Quote:
Originally posted by Jsquared
no. read what i've said. the stock setup has the BOV/BPV routed back into the intake behind the MAFS and before the turbo inlet, thus the ECU doesn't expect anything other than what it sees at the MAFS. and the ECU (fuel, timing) is a separate computer from the TCU (and don't forget, this is 1986 electronics we're talking about). there is no "algorithm to detect lost air."
there really isn't that much of a difference in fuel pressure and injector flow...
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Yea. You're right. Myself, Ace, Dennis, we're all in collusion to get people to stop and think about lost air during shifts. Apexi and other huge companies are just making it up as a marketing gimmick to sell to a niche market. Companies also make blow-through maf setups... and they, of course, are lying.
What the hell do you want to hear? There are numerous people here and on FA that have had stumbling issues during the shift. The larger the turbo, the more air you have in piping and the intercooler, the faster the bov lets the air out.. they all play a role in the severity of the stumble.
Also, there is a huge difference in fuel pressure and injector flow. Read up on the formulas.
Take the square root of the new pressure divided by old pressure. Then, multiply that number by the injector flow rate.
43.5psi to 50psi change gives a product of 1.0721. On 50# (525cc) injectors, a 6.5psi change gives 53.6# of flow. Thats per injector, giving a total of 15.4 additional pounds of fuel off 4 injectors. This doesn't seem so large (actually, it does), but when you are saying that a 1:1 fpr and 10:1 fpr are compatible.. you're severly incorrect. At 10psi, thats an additional 90 psi of pressure. That gives a product 1.752, changing 50# injectors to 87.6# injectors.
Please.. stop spreading stupidity.
-Jeff