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Evo How Tos / InstallationsPost or link to your detailed how to / installation articles in here. If you have any questions regarding the how tos, feel free to post them in the Request sub-forum.
All those numbers fredthemeathead is throwing out there are totally useless. Why do you care what a pump flows at zero pressure? Unless I see pictures of the test equipment I'm calling total BS.
Lol a 255 pump delivers 400 liters an hour @ 80psi, NFW! You could put 40 volts on that beatch and it wouldn't do tha kinda flow @ 80psi.
This guy is needs to be banned for blatant lies!
It's pretty obvious you're the one coming out with all the bull****, no idea about electronics or constant current power supplies or flow or pressure or tuning or pretty much anything else.
Zero pressure........that's an easy baseline test which is done first. Gives a direct comparison to the official Wally 450 specs here.
A pump always flows less volume with an FPR hooked up to it, more volume at zero pressure.
That's also it's minimum current draw which is handy if you want to make a power supply to control it.
A walbro 450 l/h pump at 80 PSI, 381 l/h, 13.5V, 18.6A = 250W
A walbro 255 l/h pump at 80PSI, 400 l/h, 22V , 14A = 310W.
There's always a close correlation between power consumption and fuel movement.
The difference is due to efficiency.
You've never done any pump or injector testing?
You can't do injector testing unless you've done pump and FPR testing first.
I'm an electrical engineer and wisconsin state certified master electrician. I work in one of the most technologically advanced paper mills in the world. My big toe has more knowledge about electrical controls than you will ever have period. I maintain two steam turbines and one hydro electric dam site also five different boilers and two paper machines. Our facilitiy probably uses more electricity than your entire country of New Zealand.
I'm not impressed with your homemade "fire hazard" flow bench, looks like some high school class project gone wrong.
So your telling me a wally 255 will flow 400lph @ 80psi 22v?
That's more than a double pumper (twin 255's) @ 13.5v each.
So adding 8 volts gets you well over double pump output? Wow magical efficiency!
As you can see a Wally 255hp flows under 200lph @80psi, so achieving over double the output with 8 volts is not believable for me.
As for injector testing it's not needed for tuning. All my injectors come as matched sets. As long as you hold your fuel pressure linear with boost/vacuum reference your good. Some guys are running pumps that flow twice as much as they need, not a big deal it just goes back to the tank in the return line.
How do you not understand that a constant current source is much better than straight up resistor?
Im not talking about a voltage booster just a replacement for a resistive circuit.
Oh yea a chunk of wire is the best way.....my azzz.
High voltage switchgear only electricians can enter this room.
one of the many hydro generation wheels at the dam
Vessel heater electrical project I just completed
There's my resume on electrical but I'm sure yours is far better.
I work on vehicles for fun and it employs my son.
I'm an electrical engineer as my main employment, so your WAY OFF telling me "I know nothing about electronics"
Last edited by 2winscroll; Aug 31, 2017 at 05:23 AM.
So your telling me a wally 255 will flow 400lph @ 80psi 22v?
That's more than a double pumper (twin 255's) @ 13.5v each.
So adding 8 volts gets you well over double pump output? Wow magical efficiency!
As you can see a Wally 255hp flows under 200lph @80psi, so achieving over double the output with 8 volts is not believable for me.
You forgot about the law of physics that says you can create something from nothing....oh wait...
I have run into a surprising situation with the Walbro 450. For the last several years, I have been running the standard version (F90000267) of the W450 what has the pressure relief valve set to crack at about 85 psi. Net fuel pressure (rail pressure minus boost) has always dropped off at peak fuel demand. Th happens at a rail pressure of ~75 psi, but with flow induced pressure loses from the -6 AN fuel line (est. to be ~4-6 psi) and from the stock fuel filter (could be >10 psi), I have been estimating the pressure at the pump to be >90 psi. To eliminate these issues, I upgraded to the high pressure version (F90000274) of the W450 that has the relief valve set to crack at 110 psi, bypassed the stock fuel filter, and installed a Fuelab fiberglass element filter. I also installed a new W450 sock. I was certain that this combination of upgrades would resolve my fuel pressure issue, but to my surprise, pressure is still falling off.
This caused me to look more carefully at the flow capacity for this pump. Flow charts show that at 13.5 V, the pump can flow ~5000 cc/min, while at 12 V, it flows ~4000 cc/min. My current setup with 1500 cc/min injectors is hitting 80-83% IDC at peak flow requirement (about 550 whp on E85). This translates to ~5000 cc/min flow rate. The only way the pump is going to meet that demand is if its getting 13.5 V, and that's never happened. Last time I measured voltage across the pump at full power, I saw 12.8 V with my custom fuel pump rewire that utilizes 8 ga wiring. The estimated pump flow rate at this voltage is pretty consistent with the level of fuel pressure fall-off that I'm seeing (dropping to around 40 psi instead of the target 44.5 psi). Battery voltage hovers consistently at 14 V with the engine running, but even with further wiring mods, its doubtful that 13.5 V at the pump is possible. So besides improving the power wiring, it looks like I'm going to have to upgrade to the Hellcat version (F90000285) of the W450 that flows about 10% higher.
Interesting! Guess the 450 draws enough power to still drop the voltage. I'm surprised 8-awg isn't enough to supply the current without drawing the voltage down. Now I'm curious to see how much my rewire will drop with the 450 (274 version) pump.
Interesting! Guess the 450 draws enough power to still drop the voltage. I'm surprised 8-awg isn't enough to supply the current without drawing the voltage down. Now I'm curious to see how much my rewire will drop with the 450 (274 version) pump.
Unless you're logging fuel pressure at the rail, fuel pressure fall-off is not obvious until it becomes substantial. It initially manifests as having to set the fuel map AFR richer than the target AFR at high RPM + high boost. Most people assume that this is simply a calibration issue with the ECU fuel map, and often it is. However, when fuel drop off starts getting really bad, richening the fuel map will have no effect on AFR past a certain point.
Not sure if this was addressed yet. For those of you that do not want to deal with swelling heat shrink when you solder the connector on the pump, Spoolinup has the pins you need. I tried various "fuel safe" heat shrink tubing but never found one that worked properly.
Not sure if this was addressed yet. For those of you that do not want to deal with swelling heat shrink when you solder the connector on the pump, Spoolinup has the pins you need. I tried various "fuel safe" heat shrink tubing but never found one that worked properly.
I saw that Pal had encountered this. I plan to rewire to the plug myself to avoid exposed wires midway.
bumping this, anyone have a link to the proper fitting fuel sock? the one that came iwth my install kit is the big one and actually points the reverse way of a stock one. i dont want to reuse the old stock one. but would like a similar style. any links? not looking to dent the tank
Aug 30, 2017, 11:47 PM
