Syvecs Forums

MReilly wrote: ↑Sat May 01, 2021 11:09 am Now that's a money saving part number to know Stevie, thanks for that!

The only caveat is...almost all the aftermarket companies sell an Aquatec DDP5800.....and there seem to be a lot of variations !

Whether it's open flow, current load ( at max pressure I presume ), or pressure they claim they are capable of making ( which often is not what they make in reality )

And there are various chamber designs, whether twin ( outdated, don't really think anyone uses that anymore ) or the common triple...whether with push fittings or threaded fittings.

My current one is the AEM 200psi pump....which in reality only makes 145psi on mine. It's listed as 1.0gpm and 10A. I've a new pump on the way from another seller and it has a sticker saying 1.3gpm and 12A, but visually it's the same, so will see how it compares. Mine is also a few years old, so who knows although most of the flow/pressure testing I did was back in 2018.

Stevie has put up a really good point there are allot of permutations of this pump.
I have the 58X4 head which is the largest they make, thing to note is all quoted flow rates are on a fully saturated inlet with no losses and straight out of the pump head, this means no fitting nor delivery hose/pipe or bends, acting at zero discharge pressure 'OPEN'.
In reality the flow rates you will get in an actual system will depend on your set up, if using allot don't go off the sticker or website claims you need to actually measure it at your relative discharge pressure, same for the jet flow ratings etc, pressure and derived flow is not good enough you have to work out the actual and account for other things like the head its acting against and correct for that too. This is why really if treating it as part of your fuel delivery system then it pays to check and engineer in some extra capacity.

MReilly wrote: ↑Fri Apr 30, 2021 12:06 pm
Have you seen the OE setup that BMW did on the fancy M4?

https://www.bmw-m.com/en/topics/magazin ... orses.html

Had a read of the link, I see the hitler youth nazi bus only uses 3 injectors feeding two cylinders each, I'd say guessing that they know about the pump issues and found it an acceptable final solution to tolerate the worst case +- 20% in delivery rate when shared over cylinders and inside a plenum like that arrangement it works. You will get a occult mixture distribution via that method that would neutralize some of that variation that this pump gives and compounded when using solenoids IE: injectors.

Here is the difference between the std pump used with an injector V modified, all operating variables held the same. Brings this down to an acceptable range of variation in pressure which works out to around +-3.5% volume (when looking a the peak pressure and drop over injector open time) on any cycle as worst case scenario. Tested a few different solutions some had even more smoothing properties however this was showing way too much delay in regards to response time. Most impressive thing is it gets rid of the 'hammer' that this pump head type produces, the line has a lot less vibration as too does the pump, which without any mods wanted to tear itself off the mounts even on an open flow test with nothing in the system!

Here is a small video showing the WM pump driven by the PDUx3
and description of button programming........
https://www.youtube.com/watch?v=Hrj-PcnZVJs

For a more exact metering I want to use two Injectors (Bosch 0 280 158 827 NGI2) on a V6 engine for WMI injection.

My thought was to wire these injectors as secondary fuel injectors (so they will be in sync with the engine) and fire WMI1 on cyl 123 and WMI2 on cyl 456. When I configure this in the pin assignment, they turn yellow (like on wasted spark ignition setup or shared knock sensors), but I cannot write this config into the ECU (F88).

Can I wire three injector outputs in parallel and connect them to each injector? Or do you recommend using a diode between each output and injector?

Anyone tested a 5 chamber design yet? I think all the main brands use are the 3 chamber design?

This should get the ladies wet
Getting asked a few questions, this sums it up in laymans terms:
Question: does it need a Syvecs ECU and what will it work on?
Answer: No it does not, It will work on anything from a Model T Ford to a Bezoz dildo rocket ! its a full stand alone controller.

Just one quick example of the new WMI controller in action when we were developing it.

Big thanks Peter for your help with testing