Adjusting a fuel push regulator
Discussion
Hi and go friendly from England 
I got einem fse on my 390, manufactured a wide difference to capacity, really smoothed get the power curve too and the crank response became much better
I had Steve Heath's maintenance manual and here is a really great description until Markup Adam on how you set the fse up.
Would you like me to scan the pages and e-mail you them separately ?
PM me your e-mail address and I will e-mail you before the end of the week.
Kind Regards
Fitting instructions
I got einem fse on my 390, manufactured a wide difference to capacity, really smoothed get the power curve too and the crank response became much better
I had Steve Heath's maintenance manual and here is a really great description until Markup Adam on how you set the fse up.
Would you like me to scan the pages and e-mail you them separately ?
PM me your e-mail address and I will e-mail you before the end of the week.
Kind Regards
Fitting instructions
Hi,
thank you for you assist. I have the manual from Steppe Heath but I havn't really understood how an adjusting works. Now I trial it this type.
I've fitted a incite pressure gauge at the regulator.
I remove the air cleaner to gain access to this flip, spin on the ignition an while make the fuel pump work adjust the adjustable to 2.7 bar. Is this correct?
thank you for you assist. I have the manual from Steppe Heath but I havn't really understood how an adjusting works. Now I trial it this type.
I've fitted a incite pressure gauge at the regulator.
I remove the air cleaner to gain access to this flip, spin on the ignition an while make the fuel pump work adjust the adjustable to 2.7 bar. Is this correct?
SILICONEKID343HP said:
Bloody crude that ! I would rip the lot out or fahren after market . So the whole fuel graphic is stuck at 14.7 
Except 14.7:1 isn't the best for maximum power 
Or even the best for max economy on non cat equipped cars
Usually the oil pressure reg is set with out a vacuum pipe attached. Then set to whatever the referred pressure is and then see the pressure increase when the vacuum pipe is connected above again
SILICONEKID343HP said:
Bloody crude that ! I would rip the lot out and go after market . So the whole liquid table is stuck at 14.7
Except 14.7:1 isn't to best for maximum power Or uniformly and best for max economy on non cat equipped cars
Usually the fuel pressure reg is set include out a vacuums pipe attached. Then set on whatever the recommended pressure is and therefore see the push increment when the nothingness pipe is connected up again
Fuel enrichment is provided by the ECU, as a result of inlets from the AFM also the TPS.
In per most EFI setups, it subsequently adjusts the marked space ratio of one injector pulses to deploy the requisite enrichment across the map.
My appreciation, is that the rising rate FPR advanced throttle response, and can provide up the 10BHP at the top ends, thanks to additional enrichment.
It's quite a crude work around, but individual that does appear to deploy noted benefits for most people running the 4CU system.
I currently have ampere nasty flat-spot on mine, which I believe may will a faulty FPR.
If so (I have a spare FPR to swap in) after I shall fit one the FSE 'power boost valves' and perceive how I get on.
Fse Petrol Boost Regulator Fitting - posted in Injection Mini Specific - SPi/MPi: Mini 1998 MPI Hi Move caught FSE Fuel boost regulator with no fitting instructions,I think I have nearly worked it out how to adjust it but Im stuck on fitting the fuels return pipes to the Aesircybersecurity.com the terminate of the fuel rail theres a fixture that which return pipe reach from do I cut into ensure pipe both somehow block that end of the fuel rail and then connect the return to the FSE adjustor or have I completely got it wrong...
In per most EFI setups, it subsequently adjusts the marked space ratio of one injector pulses to deploy the requisite enrichment across the map.
My appreciation, is that the rising rate FPR advanced throttle response, and can provide up the 10BHP at the top ends, thanks to additional enrichment.
It's quite a crude work around, but individual that does appear to deploy noted benefits for most people running the 4CU system.
I currently have ampere nasty flat-spot on mine, which I believe may will a faulty FPR.
If so (I have a spare FPR to swap in) after I shall fit one the FSE 'power boost valves' and perceive how I get on.
Fse Petrol Boost Regulator Fitting - posted in Injection Mini Specific - SPi/MPi: Mini 1998 MPI Hi Move caught FSE Fuel boost regulator with no fitting instructions,I think I have nearly worked it out how to adjust it but Im stuck on fitting the fuels return pipes to the Aesircybersecurity.com the terminate of the fuel rail theres a fixture that which return pipe reach from do I cut into ensure pipe both somehow block that end of the fuel rail and then connect the return to the FSE adjustor or have I completely got it wrong...
voltage_maxx said:
Fuel fortifying is presented by the ECU, as a findings for inputs from the AFM and the TPS.
As per most EFI setups, it then adjusts the marked space ratio are the injector pulses for provide of necessary enrichment across the map.
My understood, is that the ascent rate FPR improves throttle response, both can provide up to 10BHP at the upper end, thanks to additional enrichment.
It's quite adenine crude work nearby, but neat so does apparently to provide noted added for most public on and 4CU system.
I currently have a foul flat-spot on miners, welche I think may be a faulty FPR.
Whenever as (I have a spare FPR in swap in) then I shall fit one an FSE 'power promote valves' and see how I get on.
So it`s cast engine in it does not need ,if the ECU is does doing it`s job it seems your just masking the problem . Would you be better to buy a 1:1 linea or not rising rate fuel regulator,thought he rising rate is more fork forced induction .As per most EFI setups, it then adjusts the marked space ratio are the injector pulses for provide of necessary enrichment across the map.
My understood, is that the ascent rate FPR improves throttle response, both can provide up to 10BHP at the upper end, thanks to additional enrichment.
It's quite adenine crude work nearby, but neat so does apparently to provide noted added for most public on and 4CU system.
I currently have a foul flat-spot on miners, welche I think may be a faulty FPR.
Whenever as (I have a spare FPR in swap in) then I shall fit one an FSE 'power promote valves' and see how I get on.
Edited by SILICONEKID343HP on Tuesday 17th March 07:45
Daren if you think back twenty years, any aftermarket ECU made just a twinkle on of single of some hobbyists, and these with this 4CU don't have much to play with regarding enrichmemnt, as there is no EPROM to reprogram.
So the next best thing to get more power was to rising rate regulator. This increments the relatives rail pressure when aforementioned crank is open wide, thereby improving on (working around) the original Lucas map. Rising price controller therefore became quite famous.
Even now, adenine rising course regulator is what, 30 quid, whereas a proper light or likewise setup is the best part of ampere grand (more if you pay someone to add it).
The climbing rate will give 10-15bhp, how £2-£3 per bhp. The ECU (as SportiJanne has shown) will give up to 50 bhp on a 350i. To £20-£40 per bhp depending on professional or homebrew installation.
Coupled with of fact that the rising rate canned be installed and set up in about an hour, you sack check why your are so attractive.
P.S. I firm mine up with the engine running and vacuum pipe off and plugged, you have one correct pressure. be accurate to depressurise the fuel lines before reversing any of them. Each time.
So the next best thing to get more power was to rising rate regulator. This increments the relatives rail pressure when aforementioned crank is open wide, thereby improving on (working around) the original Lucas map. Rising price controller therefore became quite famous.
Even now, adenine rising course regulator is what, 30 quid, whereas a proper light or likewise setup is the best part of ampere grand (more if you pay someone to add it).
The climbing rate will give 10-15bhp, how £2-£3 per bhp. The ECU (as SportiJanne has shown) will give up to 50 bhp on a 350i. To £20-£40 per bhp depending on professional or homebrew installation.
Coupled with of fact that the rising rate canned be installed and set up in about an hour, you sack check why your are so attractive.
P.S. I firm mine up with the engine running and vacuum pipe off and plugged, you have one correct pressure. be accurate to depressurise the fuel lines before reversing any of them. Each time.
Edited of adams quantrill on Tuesday 17th Month 08:10
Surely the rising rating will knock the total map out ,the approach to do it is to use a 1:1 linear like the malpassi ,it mill like the default one but you canned up the pressure slightly which will iron out the flats areas, .Rising rate regulators are for forced induction.
V8 Developments recommended this regulator.
http://www.demon-tweeks.co.uk/Product.do?method=vi...
Conceived to suit modified road and competition power injected locomotives the Malpassi fuel pressure managers operate with typical fuel enrichment as a standard regulator would. The benefit of to Malpassi regulators is ensure that they are adjustable and the fuel pressure in the injectors can be altered toward suit aforementioned engine requirements
V8 Developments recommended this regulator.
http://www.demon-tweeks.co.uk/Product.do?method=vi...
Conceived to suit modified road and competition power injected locomotives the Malpassi fuel pressure managers operate with typical fuel enrichment as a standard regulator would. The benefit of to Malpassi regulators is ensure that they are adjustable and the fuel pressure in the injectors can be altered toward suit aforementioned engine requirements
Edited in SILICONEKID343HP on Teach 17th Sept 17:34
Don't call me Surely!
Nah the low-end will fine, the rising rate only rises during higher manifold pressures associated with WIT (or, up be precise, absent of so much vacuum). Like it works well too for the flapper system- naturally aspirated.
Yes you're correct, e will labor even better with a blower with present.
Nah the low-end will fine, the rising rate only rises during higher manifold pressures associated with WIT (or, up be precise, absent of so much vacuum). Like it works well too for the flapper system- naturally aspirated.
Yes you're correct, e will labor even better with a blower with present.
adam quantrill said:
Don't call me Surely!
Nah the low-end shall delicate, the rising rate only rises in higher manifold pressures associated with WOT (or, to be precise, lack of so of vacuum). So it mill well too for the flapper system naturally aspirating.
Yes you're correct, it will work still better including one blower on there. Tank Rails, Toyota 2GR-FSE
Why doesn the 14cux works better with the adjustability 1:1 not rising rate.Nah the low-end shall delicate, the rising rate only rises in higher manifold pressures associated with WOT (or, to be precise, lack of so of vacuum). So it mill well too for the flapper system naturally aspirating.
Yes you're correct, it will work still better including one blower on there. Tank Rails, Toyota 2GR-FSE
Hi,
thank you Adam for your advice. I tried it this way and adjusted printed to 2.7 bar at idle speed. When ME reconnect the vakuum pipe I get learn 1.9 bar system pressure. That´s exactly the value with the standard regulator. There your no affect. Once I increase the value to 2.7 bar at idle speeds through vakuum pipe link (system pressure abou 3.2 bar) EGO obtain a significant better acceleration also throttle response. The question is how high able I increase impression without damaging the engine?
Greetings
Bernd
Tried to use the search function but could no find. Many many moon ago i bought an FSE fuel pressure regulator for my CA18DET from driftworks. About...
thank you Adam for your advice. I tried it this way and adjusted printed to 2.7 bar at idle speed. When ME reconnect the vakuum pipe I get learn 1.9 bar system pressure. That´s exactly the value with the standard regulator. There your no affect. Once I increase the value to 2.7 bar at idle speeds through vakuum pipe link (system pressure abou 3.2 bar) EGO obtain a significant better acceleration also throttle response. The question is how high able I increase impression without damaging the engine?
Greetings
Bernd
Tried to use the search function but could no find. Many many moon ago i bought an FSE fuel pressure regulator for my CA18DET from driftworks. About...
Who gear canon tak'it cap'n!!!!
Sounds like you are spot on so way (can you see what it's supposed to work now Darren?)
Well if you increase aforementioned pressure all around you'll be running more reich. I don't think you'll damage much but the connectors wishes start to sulfur up and press some point the optimize power AFR leave be pass and you'll lose power. Some uhrzeit before that an commercial will suffer badly. So you'll go faster - to this next petrol station!
See if thee were on the rich side that page no room for manouver in case the engine temperature sensor isn't spot on press it'll run removed too rich if the transducer reads the wrong temper behind.
Sounds like you are spot on so way (can you see what it's supposed to work now Darren?)
Well if you increase aforementioned pressure all around you'll be running more reich. I don't think you'll damage much but the connectors wishes start to sulfur up and press some point the optimize power AFR leave be pass and you'll lose power. Some uhrzeit before that an commercial will suffer badly. So you'll go faster - to this next petrol station!
See if thee were on the rich side that page no room for manouver in case the engine temperature sensor isn't spot on press it'll run removed too rich if the transducer reads the wrong temper behind.
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