Never mind the mustang , it has a returnless system like ours.
This is the html version of the file http://www.kennebell.net/techinfo/general-info/BAPtheory_kens.pdf.
Page 1
BOOST-A-PUMP THEORY EXPLAINEDThere seems to be quite a bit of confusion among tuners and customers regarding fuelrequirements for the 2003 Cobra and 2000 up Mustang GT utilizing “returnless” fuel systemswhen using the Kenne Bell supercharger. We’d like to take a momentto clear up some ofthisconfusion. Since we get a lot of problem call backs specifically from customers who have chosennot to use our chip and/or Boost-A-Pumps with their kits, we feel it necessary to explain more indetail why you should use our complete kits; as we sell them, and use us as the Number OneSource of information regarding our kits. Just because someone says theyhave chip tuningsoftware does not make them an expert at tuning our supercharger kits.There are a number of reasons why Ford chose to go to returnless fuel systems. One reason ofcourse is cost, another deals with evaporative emissions, loss of octane and quality of fuel, andreducing temperature of the fuel (to help prevent boiling). There areothers, but the main focus ofthis discussion is to assist in pointing out how to increase fuel requirements for elevatedhorsepower levels when using the Kenne Bell supercharger.What is not so well understood by many tuners and customers is HOW to deliver the added fuelrequired. KenneBell has performed countless hours developing kits on vehicles usingreturnlessfuel systems (both mechanical and feedback loop) at our dyno facility, on the street and at thetrack. We use high speed dataloggers and the same air/fuel monitoring equipment the OEMs useto collect reams of data on fuel pressures, flows, mass air flows, pump voltages and dutycycles,and air/fuel ratios to study their relationship with fuel delivery. We know what works. We’vedone the homework and collected the data. We possess the in-house ability to fully tune all EECs to make them do what we want when wewant. HOW THE COBRA AND MUSTANG GT RETURNLESS FUEL SYSTEMS WORKThe fuel system is basically made up of the following:1) Single Fuel Pump (Mustang GT), Dual Fuel Pumps (Cobra)2) Fuel Pressure Feedback Sensor (both GT and Cobra)3) EEC Feedback Loop Control One main principle in delivering the correct amount of fuel relies on feedback from the FuelPressure Sensor mounted on the fuel rail. The EEC must monitor fuel pressure constantly andadjust the fuel pump duty cycle in relationship to manifold pressure (more on this later) to deliverthe correct amount of fuel. Old return type fuel systems incorporated a mechanical fuel pressureregulator. The old style regulator has been replaced by software in the EEC, fuel pump driver
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module and fuel pressure sensor. Collectively, theynow function as the “regulator”.The important thingoften overlooked is that the nozzle outlet pressure of the injector MUSTREMAIN CONSTANT against the forces of increasing/decreasing pressure in the manifold.Imagine a door you aretrying to keep shut against the wind, but this door has no latch, so it’s upto you to keep enough pressure applied to keep it shut as the wind against it increases ordecreases. In order to keep the door in the same position, you would have to apply equal force onyour side against the wind speed (force) trying to open it.Now, what if you wanted to allow some air through the door, but you never wantedit to rush infaster or slower. The principle would still be the sameas above with one exception: you wouldhave to apply slightly more opposing force to the door at all times to keep the rush of air constantcoming in as the wind changed.Now, an example of what goes on in your manifold: Let’s usean easy one. Suppose you have 10psi boost inside your manifold. The injector (Ford) is rated at 39 psi operating pressure. Whatfuel pressure do you need to overcome the boost pressurein themanifold? fuel rail pressure - manifold pressure = nozzle outlet pressure (or delta pressure). In order to keep the delta (Ford’s rated operating pressure) constant (39 psi), the fuel pressure inthe rail would HAVE TO BE 49 psi at 10 psi boost, because 49 - 10 = 39. Now, a not so easy one. If the idle pressurewas 30 to 32 psi (typical on most Ford systems), howcould you get 39 psi at the nozzle outlet in the manifold? Since the manifold now has vacuumand not boost, how can you produce 39 psi at the nozzlewith only 30 psi in the rail?You can do it because remember the most important thing: it’s all about nozzle outlet pressure(delta). Because we read vacuum in inches, it’s confusing (who’sidea was that anyway?). Writethis down: Every 1 psi of atmospheric pressure = 2.036 inches of mercury(Hg). So, if you aresitting there idling at 18 inches (Hg), how many psi would that be?Inches of Hg / 2.036 = psi or 18 inches Hg / 2.036 = -8.84 psi (ahh, onlythis is NEGATIVEboost)In order to keep the delta (Ford’s rated operating pressure) constant (39 psi), the fuel pressure inthe rail would HAVE TO BE 30 psi at 18 inches vacuum, because 30.12 - -8.84 = 39 (Note, gauges vary a little - if you see 15 to 16 inches at idle, then you should see 31 to 32 psiin the rail).Now you know what your fuel pressure should be at all times under all conditions: vacuum orboost! If you have 15 psi boost, then you better have 54 psi in the rail, right? What if the vacuumwas 10 inches? Then you better have 34 psi in the rail (10 / 2.036 = -4.91, or 34.09 - -4.91 = 39).
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Another wayto look at it is vaccum or boost + 39 = desired fuel rail pressure (-4.91 psi + 39 psi= 34.09 psi).This is where the EEC plays the important role: Howdoes it determine what the fuel pressure inthe rail needs to be at all times? The EEC could monitor manifold air pressure (MAP) and adjustthe fuel pressure up this way, right? Not without a fuel pressure sensor also. That would costmore to have both.So, Ford does it thisway: theyalready know what the fixed (delta) nozzlepressure must be at all times, right? 39 psi. How could you monitor manifold pressure (MAP)and fuel pressure at the same time with only one sensor? Many people believe the EEC “infers”what MAP is via TPS andmass air flow - NOT! Some people saythe fuel pressure sensor also isa MAP sensor - NOT!The fuel delivery strategy needs onlyto monitor and adjust fuel pressure as long as a reference tovacuum / boost is applied to the fuel pressure sensor diaphragm! This is how it is done.Remember the door? If the manifold pressure is opposing the pressure from the fuel rail, and theEEC knows to add 39 psi at all time to the feedback pressure, could it be done? YES!How does the EEC actually control the pressure? By Pulse Width Modulating (PWM) the fuelpump, very similar to how an injector is pulse width modulated. The principle again is fairlysimple: build a pump that you know can overcome the maximum fuel delivery requirements ofthe engine at the maximum pressure and flow rate, then slow the pump down to keep the pressurewhere you want it during all other conditions. Note: Have you noticed how “slowing down” and “speedingup” pumps has become standard practice on modern fuel systems - just like Kenne Bell, The Innovators has beendoing with ou r Boost-A-Pu mp. Don’t be afraid of this new technology - we’ve been doing it for over six years.There’s no real magic here: the EEC switches thevoltage to ground more rapidlyor slowly (dutycycle) dependent upon demand (pressure feedback from the rail sensor). Now for the kicker: Re-read the above paragraph: “...build a pump that you know can overcome the maximum fueldelivery requirements of the engine at the maximum pressure and flow rate...” Hmm... we added50%+ more powerand guess what? Thepump isn’t goingto make it even at the fastest dutycycle. We’d like to show what happens to the pump PRESSURE and VOLTAGE once you’vereached 100% duty cycle and the EEC wants to deliver more fuel, but it CAN’T (see FIG 1).The interestingthing here is many tuners think they can “play with” the pressure or raise the dutycycle. NOPE. Once you’re at 100% folks, that’s it. You only have two choices: 1) increase theexisting pump’s output (flow)at the same given pressure or 2) install a bigger pump. BTW:merely increasing a pump’s pressure DOES NOT , WILL NOT, CANNOT INCREASE ITSOUTPUT IN FLOW. Another humorous one is “We’ll just put some bigger injectors in. That’ll fix ‘er”. NOPE. Thepump is DONE, FINITO, KAPUT. Installing bigger injectors doth not maketh thy pump bigger.Now, if you are Kenne Bell,you have thebest of all worlds.We can install the Boost-A-Pumpand allow the pump to operate much more efficiently, output more flow at the same pressure asbefore (up to 50%) AND then install bigger injectors, AND control the pump dutycycle with ourchip!
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Page 4
Without the Boost-A-Pump, bigger injectors and increasing the pump duty cycle is not anoption provided the pump was already at 100% duty cycle at WOT.FIG 1.FIG 2.
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Page 5
In conjunction with our chips, we developed the Boost-A-Pump to safelyincrease the work of thestock pump to deliver up to 50% more fuel. Note how the pressure begins to drop off at higherRPM in FIG 1. as well as voltage delivery to the pump (theseare directly related to flow). Lookat FIG 2. to see the effect offuel deliverywith the Boost-A-Pump. Note how 100% Duty Cycle isnever reached. Beautiful! The pump works much less and outputs much more fuel.BOOST-A-PUMP FACTS - It’s All About Pain, Time and Money.MYTH: “THE BOOST-A-PUMP ISN’T RELIABLE”FACT: We have thousands of these units in the field working flawlessly, without a single failurethat was not due to an installation error. They have been implemented in virtuallyall of our kitsand have been in use daily traveling hundreds of thousands of miles since 1996.MYTH: “WE CAN JUST INSTALL BIGGER PUMP(S)”FACT: Shops make money by installing extras. Theydo not make money when installing theBoost-A-Pump because it’s included in the kit installation price. That’s a lot of extra time (andyour money) to install bigger pumps in the tank when it’s not necessary.MYTH: “WE CAN TUNE IT - DON’T USE THEIR CHIP”FACT: Shops make money by “tuning”. Some do not realize they can’t make it work without theBoost-A-Pump and our chip together.MYTH: “THAT EXTRAVOLTAGE WILL HURT YOUR PUMP”FACT: The installation of our Boost-A-Pump will actually increasepump life by reducing itsworkload. BTW: theBoost-A-Pump onlyincreases the voltage when required under boostconditions. It is a passive system otherwise.We want to make sure everyone understands: you can install bigger pumps and get basically thesame result, but why? It’s absolutely unnecessary and it’s painful, timeconsuming and will costmore. Also, our intention is not to “knock” people who are out there trying to make a livingatinstalling aftermarket products or providing tuningservices. This message is a service directlytoour customers to aid them in making the right decisions which way to go when installingKenneBell Superchargers.Thanks.Kenne Bell
This is the html version of the file http://www.kennebell.net/techinfo/general-info/BAPtheory_kens.pdf.
Page 1
BOOST-A-PUMP THEORY EXPLAINEDThere seems to be quite a bit of confusion among tuners and customers regarding fuelrequirements for the 2003 Cobra and 2000 up Mustang GT utilizing “returnless” fuel systemswhen using the Kenne Bell supercharger. We’d like to take a momentto clear up some ofthisconfusion. Since we get a lot of problem call backs specifically from customers who have chosennot to use our chip and/or Boost-A-Pumps with their kits, we feel it necessary to explain more indetail why you should use our complete kits; as we sell them, and use us as the Number OneSource of information regarding our kits. Just because someone says theyhave chip tuningsoftware does not make them an expert at tuning our supercharger kits.There are a number of reasons why Ford chose to go to returnless fuel systems. One reason ofcourse is cost, another deals with evaporative emissions, loss of octane and quality of fuel, andreducing temperature of the fuel (to help prevent boiling). There areothers, but the main focus ofthis discussion is to assist in pointing out how to increase fuel requirements for elevatedhorsepower levels when using the Kenne Bell supercharger.What is not so well understood by many tuners and customers is HOW to deliver the added fuelrequired. KenneBell has performed countless hours developing kits on vehicles usingreturnlessfuel systems (both mechanical and feedback loop) at our dyno facility, on the street and at thetrack. We use high speed dataloggers and the same air/fuel monitoring equipment the OEMs useto collect reams of data on fuel pressures, flows, mass air flows, pump voltages and dutycycles,and air/fuel ratios to study their relationship with fuel delivery. We know what works. We’vedone the homework and collected the data. We possess the in-house ability to fully tune all EECs to make them do what we want when wewant. HOW THE COBRA AND MUSTANG GT RETURNLESS FUEL SYSTEMS WORKThe fuel system is basically made up of the following:1) Single Fuel Pump (Mustang GT), Dual Fuel Pumps (Cobra)2) Fuel Pressure Feedback Sensor (both GT and Cobra)3) EEC Feedback Loop Control One main principle in delivering the correct amount of fuel relies on feedback from the FuelPressure Sensor mounted on the fuel rail. The EEC must monitor fuel pressure constantly andadjust the fuel pump duty cycle in relationship to manifold pressure (more on this later) to deliverthe correct amount of fuel. Old return type fuel systems incorporated a mechanical fuel pressureregulator. The old style regulator has been replaced by software in the EEC, fuel pump driver
--------------------------------------------------------------------------------
Page 2
module and fuel pressure sensor. Collectively, theynow function as the “regulator”.The important thingoften overlooked is that the nozzle outlet pressure of the injector MUSTREMAIN CONSTANT against the forces of increasing/decreasing pressure in the manifold.Imagine a door you aretrying to keep shut against the wind, but this door has no latch, so it’s upto you to keep enough pressure applied to keep it shut as the wind against it increases ordecreases. In order to keep the door in the same position, you would have to apply equal force onyour side against the wind speed (force) trying to open it.Now, what if you wanted to allow some air through the door, but you never wantedit to rush infaster or slower. The principle would still be the sameas above with one exception: you wouldhave to apply slightly more opposing force to the door at all times to keep the rush of air constantcoming in as the wind changed.Now, an example of what goes on in your manifold: Let’s usean easy one. Suppose you have 10psi boost inside your manifold. The injector (Ford) is rated at 39 psi operating pressure. Whatfuel pressure do you need to overcome the boost pressurein themanifold? fuel rail pressure - manifold pressure = nozzle outlet pressure (or delta pressure). In order to keep the delta (Ford’s rated operating pressure) constant (39 psi), the fuel pressure inthe rail would HAVE TO BE 49 psi at 10 psi boost, because 49 - 10 = 39. Now, a not so easy one. If the idle pressurewas 30 to 32 psi (typical on most Ford systems), howcould you get 39 psi at the nozzle outlet in the manifold? Since the manifold now has vacuumand not boost, how can you produce 39 psi at the nozzlewith only 30 psi in the rail?You can do it because remember the most important thing: it’s all about nozzle outlet pressure(delta). Because we read vacuum in inches, it’s confusing (who’sidea was that anyway?). Writethis down: Every 1 psi of atmospheric pressure = 2.036 inches of mercury(Hg). So, if you aresitting there idling at 18 inches (Hg), how many psi would that be?Inches of Hg / 2.036 = psi or 18 inches Hg / 2.036 = -8.84 psi (ahh, onlythis is NEGATIVEboost)In order to keep the delta (Ford’s rated operating pressure) constant (39 psi), the fuel pressure inthe rail would HAVE TO BE 30 psi at 18 inches vacuum, because 30.12 - -8.84 = 39 (Note, gauges vary a little - if you see 15 to 16 inches at idle, then you should see 31 to 32 psiin the rail).Now you know what your fuel pressure should be at all times under all conditions: vacuum orboost! If you have 15 psi boost, then you better have 54 psi in the rail, right? What if the vacuumwas 10 inches? Then you better have 34 psi in the rail (10 / 2.036 = -4.91, or 34.09 - -4.91 = 39).
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Page 3
Another wayto look at it is vaccum or boost + 39 = desired fuel rail pressure (-4.91 psi + 39 psi= 34.09 psi).This is where the EEC plays the important role: Howdoes it determine what the fuel pressure inthe rail needs to be at all times? The EEC could monitor manifold air pressure (MAP) and adjustthe fuel pressure up this way, right? Not without a fuel pressure sensor also. That would costmore to have both.So, Ford does it thisway: theyalready know what the fixed (delta) nozzlepressure must be at all times, right? 39 psi. How could you monitor manifold pressure (MAP)and fuel pressure at the same time with only one sensor? Many people believe the EEC “infers”what MAP is via TPS andmass air flow - NOT! Some people saythe fuel pressure sensor also isa MAP sensor - NOT!The fuel delivery strategy needs onlyto monitor and adjust fuel pressure as long as a reference tovacuum / boost is applied to the fuel pressure sensor diaphragm! This is how it is done.Remember the door? If the manifold pressure is opposing the pressure from the fuel rail, and theEEC knows to add 39 psi at all time to the feedback pressure, could it be done? YES!How does the EEC actually control the pressure? By Pulse Width Modulating (PWM) the fuelpump, very similar to how an injector is pulse width modulated. The principle again is fairlysimple: build a pump that you know can overcome the maximum fuel delivery requirements ofthe engine at the maximum pressure and flow rate, then slow the pump down to keep the pressurewhere you want it during all other conditions. Note: Have you noticed how “slowing down” and “speedingup” pumps has become standard practice on modern fuel systems - just like Kenne Bell, The Innovators has beendoing with ou r Boost-A-Pu mp. Don’t be afraid of this new technology - we’ve been doing it for over six years.There’s no real magic here: the EEC switches thevoltage to ground more rapidlyor slowly (dutycycle) dependent upon demand (pressure feedback from the rail sensor). Now for the kicker: Re-read the above paragraph: “...build a pump that you know can overcome the maximum fueldelivery requirements of the engine at the maximum pressure and flow rate...” Hmm... we added50%+ more powerand guess what? Thepump isn’t goingto make it even at the fastest dutycycle. We’d like to show what happens to the pump PRESSURE and VOLTAGE once you’vereached 100% duty cycle and the EEC wants to deliver more fuel, but it CAN’T (see FIG 1).The interestingthing here is many tuners think they can “play with” the pressure or raise the dutycycle. NOPE. Once you’re at 100% folks, that’s it. You only have two choices: 1) increase theexisting pump’s output (flow)at the same given pressure or 2) install a bigger pump. BTW:merely increasing a pump’s pressure DOES NOT , WILL NOT, CANNOT INCREASE ITSOUTPUT IN FLOW. Another humorous one is “We’ll just put some bigger injectors in. That’ll fix ‘er”. NOPE. Thepump is DONE, FINITO, KAPUT. Installing bigger injectors doth not maketh thy pump bigger.Now, if you are Kenne Bell,you have thebest of all worlds.We can install the Boost-A-Pumpand allow the pump to operate much more efficiently, output more flow at the same pressure asbefore (up to 50%) AND then install bigger injectors, AND control the pump dutycycle with ourchip!
--------------------------------------------------------------------------------
Page 4
Without the Boost-A-Pump, bigger injectors and increasing the pump duty cycle is not anoption provided the pump was already at 100% duty cycle at WOT.FIG 1.FIG 2.
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Page 5
In conjunction with our chips, we developed the Boost-A-Pump to safelyincrease the work of thestock pump to deliver up to 50% more fuel. Note how the pressure begins to drop off at higherRPM in FIG 1. as well as voltage delivery to the pump (theseare directly related to flow). Lookat FIG 2. to see the effect offuel deliverywith the Boost-A-Pump. Note how 100% Duty Cycle isnever reached. Beautiful! The pump works much less and outputs much more fuel.BOOST-A-PUMP FACTS - It’s All About Pain, Time and Money.MYTH: “THE BOOST-A-PUMP ISN’T RELIABLE”FACT: We have thousands of these units in the field working flawlessly, without a single failurethat was not due to an installation error. They have been implemented in virtuallyall of our kitsand have been in use daily traveling hundreds of thousands of miles since 1996.MYTH: “WE CAN JUST INSTALL BIGGER PUMP(S)”FACT: Shops make money by installing extras. Theydo not make money when installing theBoost-A-Pump because it’s included in the kit installation price. That’s a lot of extra time (andyour money) to install bigger pumps in the tank when it’s not necessary.MYTH: “WE CAN TUNE IT - DON’T USE THEIR CHIP”FACT: Shops make money by “tuning”. Some do not realize they can’t make it work without theBoost-A-Pump and our chip together.MYTH: “THAT EXTRAVOLTAGE WILL HURT YOUR PUMP”FACT: The installation of our Boost-A-Pump will actually increasepump life by reducing itsworkload. BTW: theBoost-A-Pump onlyincreases the voltage when required under boostconditions. It is a passive system otherwise.We want to make sure everyone understands: you can install bigger pumps and get basically thesame result, but why? It’s absolutely unnecessary and it’s painful, timeconsuming and will costmore. Also, our intention is not to “knock” people who are out there trying to make a livingatinstalling aftermarket products or providing tuningservices. This message is a service directlytoour customers to aid them in making the right decisions which way to go when installingKenneBell Superchargers.Thanks.Kenne Bell
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and areomotive 1000 as a booster
