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It shall be mounted somewhere in the line back to the tank, together with the standard FPR. It is mentioned that this thing is able to maintain the ATF mix of 12:1. May work with an old fashioned turbo engine that is not ECU controlled.
Maybe for the pub, looks interesting, i bet nobody can say what it is
'93 Audi S2 Avant panthero black, 412.000km
'94 Audi S4 C4 Avant 303Tkm, KW, Brembos, BN-Pipes, Bose, S6 front (sold)
'93 Audi S4 C4 Avant, 260Tkm
'88 Audi 100 Avant turbo 44Q
'84 Audi 80 quattro tornado red
sigpic
'93 Audi S2 Avant panthero black, 412.000km
'94 Audi S4 C4 Avant 303Tkm, KW, Brembos, BN-Pipes, Bose, S6 front (sold)
'93 Audi S4 C4 Avant, 260Tkm
'88 Audi 100 Avant turbo 44Q
'84 Audi 80 quattro tornado red
sigpic
Ok, and what' FSE.
Seems as if there is no other FPR needed.
Can the Motronic cope With this kind of variable FPR adjusting the fuel pressure according to the boost(without taking throttle position and lamda in account)??
The stock FPR does the right job for our setups... Lets say the FPR has a nominal value of 4bar - that means the fuel pressure is ALWAYS 4bar above whatever pressure is in the inlet manifold. So at 0bar boost you have 4bar fuel pressure.
At idle with nominal 0.5bar vacuum you will see 3.5bar fuel pressure (still 4bar above manifold)
At say 1.5bar boost you will have 5.5bar fuel pressure.
This is how 4bar is always presented across the fuel injector so that the ECU can accurately meter out the fuel.
The FPR does this by having manifold pressure presented to a control port on the device.
These old school 'power boost' valves often have a non linear characteristic so that you can get increasing amounts of fuel pressure as boost rises - say 5.2 bar at 1bar boost and 5.7bar at 1.5bar boost - they are NOT suitable for motronic... Only viable on old school systems where fuelling is not ECU controlled IMO.
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