Camaro5 Chevy Camaro Forum / Camaro ZL1, SS and V6 Forums - Camaro5.com
 
Phastek Performance
Go Back   Camaro5 Chevy Camaro Forum / Camaro ZL1, SS and V6 Forums - Camaro5.com > Engine | Drivetrain | Powertrain Technical Discussions > Forced Induction - V8


Reply
 
Thread Tools
Old 05-20-2020, 01:59 PM   #43
dreksnot
Served USN - Atomic Chimp
 
dreksnot's Avatar
 
Drives: 13 Camaro LSX427 TT
Join Date: Jul 2012
Location: Fort Collins, CO
Posts: 1,294
Quote:
Originally Posted by Greenhornet2 View Post
Where is the fuel pressure read from? Before the rail? If you have 29psi before the rail you have to be basically using all the fuel that's getting to the rail, essentially running out of fuel and there's no fuel in the return line to get a proper reading. Just a guess, i have no idea how your system is set up just thinking out loud.
FP sensor is after one rail.
So here's the setup:
Triple Pumps > Fuel Filter > split Y then going to each rail as supply > (FP sensor) > combining split Y then going to the boost reference FPR > FF sensor > return to tank via OEM supply line

I have no FP issues. Idle it's set at 58psi. At 25psi boost the FP is reading 83psi.
__________________

In excess of 1,000WHP
LSX427 | AGP 65/65 TT | BTR Equalzer Intake | Trickflow 245cc cathedral | BTR custom cam | AEM TruBoost | n2mb WOT | ID-1700x | NGK 4554 | DSX Flex Fuel Sensor | AGP's Fore Triple Fuel | Monster LT1-S Triple | 3.25 DSS Proform 9", CF driveshaft, 1400hp axles | Hurst Line Lock | MGW Retro Short Throw w/old skool Hurst T-handle | ADM solid subframe mounts | Prothane Motor Mounts | Revshift Poly Trans insert | Moreno camber/caster plates
dreksnot is offline   Reply With Quote
Old 05-20-2020, 02:02 PM   #44
dreksnot
Served USN - Atomic Chimp
 
dreksnot's Avatar
 
Drives: 13 Camaro LSX427 TT
Join Date: Jul 2012
Location: Fort Collins, CO
Posts: 1,294
Quote:
Originally Posted by Big Biscuits View Post
This is why I find it hard to believe it’s flow being so close to the FPR. Is it facing the correct way? Mine had arrows for flow route.
The FF sensor is omni-directional for flow.
__________________

In excess of 1,000WHP
LSX427 | AGP 65/65 TT | BTR Equalzer Intake | Trickflow 245cc cathedral | BTR custom cam | AEM TruBoost | n2mb WOT | ID-1700x | NGK 4554 | DSX Flex Fuel Sensor | AGP's Fore Triple Fuel | Monster LT1-S Triple | 3.25 DSS Proform 9", CF driveshaft, 1400hp axles | Hurst Line Lock | MGW Retro Short Throw w/old skool Hurst T-handle | ADM solid subframe mounts | Prothane Motor Mounts | Revshift Poly Trans insert | Moreno camber/caster plates
dreksnot is offline   Reply With Quote
Old 05-20-2020, 02:45 PM   #45
stevieturbo

 
Drives: Volvo
Join Date: Nov 2010
Location: Norn Iron
Posts: 997
Setup sounds fine.
stevieturbo is offline   Reply With Quote
Old 05-22-2020, 11:53 PM   #46
Big Biscuits
 
Big Biscuits's Avatar
 
Drives: 2010 1SS LS3
Join Date: Aug 2019
Location: Waxahachie, TX
Posts: 171
Quote:
Originally Posted by dreksnot View Post
The FF sensor is omni-directional for flow.
Emkay, maybe I was wrong Could have sworn I had seen arrows, could just be crazy. Any who. I’m still thinking power or ground. Engine loads pulling power or ground away from the sensor. Being a diesel tech for GM, John Deere and now Cat, 20 years this month to be exact, I have seen similar problems. It would be an easy check just to put the sensor on a separate circuit with its own chassis ground. If it doesn’t change then put it back.

Can data communication circuits have had this problem in several applications. Duramax was a prime example. GM put ecm, tcm, ficm, and glow plug module on the same can circuit. Glow plug module would crack from vibration and heat, short internally just enough to pull can leg voltage down from 2.5 volts to below 1 volt. This would shut the engine down and nothing would communicate to each other. Unplug the gpcm and engine would start and run. Point is, if a circuit has a strong enough current draw, voltage will be pulled away to find ground.
__________________
2010 CGM 1SS M6 LS3
ESS G3X 10-15 psi 95/200mm wastegated/Tru boost
Fore Twins/ID1300x
BTR LS3 N/A Cam
Monster LT1-S
Kooks 2"
DSS/ZL1
Big Biscuits is offline   Reply With Quote
Old 05-23-2020, 08:43 PM   #47
eLeSthree

 
Drives: 2011 Camaro SS 6sp
Join Date: Nov 2016
Location: Drivers Seat
Posts: 1,145
Ok here's a new theory. It only happens when you run high boost, right? You are running a boost referenced FPR, so when running high boost you're also running higher fuel pressure. Maybe, when the FPR see's that much boost on the diaphragm, the orifice is restricting the return line flow in order to maintain that much fuel pressure, and the return line is seeing less or no fuel.

maybe...
__________________
2011 Camaro SS M6
DSX Tuning
HP Tuners Pro
ESS Tuning G3X Blower 913whp/787tq@6400
JRE Tuned
eLeSthree is offline   Reply With Quote
Old 05-24-2020, 06:13 AM   #48
stevieturbo

 
Drives: Volvo
Join Date: Nov 2010
Location: Norn Iron
Posts: 997
Quote:
Originally Posted by eLeSthree View Post
Ok here's a new theory. It only happens when you run high boost, right? You are running a boost referenced FPR, so when running high boost you're also running higher fuel pressure. Maybe, when the FPR see's that much boost on the diaphragm, the orifice is restricting the return line flow in order to maintain that much fuel pressure, and the return line is seeing less or no fuel.

maybe...
That could only happen if your overall fuel flow is very inadequate, which with a triple setup is unlikely, and if there was a no flow situation out the return, the chances of fuel pressure not also having dropped massively is also nearly zero.

With a return system, the reg always needs an excess of fuel through it to work properly, I'd doubt it could ever maintain stable pressure if fuel out the return was extremely low or nearly zero.
stevieturbo is offline   Reply With Quote
Old 05-24-2020, 06:24 AM   #49
Greenhornet2

 
Greenhornet2's Avatar
 
Drives: 2011 Camaro 2SS LS3 Whipple
Join Date: May 2019
Location: Connecticut
Posts: 1,494
Sorry i thought you were having fuel pressure issues as well i thought it was dropping to 30psi. I'm pretty much out of ideas other than changing out the ff sensor or trying to put it before the rail.
__________________
Whipple 2.9 CAI ID1050x injectors JMS BAP JRE Rough Idle blower cam BTR .660 springs CHE trunnion kit 1 7/8 Speed Engineering long tubes 2.5 cat back borla atak ZL1 pump JRE flow control module JRE scoop 1.5" lowering springs BMR trailing arms and toe links 704WHP 603WTQ
Greenhornet2 is online now   Reply With Quote
Old 05-25-2020, 07:01 PM   #50
JMI
 
JMI's Avatar
 
Drives: Red Jewel Camaro SS
Join Date: Mar 2014
Location: East Coast
Posts: 307
My FF sensor is at the feed line and my fuel pressure regulator is on my return side.
We always hook the FF sensor on the feed line. Fore did an article about FF sensors on the feed does not cause enough restriction to be an issue hooked up on the feed size.
__________________
BTR LSX388,AGP Twin Turbo.6L90,GM 9.9" Diff.Fore Innovations Level 4 fuel system.Great fuel economy !!!!
JMI is offline   Reply With Quote
Old 05-25-2020, 09:18 PM   #51
eLeSthree

 
Drives: 2011 Camaro SS 6sp
Join Date: Nov 2016
Location: Drivers Seat
Posts: 1,145
Quote:
Originally Posted by JMI View Post
My FF sensor is at the feed line and my fuel pressure regulator is on my return side.
We always hook the FF sensor on the feed line. Fore did an article about FF sensors on the feed does not cause enough restriction to be an issue hooked up on the feed size.
Did you read the whole article? Snippet below.

http://foreinnovations.blogspot.com/...ensor.html?m=1

Affect on Return Fuel Systems
Built return fuel systems take a "ground up" approach to maximizing fuel delivery, and the measured losses are definitely a problem if used in the feed line on our high end fuel systems. The alternate sensor location is the return line, which could potentially induce a regulation error. Good news: we tested this sensor on the return line from an F2i regulator and picked up zero additional regulator error over a 240-1200 lph bypass range. FYI, here is the regulation error of our F2i, which is excellent. (don't expect these results from other brand regulators)
__________________
2011 Camaro SS M6
DSX Tuning
HP Tuners Pro
ESS Tuning G3X Blower 913whp/787tq@6400
JRE Tuned

Last edited by eLeSthree; 05-26-2020 at 05:59 AM.
eLeSthree is offline   Reply With Quote
Old 05-26-2020, 12:14 PM   #52
dreksnot
Served USN - Atomic Chimp
 
dreksnot's Avatar
 
Drives: 13 Camaro LSX427 TT
Join Date: Jul 2012
Location: Fort Collins, CO
Posts: 1,294
Quote:
Originally Posted by eLeSthree View Post

Did you read the whole article? Snippet below.

http://foreinnovations.blogspot.com/...ensor.html?m=1
Good article. I don't have any regulation errors ASAIK, but my E% does lower when getting into high boost. So, I am not sure if moving it to the supply line will help any. More troubleshooting necessary, I reckon.
__________________

In excess of 1,000WHP
LSX427 | AGP 65/65 TT | BTR Equalzer Intake | Trickflow 245cc cathedral | BTR custom cam | AEM TruBoost | n2mb WOT | ID-1700x | NGK 4554 | DSX Flex Fuel Sensor | AGP's Fore Triple Fuel | Monster LT1-S Triple | 3.25 DSS Proform 9", CF driveshaft, 1400hp axles | Hurst Line Lock | MGW Retro Short Throw w/old skool Hurst T-handle | ADM solid subframe mounts | Prothane Motor Mounts | Revshift Poly Trans insert | Moreno camber/caster plates
dreksnot is offline   Reply With Quote
 
Reply

Thread Tools

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off

Forum Jump


All times are GMT -5. The time now is 04:02 PM.


Powered by vBulletin® Version 3.8.9 Beta 4
Copyright ©2000 - 2020, vBulletin Solutions, Inc.