Well I got my regulator, but I think I overlooked something. The OEM one is clearly vacuum operated. I'm assuming the way it works is that it is set to a certain pressure at idle, and then as you rev higher, the fuel pressure grows due to vacuum activation, keeping the mixture optimum at both idle and WOT.
However, this new one seems to be mechanical (AEM Universal Model) With an inlet and outlet for the fuel, as well as a vaccuum connector on the adjustment knob.
My question, will this one work well under vacuum as well, or will the mechanical aspect of it cause my car to run funny. I'm worried that I'll be able to dial it in in idle, but then run into fuel starvation problems up high, or that I'll tune it right up high, but run super-rich in idle.
Help! I worry.
Fuel Pressure Regulator Question.
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BosnianLanos
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I was thinking of getting one
What size engine is your car and why are you getting one
2000 lanos 1.5l SOHC
eibach springs
Custom Circa interior
eibach springs
Custom Circa interior
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daewoomofo
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BosnianLanos
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Turtle_Wax
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Here's some info I found on the function of the fuel pressure reg:
With the ECU controlling the injector opening to within 1/10.000 of a second it is necessary for the fuel being supplied to be at a constant and known pressure.
Between the injector rail and the return pipe is placed the Fuel Pressure Regulator.
On a multi point injection system the pressure is usually around 2.5 bar and single point systems about 1 bar. The pressure regulator may be fixed to the fuel rail or mounted remotely using high pressure hose between it and the rail. The outlet pipe returns fuel back to the tank. As most multi point injectors are located within the manifold, not only is pressure forcing fuel through them, but vacuum is ‘sucking’ petrol out. Thus a pressure regulator set at 2.5 bar is infact allowing the creation of a 3 bar differential in the injector - 2.5 bar pressure + 0.5 bar vac. When the throttle is opened on acceleration, vacuum is reduced and there would be a reduction in overall pressure just when more fuel was needed. To counteract this a vacuum connection is made to the pressure regulator to increase the holding pressure by whatever the drop in vacuum is. Therefore the 3 bar differential is maintained.
As Single point injectors are above the throttle plate and not in an area of depression, vac control is not needed
With the ECU controlling the injector opening to within 1/10.000 of a second it is necessary for the fuel being supplied to be at a constant and known pressure.
Between the injector rail and the return pipe is placed the Fuel Pressure Regulator.
On a multi point injection system the pressure is usually around 2.5 bar and single point systems about 1 bar. The pressure regulator may be fixed to the fuel rail or mounted remotely using high pressure hose between it and the rail. The outlet pipe returns fuel back to the tank. As most multi point injectors are located within the manifold, not only is pressure forcing fuel through them, but vacuum is ‘sucking’ petrol out. Thus a pressure regulator set at 2.5 bar is infact allowing the creation of a 3 bar differential in the injector - 2.5 bar pressure + 0.5 bar vac. When the throttle is opened on acceleration, vacuum is reduced and there would be a reduction in overall pressure just when more fuel was needed. To counteract this a vacuum connection is made to the pressure regulator to increase the holding pressure by whatever the drop in vacuum is. Therefore the 3 bar differential is maintained.
As Single point injectors are above the throttle plate and not in an area of depression, vac control is not needed