XTREMEBOOST OF ORLANDO FLORIDA FUCKED MY TRANSMISSION. THEY SWAPPED OUT A CLUTCH AND PUT NO TRANNY FLUID BACK IN. but i can't prove it, so i guess that means i'm lying. STAY AWAY FROM THIS FORMER VENDOR. THEIR TURBO KITS ARE TERRIBLE AND THEIR INSTALLS ARE EVEN WORSE. AVOID AT ALL COSTS!!!!!
Well, it's not quite so black and white. You really only need a rising rate regulator if your injector is not sized appropriately. 1:1 regulators are a way to counter the pressure differential between boost, and fuel pressure. It counteracts the boost pressures affect on the fuel pressure.
There is no reason to use a rising rate regulator unless you need a way to get more fuel.
For example, if you have a 750cc injector and you can tune as much fuel as you want It would be completely logical to use a static fuel pressure. If you are leaning out on the higher revs you would use the rising rate regulator to bring some more fuel to the table. Neither one is better than the other, however using the rising rate regulator adds some extra tuning effort due to it's affect on fuel in the lower boost pressures.
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Every human being is ignorant, only on different subjects.
my buddy taylor has the same setup as this guy, rising rate, 750's, and a 60 trim. almost hits 12.5 at the top end. dunno how the hell he's running out of fuel. he's got a walbro pump, it should be rich as balls.
my buddy taylor has the same setup as this guy, rising rate, 750's, and a 60 trim. almost hits 12.5 at the top end. dunno how the hell he's running out of fuel. he's got a walbro pump, it should be rich as balls.
Neither one is better than the other, however using the rising rate regulator adds some extra tuning effort due to it's affect on fuel in the lower boost pressures.
If you were adding RR to a good map, you could probably just mod the Returnless fuel table "Returnless Fuel correction Based on MAP" to eliminate the need to retune anything. This table is used to calculate the reduction in injector fuel mass flow as the manifold pressure rises and drops below what the injectors are rated at. I believe you should be able to adjust this table to reflect the differential presure of fuel and boost up to your rr limit.
The pic of the table I have shows a negative kPa which by deffintion is bogus of course, check yours.
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Quote: Originally Posted by Bell Intercoolers
Regardless of the [Thermal] efficiency, if too much pressure is lost, then the intercooler is either useless or can actually decrease performance...Corky Bell
duster360 hit the nail on the head. That *is* the section that needs work to make an boost referenced regulator work properly. FTR, I have this in my car, and have tuned it properly in customers' cars. No issues, once you know what to do.
duster360 hit the nail on the head. That *is* the section that needs work to make an boost referenced regulator work properly. FTR, I have this in my car, and have tuned it properly in customers' cars. No issues, once you know what to do.
wonder if some of the noob tuners or vendors know this?
wonder if some of the noob tuners or vendors know this?
Its all pretty self-evident as long as you know what you're looking at. I just made an educated guess after I looked at the table and reasoned its purpose. Once a table's original purpose is known, is not hard to apply it in new and creative ways.
go with the rising rate, it will be easier to tune imo
instead of having same for example 60psi static at idle with the rising rate you could possibly run 50psi at idle and tune your idle better..thats all my opinion with it but ive never used SCT (yet atleast)
Stock returnless, returnline, 1:1, rising rate (so many of you guys are misuing this term), it doesn't matter, so long as the guy tuning your car has a clue. It also helps if he has tuned on each of these on more than one car. As duster360 noted, the table is labled wrong, however, a little experience and seat time will flesh out what the values really mean, and how to apply changes. I'll give you a hint: it's counter-intuitive. If you are messing with your VE to compensate for a changed up fuel system, then you are defeating the purpose of model based calibration, and you are flat doing it wrong, even if it nets the same results for now. You are in for a lot of work and trial & error when you change the next big component.
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Static or rising rate FPR with SCT ?
Linear Mode
