noticed that i dont have lock nut on the fpr... could that cause the pressure issue dropping on top of rev range?

 

Ok thats fine. Where is your pressure gauge? Is there a gauge on the afpr to tell you what fuel pressure your at?

 

i have a aem pressure sensor on the afpr which take off too and install a mershell gauge a too adjust and then reinstall the aem pressure sensor again, i can see fuel pressure in my aem logs as well.

​​​​​​as u can see at the very bottom the fuel pressure, there is drop of 10-20 kpa around 7600 7700 rpms.... red line is 8200rpms.

 

Where is your reference for the AFPR coming from?

Did you adjust to the 45 base pressure yet?

Could we see a log after you set the 45 base pressure with both fuel pressure and boost graphed? It doesn't need to be a full pull, just a little boost to make sure the AFPR is working.