Maisonvi's never ending build

Congrats on the baby good sir!!

 

Don't know if it's been mentioned or not Ken but have you tried removing the regulator from the system? It might just be causing a flow restriction.

I've been throwing around the idea of how a boost referenced fpr would do in a returnless setup like you've got. Without a return, you might just be regulating fuel pressure before the regulator and not after. It's also possible it might be fighting the regulator in the tank somehow.

 

I mean with the gauge on the rail, Im seeing the 60psi at idle like I should. Not sure why the regulator would drop the pressure when at WOT like it does. And tried 2 regulators with the same result.

 

Just because the fuel demand suddenly spikes, I guess? Is the drop constant, or a moment? Is it the same at 15psi, for instance, as at 20+psi?

I know very little about PI systems, but I do have experience in isolating problems/troubleshooting.

 

There is videos earlier in the thread here of the pressure drop at WOT.

 

Right, I saw it. But was that at a constant psi (just WOT), or did you experiment with lower boost levels too? My rationale is to understand all of the circumstances in which this happens, and if they differ in degree.

 

I have not played with boost levels.

 

Have you taken a vid of the gauge on the rail doing pulls? If it's dropping at the rail but not the regulator, it's probably a restriction.

Are you able to raise your idle pressure with it?

 

Gotcha, and just to clarify: I don't mean adjusting the tune. I mean getting into partial boost, like 3/4 throttle, etc.

I know with methanol pumps, when the system turns on, the output pressure drops. And the more/larger the nozzles you're using, the more the drop. Those are returnless systems too, and they also have a regulator (internal), so maybe it's a similar phenomenon?

 

http://mazdaspeeds.org/index.php?threads/maisonvis-never-ending-build.427/page-5#post-27911

 

Looks pretty normal to me. If it were dropping below 40 I'd be concerned. Are you running the regulator directly off the rail or prior to where the PI tees off the fuel feed to the hpfp?

So far I'd chalk it up as a failing pump.

 

Only the stock regulator is in the system

 

Had the week off of work, and while I would have liked to spend it all in the garage, I did have family to attend to. I have mannaged to find a few hours out there to get some work done.

Old manifold and DP are pulled. (what a bitch that was) Could not get the turbo off the manifold so I pulled them as an assembly and did it on the bench. That was not easy. Trying to get the hot-side off the turbo proved rough after 3 years of use, and after much hitting it with a hammer, but not wanting to hit it any harder in fear of breaking something @alexwlwsn gave me a great idea to use a bolt and tighten against the oppsite side of the CHRA. Worked like a charm.


So new hotside, DP and manifold are in. Need to do all the buttoning up of things. Re-fill coolant, change my oil, hook back up my intake and battery. All the small stuff, but should only take a few more hours to do that and clean up.


I did have to get creative with the oil feed line hitting a bolt for the turbine housing, but a counter sink and a flat head screw solved that issue.


Hopefully the end result of this is more top end power, and equal or better spool time. Not to mention the ease of install vs the stock flange should I ever have to pull it again. Threw some wrap on the DP and a turbo blanket on the hotside for good measure too.


Also mounted my fuel pressure regulator and ordered $150 more in fitting and hose to run a returned system and possibly a Walbro 450 that I picked up from @Micha and @WetzMS3 . Going to see if I can mount it easy and come up with a good solution for a pick up that wont starve the system.

 

I am really excited to see a mostly cut and dry difference between stock flange and the v-band housings on that 30r of yours. Also, I'm glad that little trick worked for you to get the housing off!

 

Cool stuff going on in here. I, too, am interested to see the difference between stock flange and v-band. You hear "stock flange is restrictive" all the time, but I'm the kind of guy that likes quantifying; having actual numbers to go along with that statment is of great interest to me (not that I don't realize it's true anyways, LOL).

 

Yeah, I'm starting work on more fuel. But part of me wants to wait to do a more apples to apples comparison to the ATP hotside

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Had a brief few min this morning before I head to the inlaws for that family's christmas and came across an issue trying to throw my intake back on. Looks like the new manifold/hotside moved the intake ever so slightly down and back from the previous location. Before it was very tight with the 4" intake and the coolant hardline running under it. Now there is no way it will clear. Moved maybe only a 1/4" but that was enough to cause issue here.

Has anyone ever heard of someone replacing this line with a soft line? I dont see why not, and it would help me in a few tight clearance issues. (the T for the turbo coolant feed has quite a bend in it I would love to eliminate with this too.

 

Hopefully a Motorhead or someone who's more familiar with this can respond too, but I'd say it should be fine. Many other coolant lines are simply hoses and clamps; it's not like it's a high-pressure fuel line that needs to be extremely strong/connected, you know? Maybe just use good, thick, coolant-compatible hose and securing it down tightly with SS worm-gear hose clamps?

 

Yeah, I mean it connects to soft hose on both ends, so I don't see it being an issue, but I've just never seen anyone do it that I know of

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I think it's a hard line so that it can be bolted up properly and not rub on anything, but yeah, don't see why it would be an issue, really.