Bitshifter
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« Reply #180 on: December 29, 2019, 10:32:30 PM »
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Let us think about your question: do you know why the OEM rise up the pressure with rising temperature? The problem is another: the effect is called steam bubbles.  Here i gave you the general answer. According to FR (FB DBKS 3.10.4) The ECU compare pbkist_w and pbksoll. If (pbksoll - Druckschwelle) > pbkist_w it coud be possible that there steam bubbles. For better understanding according to the english sheet, so it explain it better then i could it ever do. |
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jcsbanks
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« Reply #181 on: December 30, 2019, 04:43:18 AM »
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People don't seem to get problems from bubbles with hard use on hot days on port injected systems running 3 bar differential, less than 4 bar from the factory with boost. I'm curious what low pressure is best for VAG HPFP with drilled out restrictor, because if it is sensible to run 3-4 bar instead of 5-6 bar, we would get more out of the low pressure pumps on ethanol, and at this level with 11.5mm plungers, the high pressure side does seem happy when a deficient low pressure side is over 2 bar down.
The fuel temperature should be lower by running at 3 bar instead of 5.5 bar too shouldn't it? Also E85 should make less bubbles than gasoline, and that is where we need the extra flow.
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« Last Edit: December 30, 2019, 09:34:52 AM by jcsbanks »
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jcsbanks
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« Reply #182 on: December 30, 2019, 06:42:33 AM »
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Also has anyone boosted J538 supply voltage? Great results on other platforms from increasing to 17.5V to the fuel control modules.
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gman86
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« Reply #183 on: January 02, 2020, 07:56:54 PM »
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Also has anyone boosted J538 supply voltage? Great results on other platforms from increasing to 17.5V to the fuel control modules.
Stock controllers like to overheat very easily on these as it is. Adding another 3v is going to cause the module to switch another ~3A or so at high duty and will likely die out earlier. The pump is probably happy taking that sort of increase but with the likes of a PM3 or an OEM controller with a beefier switching capability. |
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jcsbanks
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« Reply #184 on: January 03, 2020, 08:09:40 AM »
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PM5 is out imminently, although this is an MED9 thread, I'm an MED17 interloper, our targets have brushless pumps and PM5 is driving them well at 24V apparently.
It seems the brushless J538 do fail too, disappointing since you might expect less current.
Running less low fuel pressure works really well on E85 in initial tests.
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« Last Edit: January 03, 2020, 08:12:03 AM by jcsbanks »
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Albertoak
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Well done is better than well said....
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« Reply #185 on: March 20, 2020, 05:18:26 PM »
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Is there a solution for the rail pressure problem?
Just another question: does it make sence to raise pressure >130bar (with aftermarket PRV)?
HW
engine CDLF
IE HPFP upgrade kit (9.8mm piston)
HPFP upgraded with roller kit
LPFP+controller TTRS
PRV RS4
injectors stock CDL
SW
KFPRSOLHKS = 132bar
KFPRSOLHMM = 132bar
KFPRSOLHOM = 132bar
KFPRSOLKH = 132bar
KFPRSOLOFF = 132bar
KFPRSOLSCH = 132bar
KLLFPRSG = 140bar = 0,540155
KLPRMAX = 132
VHDP = 407,3
RQUAHDPK = 24
SKHDPMX=5,4
PGBDVHDO = 140bar
KFFLAF= stock from TTRS
KFNTBKS =stock from TTRS
KRKTE=0,02880
Friend, checking. I think you left this map ... KLPROV = 140bar and I don't understand what sense it makes in the off-set map to add 132bar(KFPRSOLOFF) ... ?? |
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« Last Edit: March 20, 2020, 05:24:21 PM by Albertoak »
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Albertoak
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Well done is better than well said....
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« Reply #186 on: March 21, 2020, 02:31:04 AM »
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This is my final config for a demand of 130bar (with internal integrated engineering 155bar kit for safety + latest hitachi HPFP ref) and RS4 rail valve.
Engine CDLD.
KFPRSOLHKS = 130bar
KFPRSOLHMM = 130bar
KFPRSOLHOM = 130bar
KFPRSOLKH = 130bar
KFPRSOLOFF = 0bar
KFPRSOLSCH = 130bar
KLLFPRSG = 130bar = 0,509716
KLPRMAX = 130bar
VHDP = 407,32
RQUAHDPK = 24,01
SKHDPMX = 5,4
PGBDVHDO = 136bar
KLPROV = 136bar
PRNL1 = 130bar
What do mates think? something more to touch up?
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« Last Edit: March 22, 2020, 12:43:56 PM by Albertoak »
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gman86
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« Reply #187 on: March 21, 2020, 02:43:59 AM »
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This is my final config for a demand of 130bar (with internal integrated engineering 155bar kit for safety + latest hitachi HPFP ref) and RS4 rail valve.
Engine CDLD.
KFPRSOLHKS = 130bar
KFPRSOLHMM = 130bar
KFPRSOLHOM = 130bar
KFPRSOLKH = 130bar
KFPRSOLOFF = 0bar
KFPRSOLSCH = 130bar
LLFPRSG = 130bar = 0,449753
KLPRMAX = 136bar
VHDP = 407,32
RQUAHDPK = 24,01
SKHDPMX = 5,4
PGBDVHDO = 136bar
KLPROV = 136bar
PRNL1 = 136bar
What do mates think? something more to touch up?
KFPRSOL* maps aren't single value, so depends what they look like. If you've replaced all the 110bar values with 130 then that's probably fine. You might want to massage the other values so the ramp of the pump isn't so hard when interpolating between cells. |
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Albertoak
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Well done is better than well said....
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« Reply #188 on: March 21, 2020, 02:52:45 AM »
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KFPRSOL* maps aren't single value, so depends what they look like. If you've replaced all the 110bar values with 130 then that's probably fine. You might want to massage the other values so the ramp of the pump isn't so hard when interpolating between cells.
all the KFRSOL maps from 2500rpm to maximum and 55% load, it was where I put everything at 130bar, it is the right thing so that what you say between maps does not happen, right? I attach an example. I still have doubts about exactly how they work: PRNL1 and PGBDVHDO. would you explain ?? I understand that both at 136bar would be fine for rs4 rail valve, right? |
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vanrhj
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« Reply #189 on: March 23, 2020, 10:29:24 PM »
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gman89 what lpfp and injectors do u have on the golf R and would it not be beneficial to run with a large LPFP than 1.5mm nozzle on the HPFP?
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vanrhj
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« Reply #190 on: March 23, 2020, 10:37:35 PM »
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Hi Guys
If the LPFP is upgraded to a large flow pump and the LPFP feed nozzle on the HPFP is drilled a little bigger but not to much to influence the pressure of the LPFP to the HPFP it would increase the flow to the HPFP. Would this not put less strain on the LPFP controller and HPFP components?
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Albertoak
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Well done is better than well said....
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« Reply #191 on: March 27, 2020, 02:20:26 AM »
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Hi Guys
If the LPFP is upgraded to a large flow pump and the LPFP feed nozzle on the HPFP is drilled a little bigger but not to much to influence the pressure of the LPFP to the HPFP it would increase the flow to the HPFP. Would this not put less strain on the LPFP controller and HPFP components?
This would be interesting to know exactly. there are people who affirm that opening that entrance mouth in HPLP, 5mm. The LPFP works more comfortably(With OEM LPFP or higher flow.). |
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gman86
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« Reply #192 on: March 28, 2020, 12:50:36 AM »
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Yes it is a common mod to drill out the low pressure feed into the HPFP to 5mm. I do this on all cars that present to me for stage 2+ or above tuning. I've noticed low pressure setups struggling to maintain 4bar that will happily maintain 5-5.5bar with the fitting drilled.
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Albertoak
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Well done is better than well said....
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« Reply #193 on: March 28, 2020, 03:47:30 AM »
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Yes it is a common mod to drill out the low pressure feed into the HPFP to 5mm. I do this on all cars that present to me for stage 2+ or above tuning. I've noticed low pressure setups struggling to maintain 4bar that will happily maintain 5-5.5bar with the fitting drilled.
very good contribution to the post @gman86. thanks. |
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mickey51
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« Reply #194 on: July 08, 2020, 03:41:04 PM »
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great post i love reading full topics like this.
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« Last Edit: July 09, 2020, 08:10:38 AM by mickey51 »
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