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[boostisgood]

Juan, that is great news.

Now, with the Haltech, it would be best to KEEP the FPR solinoid? even if utilizing larger injectors, and higher boost levels, then 10 psi ? Im a little confused on this.

 

[Chojin]

turboge -

Hmm, I was referring to the one with the much higher duty cycles (I guess the FPR was used as a 1:1 for those).

The one posted above is exactly what I would expect when using the stock FPR solenoid.

Logan -

Yes, the F10 would be the simplest, but far from the right choice.

The MSP has a overly rich fuel map from the factory. Using an F10 to bring the A/F ratio to 12:1 will not gain that much more power at the stock boost level.

Once boost is raised, you will need to control timing as necessary to prevent any detonation (some hear ping at only 9 psi). This is where the E6K/E6X will come into the picture. Through proper timing and fuel tuning, you can have your MSP run higher boost without worrying about detonation or running too lean/rich.

Juan -

Thanks for the response.

boostisgood -

Personally, I would opt. to run a 1:1 FPR with 440cc injectors and control everything with an E6X.

-Shawn

 

[HiBoost TS]

Juan, that is great news.

Now, with the Haltech, it would be best to KEEP the FPR solinoid? even if utilizing larger injectors, and higher boost levels, then 10 psi ? Im a little confused on this.

Yes they can be run retaining the stock FPR solenoid, or you can control the solenoid with the E6X or F10

 

[Logan]

OK, here is a comparison question regarding the capabilities of the E6X:
Supposedly the computer in the SRT-4 monitors air temp and adjusts boost and everything else accordingly to maintain a "normal" amount of power delivery.
Can the E6X do that? Or does it run only on the maps you program into it?

 

[low_psi]

I'm confused on this one as well:

Chojin stated that "if you upgrade the injectors and have a good controller, the 1:1 FPR will be just fine." This leads me to believe replacing the stock FPR with the 1:1 unit is the reccommended route when utilizing larger injectors and running higher boost levels.

Also, since you're running into 100% DC on stock injectors at around 9psi, what size injector would be the best to run a more conservative DC? Will the fuel pump need to be replaced with a larger volume pump in order to supply the new demand for fuel?

 

[boostisgood]

I see. You guys are the greatest. Someone like me, who is starting to learn the larger aspect of forced induction, appriciates all your input, and assistance. (guess thats enough ass kissing)

So, basically, If I wanted to run 12 psi daily, I would be better off with the e6k/x 440 cc injectors, and the S/A running the Solinoid ? (sorry if my questions seem repetitive, I just want to make sure I have my ducks in a row, and make the best purchase possible.)

Also, how often would a d/l-check of your data log need to be done ? I know the system can store the data for a while, but, what would be a preferable timeframe for this ?

 

[low_psi]

Nevermind the first part:

"Personally, I would opt. to run a 1:1 FPR with 440cc injectors and control everything with an E6X."

thanks Shawn

 

[turboge]

So, the simplest installation with a flashed msp would be an F10?

Yes, however you will not have the full benefit of timing adjustments. It will fix the inherent MSP fueling problem and pickup a good amount of power and smoothness as well.

Most F10's sell from 700-900 with the MAP sensor. So spending the extra few 100 may or may not be worth it to the average user, only the people road racing and heavy use.

 

[turboge]

Yes they can be run retaining the stock FPR solenoid, or you can control the solenoid with the E6X or F10

Juan, how would you control the solenoid? Have you done this or know of how it is done? Please let me know

 

[YP5 Toronto]

OK, here is a comparison question regarding the capabilities of the E6X:
Supposedly the computer in the SRT-4 monitors air temp and adjusts boost and everything else accordingly to maintain a "normal" amount of power delivery.
Can the E6X do that? Or does it run only on the maps you program into it?

http://www.haltech.com/Products/ECUs/E6X/e6x_spec.pdf

Basically...the e6x can/will incorporate Air Temp, Coolent Temp, MAP..and more (pdf file).

The F10 in the Hiboost kit..is currently setup woth Air, Coolent and MAP sensors.

 

[turboge]

OK, here is a comparison question regarding the capabilities of the E6X:
Supposedly the computer in the SRT-4 monitors air temp and adjusts boost and everything else accordingly to maintain a "normal" amount of power delivery.
Can the E6X do that? Or does it run only on the maps you program into it?

The E6X can be used to control boost, however the boost maps are only in relation to RPM. The fuel maps and timing maps are adjustable with compensation for Air Temp, coolant temp, battery voltage, and barometric pressure to name a few things.

The air temp compensation is not there for boost.

 

[turboge]

I'm confused on this one as well:

Chojin stated that "if you upgrade the injectors and have a good controller, the 1:1 FPR will be just fine." This leads me to believe replacing the stock FPR with the 1:1 unit is the reccommended route when utilizing larger injectors and running higher boost levels.

Also, since you're running into 100% DC on stock injectors at around 9psi, what size injector would be the best to run a more conservative DC? Will the fuel pump need to be replaced with a larger volume pump in order to supply the new demand for fuel?

If you remove the factory FPR solenoid from the picture and plug the vacuum line from the FPR to the manifold then you have just created a 1:1 FPR.

The best solution is to go with 310cc injectors if you only want to run 9psi and keep the DC down under 90%. The factory ECU will not freak out because it can still lean the slightly larger injectors out. However when you want to go higher in boost you will need to go even larger on the injector size, and take full control of them at all times. The fuel pump will not need to be replaced because you are using low pressures.

 

[turboge]

So, basically, If I wanted to run 12 psi daily, I would be better off with the e6k/x 440 cc injectors, and the S/A running the Solinoid ? (sorry if my questions seem repetitive, I just want to make sure I have my ducks in a row, and make the best purchase possible.)

Also, how often would a d/l-check of your data log need to be done ? I know the system can store the data for a while, but, what would be a preferable timeframe for this ?

The best setup would be an E6X with 440cc injectors and a 2-bar MAP sensor, with the stock ecu running the FPR solenoid.

You can datalog at any time, and review at any time. I am doing a lot of datalogging because of the differences of Air Temp when I'm tuning, so that I can compensate correctly for different temps. Once the car is tuned you will probably never need to datalog. It will datalog until your hard drive is full if you want it to.

 

[boostisgood]

Turboge,

Here in pittsburgh, it can go from 30-40 degrees, to 7-80 during the spring an fall. Is the Haltech FLEXIBLE enough to allow fuel mapping for such extreme changes ?

Also, on the Haltech site, it did say that that eh e6X is capable of 4 different fuel, and timing maps, and can switcjh between 2 fuel maps, and 4 timing maps, on the fly. Would that be applicable in answering my question? seeing that the Haltech reads intake temps.

 

[Chojin]

turboge -

Assuming we're talking about using 440cc injectors:

If you are running a 1:1 FPR and boosting high enough to where the 440cc injectors' duty cycles are running too high, an injector upgrade would indeed be necessary. Now, if the FPR Solenoid was hooked up, how do we know if the PCM is capable of properly controlling the fuel pressure for that amount of boost?

I see the validity of using the FPR Solenoid to keep the overall duty cycles down. However, without knowing when it adds fuel pressure or how much fuel pressure it adds, wouldn't it be easier to tune with a 1:1 FPR and have the proper fuel maps?

Since the PCM controls this solenoid, it will be one less thing to worry about if it is eliminated.

Just a thought.

-Shawn

 

[ddogg777]

Re: Re: For those running a Haltech (F10/E6K/E6X/E11)

For the ones who want more than that, should get the larger injectors, E6X and even forged internals.

That is what we are doing to boost it to 20 psi.

Juan, I am putting forged internals in my engine and upgrading the tranny so that I can reach higher boost levels with the Haltech E6X. What components do you use to reach the highter teens, maybe 20psi. Injector size, aux fuel pump, etc.

BTW, are these boost pressures possible with 91octane (Arizona gas) and 8.5:1 CR or will I have to add some octane additives?
Sorry, I don't have Corky's book, or anyone's for that matter...

Poop, I think I just threadjacked, sorry!! Shutting up...

 

[turboge]

Here in pittsburgh, it can go from 30-40 degrees, to 7-80 during the spring an fall. Is the Haltech FLEXIBLE enough to allow fuel mapping for such extreme changes?

The haltech can offer temperature compensation from -40F to 261F. This however is only functional correctly when the tuning is all done at a solid temperature range. I try to tune between 75-85F here, lately its been over 105F so I haven't been able to solidly tune... thats the drawback of tuning on the street as opposed to a dyno

Also, on the Haltech site, it did say that that eh e6X is capable of 4 different fuel, and timing maps, and can switcjh between 2 fuel maps, and 4 timing maps, on the fly. Would that be applicable in answering my question? seeing that the Haltech reads intake temps.

The E6K with updated firmware and the E6X can both offer "dual mapping" which allows you to tune seperate fuel and ignition maps for whatever you may need them for.. say 91 octane.....and 104octane... simply flip a switch and its changed (as long as you've tuned them both of course)

This can also be activated with an RPM range... and is commonly used for Honda's with VTEC activation requiring seperate settings for the cam lobes changing. I have yet to finish 1 map, so I have not started on the 2nd map..

I believe the correct total is 2 fuel maps, and 2 timing maps... bear in mind that each map consists of 16x32 resolution.. in 500 rpm incriments..

 

[turboge]

Assuming we're talking about using 440cc injectors:

If you are running a 1:1 FPR and boosting high enough to where the 440cc injectors' duty cycles are running too high, an injector upgrade would indeed be necessary. Now, if the FPR Solenoid was hooked up, how do we know if the PCM is capable of properly controlling the fuel pressure for that amount of boost?

So far I have been able to tune using the FPR solenoid because it has been somewhat consistant... however since I do not have a Fuel Pressure gauge I cannot 100% guarantee that it is. As long as your fuel pressure is consistant every time you use it, there is no need to change anything unless the duty cycle is too high.

I see the validity of using the FPR Solenoid to keep the overall duty cycles down. However, without knowing when it adds fuel pressure or how much fuel pressure it adds, wouldn't it be easier to tune with a 1:1 FPR and have the proper fuel maps?

Yes it would be much easier to tune like that, once I finish tuning as I have it now, I will probably experiment with that and check the wideband differences. With the bigger injectors, you want a lower FP at idle so you can lean them close to 14.9 and not hit the minimum injector on time.

 

[turboge]

Re: Re: Re: For those running a Haltech (F10/E6K/E6X/E11)

BTW, are these boost pressures possible with 91octane (Arizona gas) and 8.5:1 CR or will I have to add some octane additives?

It is not recommended to boost high with low octane gas regardless of compression ratio. 91 octane is easier to ignite, therfore generates much more heat and will burn much hotter due to the retarded timing required.

I have tuned a 10:1 fully built Miata motor with a .42/.48 T3 on it with 91 octane and squeezed 250whp at 10psi, then tuned it at the same boost with 100octane and managed to hit 292whp.

Here in Socal, we only have a maximum of 91octane at the normal pump, this is what we normally tune on. I know Juan has tuned with 100octane for his higher boost applications.

 

[HiBoost TS]

Re: Re: Re: For those running a Haltech (F10/E6K/E6X/E11)

Juan, I am putting forged internals in my engine and upgrading the tranny so that I can reach higher boost levels with the Haltech E6X. What components do you use to reach the highter teens, maybe 20psi. Injector size, aux fuel pump, etc.

BTW, are these boost pressures possible with 91octane (Arizona gas) and 8.5:1 CR or will I have to add some octane additives?
Sorry, I don't have Corky's book, or anyone's for that matter...

Poop, I think I just threadjacked, sorry!! Shutting up...

ddogg777,

We suggest to use 440cc injectors which work good on a daily driven car, maybe an inline aux pump and at least 100 octane for the high boost applications. On 91 with 8.5 :1 pistons and the E6X probably 14 pounds is the max.

I would get the boost controller with the E6X which works really good (ask Piraa) and a 3 Bar MAP sensor.

Juan