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LAST EDITED ON 07-May-01 AT 09:50 PM (PST) Even the stock turbo cars have a FPR (for that matter, so do we, 'cept it works on a vacuum based system) The point isn't to "avoid the use of a mechanical ", the point is to reduce the duty cycle of the injectors you're running. On the stock 235's, at 120PSI, you're WAAAAY outta line the the 80% duty cycle mark. With 600's, you will likely blow something up before you hit the duty cycle those of us with stock injectors do.
To sort of shed a bit of light on this subject, you have to understand how a fuel injected system works. You have a system with a set injector size ( call it S, because X is overrated) that functions at a specific pressure (call it Y, cuz i said so.) Now, with injectors of S, and pressure of Y, you will push Z amount of fuel (say gasoline, in this example, duh) through those injectors. Now, what can you do to the system to get more fuel when it is needed? Injector sizes are static and cannot change on the fly (visct? variable injector size control timing? the new vtec? LoL..) thus, the most logical way to increase fuel flow is to increase Y.
For every increase in Y with a constant S, Z is increased proportionally to the value of Y.
The answer to your question, simply .. No. it is generally to increase the flow potential of the fuel system, and to reduce the duty cycle of the injectors in the fuel system. Anytime you ever drove your car NA, you were relying on a FPR. The ONLY way to get more fuel into your motor is to increase the pressure behind the injectors, so that more fuel is forced through them every time they open. Our cars don't have a boost sensitive way of increasing pressure, not from the factory. Thus our reliance on boost sensitive fuel pressure risers. The big blue FMU is no different in operation (other than the difference in atmosphereic pressures, boost or vacuum) than the little black nub on your fuel rail that has worked perfectly since the day you bought your car. In my opinion, the IDEAL setup would be a 1:1 fuel pressure riser, with injectors (and pressures to match) that would allow for enough fuel for the amount of air whatever turbo you've got will produce for a specified boost level.
IMOHO, i don't trust the SAFC enough to supply fuel under boost without some mechanical way of increasing fuel pressure that is dependant on boost. The bigger the injector, the less you have to raise the pressure under boost, but the sloppier the whole equation becomes. THAT's what the SAFC is good for, fine tuning the variables introduced into the mechanical system. There (as far as i know) isn't a point in "For every increase in Y with a constant S, Z is increased proportionally to the value of Y" where Z increases without the coresponding increase in Y, and our stock regulator can't do that.
I love making simple answers in to page long dissertations on bullshit.
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-Dino Yancey
I'm so bad, i should be in detention.
Get the Mitsubishi Technical Information manual for the 95-99 Eclipse HERE!
http://www.heavenz-not-0verflowing.com/files/dsmmanual.pdf
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'95 Eclipse TurboGS (garage deco)
'95 TSi AWD (restoring a survivor)
'97 Talon ESi-T (poor impulse control)
'99 Eclipse RS-T (daily beater)
'13 Evo X (mostly stock)
'17 Sienna (Middle Aged Dad Mobile)
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