does that in-line filther work?

Last time I played with E85 it was the relief valve on the fuel rail that messed up. I dont think anything past the HPFP will get gunk seeing 1600psi

If you've read the thread, you'd know that it doesn't really do anything except get wet with fuel.

Well Phate seems to think it is not nesasary. Now I think a filter on the hard line would be a better fix, but the 'gunk' might be a byproduct of the e85 reacting with the o-rings or engine oil. Seems to be more of an issue with a 100% corn fed and not so much the 50% club. This leads me to belive there is a compatibility issue with a component within the fuel system. With that I am running 50% and lovin it till the heavy hitters (Phate,silvapain and the likes) come up with the silver bullet for 100% reliability.

That's because no one has had the filter collect stuff, and there have been plenty of us that have used it at this point. Not all of us 100%ers are having issue's though. There are a few of us that haven't.

Put the stock internals back in. No change.

Throwing ideas out there. Maybe the ITFP sock is clogged and starving the ITFP for fuel? Seems weird that it would cause the pressure sensor at the rail to read exactly the pressure of the ITFP.

I still think its the spill valve or something related to it.


Tapadatass

Not to be the alternative thinker here but given the buildup issues and limited injector headroom - doesn't a milder e85 mix make more sense. Knock is well controlled and the headaches are kept to a minimum. I can't imagine the only parts with buildup are the cdfp.

I agree for most of us a mix is a better approach, but someone had to be the pioneers for 100% and these guys are it. I just hope that they will be able to find the problem.

I tend to agree. my E35 blend is rockin...

while working on my new Sure SRI maf cal I disabled my meth and on my setup I run 89% IDC at 6400 on my GT28...so I am approaching edge of fueling at 330 g/s

with 100% meth I was at 72% IDC.

I do want to work up to E47 [50/50] and see how that pans out.

I am still thankful for the work the 100% crew is putting into the effort.

@silvapain...if you want my SV I'll send it to you...PM me.

These issues will be sorted out eventually, and I think 100% E85 will be an excellent fuel for BT guys once we have an injector solution. I'm not giving up on it yet.

I really think the buildup is limited to the pump, and possibly some in the tank. The only place I see buildup in my HPFP is at the piston and barrel.

The pump head is somewhat unique in terms of quantity of oil and e85 involved and the shearing pressures. I worry a little about the injector orifices but so far no one seems to see anything. When I am back in town I will look a little at oil and e85 interaction.

I have to say my oil smells less like fuel now on E85 than it ever did on 91; this observed from the dipstick, at any rate.

Could your fuel rail Relief valve be stuck open?

Possibly. I don't know if the fuel pressure would be at ~60 PSI with it stuck open though. I haven't seen any occurrences of hitting 1900+ PSI that would cause it to open in the first place.

I thought today it might be the check valve in the nipple on the HPFP that connects to the high pressure fuel hard line, but it appears to be working fine.

So my pressure seems to have returned to normal over the past couple of days with me doing nothing to the car. I like things that fix themselves.

Yeah, but not if they can make you go BOOM before they do. :boggled:

Good. Now you can some up here and let me borrow your HPFP to test my car.

I've had the car drop to 60psi fuel pressure at full throttle a few times now. Luckily, no problems came out of it.

I decided to let it idle at low pressure for a while to see if a DTC would be set. I got P0091 - Fuel Pressure Regulator Control Circuit Low.

Per the factory manual, possible causes are:

• Spill valve control solenoid valve malfunction
• Open circuit in the wiring harness between high pressure fuel pump terminal A and PCM terminal 2F
• Open circuit in the wiring harness between high pressure fuel pump terminal Band PCM terminal 2G
• Short to ground in the wiring harness between high pressure fuel pump terminal A and PCM terminal 2F
• Short to ground in the wiring harness between high pressure fuel pump terminal Band PCM terminal 2G
• Connector or terminal malfunction
• PCM malfunction

Just more evidence that my spill valve is bad.

Is the spill valve something that can be purchased by itself? It seems we need to find a source for this part.

No. The entire HPFP is one part per Mazda.

Out of curiosity, what is the price?

@Speed6killah has 2 complete pumps for sale for 150 each

Tappin

Phate says the HPFP is $290 new if you're a Mazdaspeed Motorsports member. I have found them used online under $100.


Tapadatass

Shit if you can find one for under 100, that's a win!

Tappin

This is the result of beating the fuck out of my turbo


https://www.youtube.com/watch?v=SJ2W...e_gdata_player

vid needs to be longer...take her all the way to RL

k thanks

Lol.... I only need it to last till this Friday.... I'll pass on it exploding before then

And what happens Friday?

Bt install

Nice, congrats and good luck.

Do you 100% e85 guys run a tester? Ive heard that e85 is not regulated, so it will vary from time to time between fill ups. Example on monday you filled up at gas station A, and it was after you tested , it was e82....then next friday you fill up once again at gas station A and its e93 this time. And how much will differences like this effect a "e85" tune?

Heres a link in terms of what im talking about, seems like a lot of suby& evo guys use them. Thank you.

http://forums.evolutionm.net/alterna...ter-right.html

link fail


since you edited, I will too LOL.... that issue has been discussed already

I monitor LTFT's. A variance in Ethanol content will show up there.

The amount of timing you can run on E70 vs E85 is the same: too much.

The amount of timing needed on E70 vs E85 seems to be very, very similar. Shawn's car (on winter blend) had a very similar timing curve to mine just as he was getting spark blowout and he was still picking up power before that. As anyone should do with dyno tuning timing, back it off a degree or two to keep things safe, and you won't have to worry about a thing.

The E85 cars don't lose as much power/1° of timing compared to gas, so you'll end up losing about 5hp for peace of mind.


The change in ethanol content can be monitored, as silvapain said, with LTFT's. It does vary slightly from fill up to fill up, but not a whole lot. The only period where I had issue with it is in the change over period from summer to winter blend. I went from running E70 with a corrected MAF cal to running E85 without knowing it. Full throttle AFR's registered ~13.5:1 on the AP with no issue in how the car ran. I have logs of full E85 cars running leaner than 14:1 (vac leak, lol) with lots of boost and lots of timing with no issues, as well. E85 is ridiculously knock resistant, and even more so in direct injection.

If you tune SAFELY, I don't think it will ever be an issue. If you are on the ragged edge, like so many people want to run, then yeah, there could be serious consequences.

13.6 checking in over here on E35 @ 22PSI not a peep outa my KR sensor.

flashed a new map that before was spot on at 12.2 and ECU just decided to go lean. very next run was 12.6 and the 3rd was back on target at 12.2

@David@COBB

we need to figure this out and I am willing to assist.

Good info, thank you. I kinda thought it "might" have already been covered, I have read a good deal of info on this entire thread, but Iam human and have missed a few parts from here to there. Thank you regardless :)

@silvapain

When you say that you monitor your LIFT's what should one be looking for? I was set on cruise control this a.m. on the way to work doing 80 and LIFT was 3.9% running 50/50.

It's not the number per se, but watching for sudden changes after fill-ups. You'll see the shift in all the breakpoints, and not just one trim.

When cruise control is on the car will run in a very narrow band of the MAF scale, especially when driving on relatively flat roads with little to no wind. That will cause the ECU to be looking at just a couple cells in the MAF scale for a long time, which means the ECU will see the STFTs for those cells for a long time as well. The logic in the ECU will move the STFTs into the LTFT based in how frequently the values are seen, so your LTFTs will be adjusted to show how far off just that little bit of MAF scale is, and not the whole breakpoint range.

You'll find that once you get back on surface streets your LTFT will readjust to its original value after a while.


Tapadatass

I thank you sir! On the way to job#2 up in the Bronx pleanty of traffic to run up and down through the break points. I'll keep an eye on it.

I think I have a way to narrow this problem down.

-perform a log when rolling into the throttle, and my $ says your afr's are well within a comfortable range.

-perform a log after taking your foot of the gas (i.e. let the injectors shut off / afr's in the 29xx's) and mash the pedal...


It seems, for whatever reason, the ecu can correct @ (I know this is not common opinion on wot operation in these cars) wot only in the first scenario.

@kritz... need those logs please.