85 928 Euro S - Adjustable fuel pressure regulator
#16
Administrator - "Tyson"
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The enfine itself has not been modified. Stock Everything except for the Custom Cold Air Intake and MSDS headers. Bolts ons include Magnaflow X Pipe, 2 into 1 exhaust (2.5-3.0) w/a FlwMstr 2 chamber muffler w/3" tip (no cats). No smog pump with a mechanical fan delete. Cars runs perfectly - no issues with MAF or Injectors. Im just looking to tap some more power if possible. From what I researched, the AFPR set up can yield more hp with my set up. The idea is to have them installed, take it to the dyno and have it tuned.
Thanks
Thanks
#17
Rennlist Member
You've certainly changed the car enough to require modifications to the fuelling, for example, that modified air intake will work with the MAF rather differently than the stock air filter. The headers and exhaust will also affect fuelling requirements and optimum ignition timing.
Being able to adjust the fuel pressure might address one part of the load/rpm range, but that's all.
Being able to adjust the fuel pressure might address one part of the load/rpm range, but that's all.
The enfine itself has not been modified. Stock Everything except for the Custom Cold Air Intake and MSDS headers. Bolts ons include Magnaflow X Pipe, 2 into 1 exhaust (2.5-3.0) w/a FlwMstr 2 chamber muffler w/3" tip (no cats). No smog pump with a mechanical fan delete. Cars runs perfectly - no issues with MAF or Injectors. Im just looking to tap some more power if possible. From what I researched, the AFPR set up can yield more hp with my set up. The idea is to have them installed, take it to the dyno and have it tuned.
Thanks
Thanks
#18
Drifting
Not really. Once the intake is all put together you can't really see much. The FPR is sitting on the passenger side of the firewall right by the back of of the cylinder head. I only went this way because I converted to later style fuel injectors and rails. I also got rid of the cold start injector since it didn't really work with my Euro heads.
Once we got it on the dyno I played with fuel pressure under wot so that I the A/F ratio I wanted. I wouldn't try that unless you have a wideband in the exhaust.
Once we got it on the dyno I played with fuel pressure under wot so that I the A/F ratio I wanted. I wouldn't try that unless you have a wideband in the exhaust.
#19
Rennlist Member
Jim eliminated one damper on the 84 when making the change.
Be aware there is a technical service bulletin from early 85 out there, also, perhaps 32V only?? I forget --- anyway, that service bulletin Flip-Flopped the side of the car on which the regulator was located! Early 85 32V had the regulator on the (USA) drivers side originally. http://forums.pelicanparts.com/porsc...-damper-2.html Its possible to get confused by this.
#21
Rennlist Member
Really?
Ahhh, on the ROW PET..... hmmmmm. So I make yet another ASSumption. Sorry. (Else its an error in PET --- I'm pridefully clinging on to hope)
Ahhh, on the ROW PET..... hmmmmm. So I make yet another ASSumption. Sorry. (Else its an error in PET --- I'm pridefully clinging on to hope)
#22
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#23
Nordschleife Master
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#24
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Absolutely correct.... WSM goes into detail on multiple pages on the M21/22 LH-Jet system and has specified TWO pressure regulators.
Then, for M41/42 LH-Jet (32V USA) explicitly shows one regulator and two dampers.
WOW. Thanks.
Then, for M41/42 LH-Jet (32V USA) explicitly shows one regulator and two dampers.
WOW. Thanks.
#25
Rennlist Member
And, as Hacker stated, same is true, 2 Fuel Regulators for L-Jet cars.
I was way-wrong in thinking on the L-jets and the Euro LH cars.
But it does change to one regulator for 32V...
I was way-wrong in thinking on the L-jets and the Euro LH cars.
But it does change to one regulator for 32V...
#26
Drifting
I made another nasty error.
Thanks Hacker.
I will be sticking with the stock as I have enough to contend with, without having to play with a finicky reg that may lean out or have some other issue..