Well guys my fuel issue continues.

All summer my car has gradually been going lean so I kept scaling the injectors to add more fuel. I believe my 1000cc's are now scaled at around 600 (E85). But my concern is that my IDC is nearing 100%. My AFR's are holding at 11.5 up to redline, so I am not running out of fuel yet, but I did not think I would be this maxed out on my injectors especially since I am only running 26 psi.

So far I have done the following:

1) Pulled the injectors to inspect for E85 gunking clogging - Nothing visible
2) Replaced the fuel pump with a new walbro255 - No change

My next thoughts are get a fuel pressure regulator and/or a fuel pressure gauge. However, if this is near what is to be expected, maybe I should just sell the ID1000's and upgrade to the FIC's maybe a 1450 that way I can have enough injector for the Green turbo I plan to run.

Any help would be appreciated

 

You might be running out of injector. I was at ~93 IDC on PTE 1200's - E-85 stock motor at ~30psi with the HTA Green. That tune was nuts and set to kill mode, but the AFR was in range. What Green turbo is it? 73HTA or old version? I can't imagine that your FPR is a problem as many on the boards here run much more power and fuel through it. Only problem I have ever had with my FPR is an over-run at idle, but that is from running both pumps full time (I am changing that). A gauge would be interesting to see if the fuel pump was working efficiently enough, but as you just said, you replaced the pump so it should be a non-issue.

Are those ID1000cc's like the 2000's where the overall flow can be upped by adjusting the pressure? I haven't done much reading on them, that's why I ask. If that is true then get the regulator and play with the pressure to see if you can get them to spray some more fuel, but in the long run I think some injectors are in your future. Might as well upgrade now to get rid of the problem before it turns into a potentially big problem.

 

Jim, he's running a IX turbo.

 

I saw that, but it is still 28psi. Granted, less overall airflow, but still possible I suppose. Those IDCs are really high for a IX turbo pushing 28psi though, you are right. Do you have a boost spike? Maybe you are reading the AFRs on the spike and thus showing way higher IDC than is happening during normal WOT load. Not sure.

I still stand by the suggestion of swapping out the FPR first, if you can get more out of the ID1000's like the 2000's by upping the fuel pressure. I forget what the specs were on the ID2000's I have, I think the had the ability to flow 2200cc at a heightened pressure. If you don't want to do that and just want to swap the injectors, then go ahead, you will need to upgrade from 1000cc for a Green on Ethanol in the future. Might as well get it out of the way now. Trav would know way more about fueling problems like this than I would. I haven't seen him on recently though.

 

So if I was considering dropping down to an FP green and wanted to have an E85 tune should I get the 1200s or get a little higher to be safe?

 

Jim thanks for the info.

I am 94-96% WGDC consistently from about 5500 to redline.

Looks like my hp goal will be pushing that Walbro towards it choke point, although I doubt I am there yet.

The second to the last line brings up a concern that I have been wondering about for some time, voltage. Just out of curiosity, does you know what your voltage logs at during WOT pulls? Looking at my logs I am 13.5-14.0. I have always been concerned that my alternator may be a bit weak.

 

The PTE 1200's were right on for my HTA Green, stock block and E-85. My IDC never rose above 95%, and this was with a single pumper stock lines and everything. If I were you, to account for any future mods I would go with the FIC 1450's or so. They seem like the fan favorite now a days, and have enough fueling for E-85 on stock and even built motors without the heart-attack price tag of the ID2000s or FIC2150s. I just have a pet peeve about buying things multiple times, thats why I went with the ID2000's. I had my stock ones, then PTE680s, then PTE 720s, then PTE1200s. I got so sick of spending good money on injectors and barely recouping 50% of the cost when I swapped a few months later. I said F it and went with the 2000's. No chance I'll ever need that much.

Voltage is something that I don't log I believe. I might have checked it, but all of my data is on my tuning laptop and its not at work with me. If you are still on the factory wiring harness for just one walbro, I can't imagine that voltage would play that big of a factor in things. Granted, the voltage might not effect the stock pump as much as the walbro, so I am no sure. I have a multimeter at home that can log voltage on its screen. You are welcome to borrow it and take the back seat cover off and make a pull while logging voltage at the pump. I am always a fan of having tools to monitor things directly. Chances are you might be losing voltage through the lines on the way to the pump, and as far as I know the ECU has no way of measuring that, it just takes down the voltage of the car/alternator. Power loss will be in those lines, which is why when you run a double pumper it is important to run a separate line to the battery. You don't want to be running huge power and rely on that second pump and have it crap out on you from not enough current.

 

I wonder why they dont show dual 255s in parallel like the double pumper set up? I guess that would just be twice the flow but still for comparison sake it would make sense.

 

That is what I was thinking. I had this picture on my computer from a search I did before I got my ID2000's and then just found it again on a quick google search, but neither picture has Dual 255lphs as an option. For twin walbros you definitely need to run a separate line to the pumps from the battery. I will see if I can find it, but there was someone who just spliced it in and tuned it and got some terrible fuel flow and IDC ratings. I will try and dig it up.

Here is the graph of the 2000s showing more flow possible. I couldn't find one on the ID1000s though, don't know if they have the same capability:

 

buchnerj, are you happy with your buschur racing 2.1L??

 

Well I'm pretty much done upgrading other than the E85. Pondering the downgrade on the Black to Green turbos.

 

Looks like everybody will be running e85 now.

 

Honestly, it just depends on what your going to use the car for. If its primarily a auto-x or street car, the Green or the Red. Drag or high revving applications, Red or Black. The Black is a really cool turbo, I just wouldn't be a fan of the lag on the street.

I am. It was a real pain for Mike to deal with putting it in a IX. It was the first 2.1 in a MIVEC Evo. So he had clearance issues with the timing belt and water pump system, but it was all dealt with. I just like having the piece of mind that I have a motor that could take anything I can throw at it, rev very high and produce decent power.

I just want to get this Red setup fully tuned on speed density and then I'm done modding. To be honest my car has sat in my garage for two weeks now. I drove it once since I picked it up from Mike with the turbine swap. Its just no fun to drive around and I have no time to tune it. It has to get out to Nate @ TPG, I think I might take it tonight. If I am still unhappy with things, I might consider selling it off. I have so much money tied up in that car to just let it sit there... We'll see. Hopefully a new SD tune and some good power will change my mind.

 

Yeah, I think I'm going the AutoX route and the Black has too much lag.

 

dual pump chump lol. I love the memory of these taggers