Go kpro, or if you want to work the bugs out, theres the haltech option. If evans releases his harness, you will know the haltech bugs are worked out.
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That didn't really answer the question. No offense or anything, I just want to know why you would recommend a standalone for 5~6 PSI.
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I was responding to the guy whom I quoted.

Because the way that the low boost kits supply fuel barely works for stock boost, so changing the way the system operates is going to make it even worse. I havent tried to work around the problem as I went turbo, and tried to do everything well the first time, rather than skating by with the least effective solutions to my goal.

At the very least, you would need an adjustable fpr, vafc and a wideband, so thats $500-600, which you could use towards a standalone and get way better results.

 

With a supercharger its very easy to run a standalone & just swap out a few things for inspection, that's what I do.
Remove belt, put in stock ECU & Injectors .. done , 30-45 minutes of work

I would never trust my tune to some gimmicky little device.

 

Is it really that simple and easy?!!

 

It is my friend, and if you CALL NOW we'll give you TWO for the price of ONE

 

I don't think it will, the fmu... or fpr in other words, has an internal preset fuel ramp up for the boost level set by the factory, the ap1 and ap2 fpr are even set internally different and the f20/f22 is not that much of an extreme fuel correction factor, so I can only imagine what this mod would do building several psi earlier in the rpms, sounds like super lean city to me. The adjustment on the fpr increases fuel pressure at that pre set fuel curve. Your disrupting that pre set boost curve to fuel ratio by this bleed off modification. But this is just a theory based on what I know about the CT fpr, and like myself I will more times then not try it out anyway just to see for myself to confirm its bunk, or reap the benefits. Look at my set up in sig for Christ sakes, you think anyone would agree that's possible or even understand how to make that work? plug plug Go for it and report back is what I say. Or get a good piggy back or standalone and let the boost fly, control the power with your foot, that's what its there for Hell with a proper tune the stock motor will take more then any SC can can conger up/600whp+

And a little meth injection never hurts either

 

Hmm..I thought the FMU increases fuel based on boost. If so, when we are hitting boost earlier, wouldn't that just make the FMU work earlier? Question is, if it is based off boost, once peak boost is reached the FMU will stop increasing fuel. Do you need more fuel at 9K RPM @ 6PSI vs 6K RPM @ 6PSI. If you need more Fuel at the higher revs, then I can see this to be causing a huge problem. Unless you tune the FMU to correct AFR at 9K RPM @ 6PSI than do some massive fuel trims down below. But if higher revs at same psi doesn't require additional fuel. I don't see why the FMU will have a problem with 6 PSI whether it comes in earlier or later throughout the rev range.

 

Yes you need more fuel at higher revs compared to lower revs. Its not all about boost. Its not as simple as you are trying to make it.

Hmm..I thought the FMU increases fuel based on boost. If so, when we are hitting boost earlier, wouldn't that just make the FMU work earlier? Question is, if it is based off boost, once peak boost is reached the FMU will stop increasing fuel. Do you need more fuel at 9K RPM @ 6PSI vs 6K RPM @ 6PSI. If you need more Fuel at the higher revs, then I can see this to be causing a huge problem. Unless you tune the FMU to correct AFR at 9K RPM @ 6PSI than do some massive fuel trims down below. But if higher revs at same psi doesn't require additional fuel. I don't see why the FMU will have a problem with 6 PSI whether it comes in earlier or later throughout the rev range.
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Ok, since you are stuck on this idea, heres a route for you:

1.) Do all the stuff you are saying. For boost, you will need to blow it off at 6psi and 6k rpms (going by your example). To make the fueling not be too far off, you will also need to steadily decrease it as rpms increase, so that you are making the same hp from 6k to 9k.this way you will only be kind of lean at high rpms. Then compensate for this by using meth. Get the cheapest kit you can find and have it set to come on at 6 psi. Maybe at this point you will have enough fuel (via gas and meth injection) to continue to hold the 6 psi to redline without blowing your motor.

2.) ?????

3.) Profit

There, simple.

 

Hmm..I thought the FMU increases fuel based on boost. If so, when we are hitting boost earlier, wouldn't that just make the FMU work earlier? Question is, if it is based off boost, once peak boost is reached the FMU will stop increasing fuel. Do you need more fuel at 9K RPM @ 6PSI vs 6K RPM @ 6PSI. If you need more Fuel at the higher revs, then I can see this to be causing a huge problem. Unless you tune the FMU to correct AFR at 9K RPM @ 6PSI than do some massive fuel trims down below. But if higher revs at same psi doesn't require additional fuel. I don't see why the FMU will have a problem with 6 PSI whether it comes in earlier or later throughout the rev range.
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yes it does, but its based on a pre set ratio, 1:12 1:8 etc. The motor also consumes more fuel at 8k rpm at 6psi then 6psi at 6k rpm. The internal fuel ratio/ramp up can be altered, if you have the parts and understand what your doing, and this is something I have not done. Whether or not you can calibrate it exactly as you would need with that steep of a boost/fuel curve is questionable. But again, I'm running 13psi with the CT fpr, and still needing to trim fuel under vtec, but without a substantial meth injection system to supplement the additional fuel I need up top, I'd be stuck at 8psi. Someone has to push the limits, take the risk and be the pioneer, or none of us would even be playing with FI in this car. Technically 11:1 comp (in common thought) is too high/risky to add boost pressure, so what does that tell you. I guess the handful of guys on this sight pushing more then 500whp on stock untouched motors are magical.

 

I cant comment on FMUs.

With regard to capping boost another more simple method can be used. On the inlet side a restrictor can be used to mechanically limit the airflow in to the supercharger. In my case im planning on using a 20psi pulley on a C38 rotrex and then using a 14psi limiter. Ive seen a similar method used on a c30 with good effect.