EFIDynoTuning Forum

I went ahead and installed a -8 supply line with larger fuel rails. I backed off the fuel pump prime time to .5 seconds because the more efficient pump was pegging 90 psi at key on and contributing to hard starting with that excessive pressure on top of the injectors. Now I’m wondering if my stock 20 year old exhaust is done and/or the stock 20 year old valve springs… Would it be recommended to upgrade the exhaust system and/or valve springs at this point?

How big does the fuel supply line need to be for my returnless system to be more than adequate for the demand of this boost/ power level? I’m also wondering if there’s any recommendations regarding materials for the system?

Can I maintain the returnless fuel delivery configuration if I use for example: a set of FORE fuel rails with a -8 AN supply line from the fuel pump/ sending unit or is a return configuration in order already?

Ok, I got my PPRV reinstalled along with the NGKs gapped appropriately. I can’t go WOT without the car “falling on its face” under heavy boost. It feels a lot like a car that is running out of fuel under heavy load/power request and I think that’s exactly what’s happening. I’m noticing FIP delta pressure falling into the 20(s) PSI range when this is happening. I haven’t seen a lean condition on my WB lambda gauge but something is wrong. Is this an issue to be solved with tuning the Fuel Pump voltage table or I’m I up against an anemic fuel delivery system with the stock rails and supply line from tank? I want to get back to dialing in my MAF curve and this is concerning.

Just for clarification please. Currently SP**FNRFNRM_FLOW has values that are not round: 0.067, 0.668, 4.008, 5.344. Can I change the scaling of this normalizer to match the histograms X axis or are you suggesting just using the columns that are closest in the histogram (rounding up/down)?

I’d like to rescale the histogram table for fuel pump voltage to match the scaled fuel pump voltage table in the tune. It seems like it would be difficult to make meaningful changes with two different scales. Does anyone have any suggestions on how to accomplish this and/or have a work around?

I interested in hearing what you all recommend or do as a means of creating the vacuum lines/harnesses for custom setups or replacements for factory. My car is different so there are no factory vacuum harnesses to use. I came up with something to get things operational but I want a clean if not almost “ almost factory look”. Basically, what is everyone doing to source vacuum “hose” “lines” “fittings” etc? I’m currently of the mind that I just need to buy a bunch of random stuff and spend a bunch of time brainstorming the different combinational outcomes but my brain says there must be a better way. Thanks I’m advance

Ok thanks. You have got tunerpro set up to work out beautifully! I’m running the HPX slot in a 4 inch housing now and the Siemens Deka 80s and after updating the injector characterization data and the MAF transfer the tune was way closer off the bat compared to my last setup. I think I may be experiencing some spark blow out as I’m pullied too hard at 18 lbs. I’m wondering what plugs and gap you recommend for this street machine… Currently has the factory cobra/ Lightning motor craft plugs. I want to get the proper plugs/proper gap in it, pulley it w/belt for 14 lbs and correct my PPRV delete so I can finally dial it in without any mechanical issues to “tune around”.

Any recommendations for sourcing the deka 80s? I was looking at summit and LMR for the FRPP units. Can I use the frpp calibration summary for these? Also, when going to find the vmp 3500 maf transfer, do I use un-scaled values for their MAF when using tunerpro or un-scaled? Can someone please remind me of the order of operations with tunerpro RT w/ decipha’s support please? I know I need to update the cal for the injectors and then dial in the maf. Just asking for some guidance on setting up the new cal for the 80s and slot MAF

Ok, so I made the mistake of going the used Eaton supercharger route and now the mistake of using what I thought was still a competent rebuilder.

My 32 valve 4.6 iron block has a forged bottom end. Valve train is stock. I’ve decided to run a VMP 2.6 L TVS blower. I need a bigger MAF so I plan on running one of their 2 slot MAF options. I figure I will need 60 lb injectors for the extra air as well. 80s have been recommended but I will be running 92 pump gas. Probably going to start around 14 lbs boost level.

Are 80s better?

I’ve got a coyote stang pump in the tank.
Do I need a BAP?
If so should it be on all the time?
and just tune it as such via the pump voltage table?

Do I keep the PPRV in the tank or is it counter productive?

Running RZASA
Can I run out of room with too big a MAF and too big an injector or does the scaling in TunerPro keep things square?

Thanks