I’m planning or at least tallying up cost for FI. For us DBW guys the return less fuel system limits the flow and thus boost available to produce safe reliable HP.

Per science of speed the stock fueling setup, even with 1000 cc injectors and a 255-370 lph pump, limits power to about 390rwhp without installing the returnless system or going E85 which I think also introduces flow issues.

I need some feed back to help shape my decisions:

So for those with 06-09 what is your FI (super/turbo) size, boost and pulley (if super), current fuel set up, and power output?

What would you change if you had to start from scratch again?

What important lessons have you learned?
I would be fine at 400hp but would love to hit a higher number of possible. I’d like a clean package with little customization. I also would be tracking the vehicle 4-6x per year and weekend cruiser the rest of the time.

Thank you in advance!
Casey

 

SOS pump wiring kit, Walbro 255, 1000cc Grams injectors dynoed at 451hp/ 301ft/lbs on 93 octane with a KW C38-91 kit on my 06 @12.5psi.. injectors are at roughly 90% duty cycle

 

2006 AP2
I ran out of fuel on the stock pump and fuel lines on 93 at just over 400whp SAE on a Dynojet. Then after a couple of wasted upgrades in between I completely upgraded to SOS fuel pump wiring kit (upgraded to a much better relay as the one they supplied started to melt) SOS return fuel kit, ID1300x injectors, AEM fuel rail, Walbro 450lph fuel pump and on E85 I made 551whp 367wtq Dynojet STD at 82% duty cycle and 60psi base pressure. I changed a couple times in between...don't do that! It wastes money!

 

So no return fuel system? Would ID1050 perform equally as well?

thanks for the input and those numbers look good.

 

correct, im still on the stock return system. the id1050 would perform better, i had the grams from my KW kit, i would have gone with the 1050 before my tune if I could redo it again. I also have all the supporting mods to go with it tho, you'll never get the numbers without upgrading the headers, removing the cat and have better flow out of the motor. I remember Evans was suprised we got to 451 he was expecting in the 420ish range. He also told me he went more aggressive than he normally would on timing because of how good the numbers were looking as he was ramping up

editing because I also going to point out my motor was rebuilt by inline pro and is using a k24 crank. So I would not expect to get to 450 out of an f22 unless you also go with larger intercooler pipes, upgraded throttle body & intake and even then it may not happen. That being said I was pushing 399 prior to the inline pro build with a tune that Evans called a hack job. I'm almost positive quite a few people have gone over 400hp on the stock fuel system by upgrading the wiring & relay but at that point your getting really close to the max. So unless you decide you'll be happy at 400 its cheaper in the long run to upgrade now rather than later.

 

Full blown turbo kit w/ a gtx3076r, 1000cc injectors, Walbro 450 pump wired to the battery, SOS return system conversion, aem rail and fpr. 15psi at 80% duty cycle, 470whp.

 

Ebay GTX3582R BB 0.63 hotside, PLM turbo Kit, 3' testpipe with a stock exhaust

Bosch 1000cc with hardwired 525 we made 454 on 14 psi falling to 12 with 93

Returnless and I think the duty was in the 70-80's (will update)

I plan to go a return style system (that was my goal but shit happens lol)

If you want 400-450 stay with 93, returnless and get a competent tuner

Anything more go E85 and to a return style.

If I wanted more power I'd go to a straight 3" exhaust, e85, 2000cc, return style but other than that I wouldn't change a thing.