Hmm, the next question is does a rrfpr usually have a pretty flat afr curve to begin with? The puzzling part I have is that from 4-6krpms before vtec, it looks like the rrfpr is working, as boost should be building, yet it's getting richer (which means fuel pressure must be rising), but for some reason when vtec engages it jumps lean, sits lean from 6k-7.5k (although one curve does get a little richer), and then gets progressively richer from 7.5k-9k. If the curves are that consistent, it would certainly lead me to question if it's not something besides the rrfpr. I would say best thing to do would be to head back to the dyno w/ a fuel pressure gauge and monitor the pressure and see if it steadily rises. Seeing as how dyno time isn't cheap, it might be worth just buying a new rrfpr and going from there.

Going back to my first point, is it usually pretty easy to get a "flattish" afr curve with a rrfpr? Since the afr jump happens at vtec, it makes me wonder if it might be necessary to have a standalone to have a flatter afr curve.

 

That's related to fuel maps, which a CTSC kit (at least an older one) isn't going to do anything with.

It goes lean just after VTEC by design. With just a RRFPR it could go pretty lean (>13:1) for some time...definitely not optimal. A RRFPR with a piggyback to tweak fuel maps is better...but still not as good as an EMS.

 

One more input to work with. I went back to the dyno shop ( not with the car ) to get a look at my vac/boost graph since you rang a bell with my afr getting better past 8k rpm.

As a tought i am loosing boost at that rpm dropping from 1psi from 8k to 9k. Belt slip i hope. Probably not tight enough.

So now. Trying to work with all your precious info ( thanks btw ).

First will come the rrfpr test that i will do with the tester plug either at the pulse damper or with the banjo bolt adapter wich ever piece i found first. And plug my compressor at 6psi on it and check the fuel pressure.

Second if the rrfpr is fine. I will have those injector cleaned and checked.

Third if everything is ok and if i dont set the car on fire i will go with something to tune the car. I would really like to avoid that cause i sold my aem ems v2 to help buy this kit. I didnt like the standalone experiment so since i have an ap1 im leaning toward the emanage just to keep some sort of stockish map.

 

Look for a SOS FVM module.

That clamps the map voltage (this is what the ESM does), changes VTEC to 4700, and has some customized fuel trim tweaks.

 

Are you running a ap2 with an ap1 rrfpr?

It is normal to see overly rich afr pre vtec, then a lean spike at vtec but at 6500rpm the afr should settle back down and on an ap1 at 8-9 k rpm the ecu naturally adds injector duty so you will see the afr drop in that range typically. A slipping belt will exacerbate this.

Are you running an appropriate size upgraded fuel pump? 255 Minimum.

The ap2 rrfpr provides a steeper fuel curve over the ap1. I was able to run 2psi more on my f20 by utilizing one, from the base 5.5 to 7.5 psi. If you have exhaust and other breathing mods, your going to tap out and run leaner beyond what the system can supply.

What motor and size pulley are you running? The F22 consumes more fuel then the f20 which makes running the right rrfpr essential.

A well sorted base Comptech kit normally runs low/mid 11 afr pre vtec spikes to low/mid 13's at vtec and settles to mid 12's and tapering down to mid 11's after 8k. That is the typical fuel curve with this system. If your car requires you to start reaching the limitations of the rrfpr those extremes become more abrupt. richer pre vtec and leaner above, because the rrfpr fuel curve is no longer matching up with the boost/breathing curve of the motor.

A properly reading tail pipe sniffer at a dyno will read .5 leaner then a 02 sensor at the header collector or TP, just the way it is. So keep that in mind when examining the real afr. Its most accurate from your own wideband reading off the collector/TP.

 

Ap1 with ap1 ct kit. Complete with all they suply. The guy who sold me the kit was running high boost so the fuel pump should be good.

I have te stock pulley as well. Max 6psi

Are you saying that because a have a toda header a 70mm tp and a 3" exhaut i am supposed to run lean ???

 

That looks like the Walbro 255 pump.

Its not that you are "suppose" to be running lean, its that the natural tendency of the car will be to run lean after putting those kinds of modifications on.

I was running lean when I went to the dyno my first time after SC install. I turned my RRFPR up to give it more fuel and it pulled it into a safer AFR post-VTEC. The next day the RRFPR gave out and flooded my cylinders causing misfires. I replaced the RRFPR with a newer used unit and all is well.

It may be worthwhile to either hunt down a gently used RRFPR from someone you trust that is AP1 specific, or order a new one from CT-Engineering. If you swap it out and the problem persists, at least you can sell your old RRFPR to recoup some of the money spent on the new(used) one.

Do you have the Comptech ESM clamp/wiring harness thingy to clamp your MAP sensor voltage? Or do you have something else?

If the guy that sold you the kit was running high boost, then he wasn't using the RRFPR. So it likely sat dry for an extended period of time. I assume that is what happened to my first one too and caused it to fail.

 

s2kJunky confirmed my suspicions, and it sounds like the best thing to do is larger injectors and EMS is the way to go. Futzing around with the rrfpr just sounds like a giant pita, and you're going to have a hard time getting any sort of flat afr curve. You can probably use something like a V-AFC in combination with the rrfpr to lean out the rich areas and turn up the rrfpr to make things richer overall, but of course you're compounding hacks at this point.. Then again, it's your wallet and you do what you gotta do. I remember years ago the "goto" setup on many inline pro turbo kits was larger injectors, a rrfpr, and AFC. It worked, although not the best solution.

If you have no cat and 3" exhaust it's going to change the fuel curve of the "stock" sc kit, which means you'll likely need additional tuning (which is perhaps why you might be running extra lean in some areas than others).

 

Injector are out to be cleaned and a new rrfpr is on its way

 

Let us know how it goes.