Newb questions.

FI_Rubicon · #1 27-10-2015, 07:43 PM

Hey folks. WI noob here. I have done two superchargers now and have read a lot about spraying but have never implemented it. Now with my latest FI rig, a Pentastar 3.6 Jeep with a TVS supercharger, I want to start spraying.

Here are a couple of questions that I could not figure out on my own....

Is it safe to assume that the HFS-4 can be used on non-DI engines as well?

Can I skip the gauge and use an HFS-2 switch instead with this kit?

If so, can I skip the flow meter wiring and install as well?

Richard L · #2 28-10-2015, 08:23 AM

Yes, the HFS4 can be used for the non-DI engines. The H2 dash switch cannot be used on the H4.

FI_Rubicon · #3 30-10-2015, 09:19 AM

More noob questions?.

Can I pull out a flow signal? I would like to pull it into my Diablosport Trinity along with the AFR from an Innovative LC-2 that I have and send it to my tuner. I looked at the online user guide and it was not really clear on this.

How far before the throttle body can I place the nozzle? Do you have any tips for tapping into the factory intake ducting? My kit allows me to keep it all.

Any tips on jet sizing as far as a good starting point in the ?1-1.5cc per BHP? range for 50/50? I am probably at about 425HP at the crank. Does style of supercharger or intercooler have an impact on sizing? I am maxing 8.5psi at redline.

Can I divide the flow amongst two jets? I am thinking to add a jet closer to the air box because the tract passes across the top of the radiator in a hot zone under the hood.

Richard L · #4 11-11-2015, 03:51 PM

1. Yes you can, the yellow wire of the green harness sends out 0.5 to 4.5V. It is stated on page 23 of the user manual.

2. As far as possible. I do not have any answer for you as I know nothing about your inlet duct.

3. 1- 1.5cc/hp (M50/W50) as stated before

4. You can provided the two location are of similar pressure level. If not, you need a check valve on one of the jets.

FI_Rubicon · #5 13-11-2015, 07:14 PM

Quote:

Originally Posted by Richard L

2. As far as possible. I do not have any answer for you as I know nothing about your inlet duct.

3. 1- 1.5cc/hp (M50/W50) as stated before

Thanks.

2. I will try to post some pics later of what I am working with was far as intake tracts. My IAT sensor was located with the blower so I have that hole/mounting point available in the intake tract. it is ~4-5" before the throttle blade. I may go for an aftermarket tract that I make out of silicone couplers and plastic intake couplers etc. Looks like I can punch through a silicon hose and put a jet adapter and jet there.

edit: With respect to locating the jet ahead of the throttle body, you are suggesting to locate the jet as far before the throttle body as possible? That might work out great, actually. I thought it should be closer to the blade. I can locate the jet right after the air filter as it comes out of the air box. There is a silicon coupler there that I can punch into with one of my intake options. The tract crosses in front of the radiator and picks up a lot of heat there, I suspect. It is also a known engine compartment hot-spot there on a jeep.

3. Pardon me for not being more clear. I was asking in relation to that recommendation. Should I start closer to 1cc/hp or closer to 1.5cc/hp or in the middle? Also, I am guessing at as far as the crank HP number since it has never been on a dyno.

When figuring the HP, should I figure the pre or post-WMI HP numbers?

thanks again!

FI_Rubicon · #6 08-12-2015, 01:36 AM

looking at the owners manual (and I could be reading it incorrectly), it seems that there is a jumper to enable WMI based on MAP or injector pulse width but not both. Is this correct (not both)?

In other words, is the HFS-4 a 2D kit?

Richard L · #7 08-12-2015, 01:30 PM

- The jumper is for triggering the system - nothing to do with flow
- The P/I-R trimmer biases pressure and IDC signal
- The system is progressive based on the share of the incoming signals.

FI_Rubicon · #8 08-12-2015, 05:54 PM

Quote:

Originally Posted by Richard L

- The jumper is for triggering the system - nothing to do with flow
- The P/I-R trimmer biases pressure and IDC signal
- The system is progressive based on the share of the incoming signals.

Thanks. Maybe my question is really what incoming signals are monitored? Both MAP and Injector together?

Richard L · #9 08-12-2015, 08:50 PM

yes, both.

FI_Rubicon · #10 15-12-2015, 06:59 PM

Thank you for the responses.

What is the net difference between the HFS3 and HFS4? I understand the difference technically (that it reads in boost and the improvements in IDC reading etc.) but what does it mean to me at the end of the day? Does it use fluid more efficiently? Does it make significantly more HP with the 2D mapping?

FWIW, I am running a TVS style supercharger that peaks out at just over 9psi at redline. The bypass valve gets closed soon and full boost for a given RPM is put out.

Maybe I am asking if there would be as much benefit with the HFS4 and my setup versus the HFS4 and a turbo with twice the boost?

edit: What I really want to do is run the HFS2 for simplicity since this is a jeep and I will not be using the failsafe features. I want to get an idea of what I would be missing by going with the HFS2 over HFS4 in terms of performance and fluid use economy etc.

thanks.