Just did this .
Scaled them to the same numbers as the P2s but had lots of trouble starting and running rich .
Have since rescaled them up 10% which has improved starting heaps but don't think it is ideal .

Anyone else tried this and had any success ?

 

I ran (as did quite a few of my AP people) yellows in the primary position.
It works on its own just fine, but it throws off the transition into the secondaries if they are also regular yellows.
The ratio of the P1 to P2 needs to remain the same for the transition to work correctly.

Other than that, you can go quite big in the P1 position if you get the latency right.

 

Cheers for that .

i'm running
380 P1s
380 Secondaries
480 P2s

So the ratio would be similar between stock P1s(290) and P2s(380)

I put in the same values for latency (for the yellows in P1) as the stock yellow latency map and scaled them to be the same value as well .
Is that what you do as well ?
I couldn't get the engine started (without a push start) with that setup

 

You need to run 480s in the secondaries if you run 380s in the P1 spot.

 

/\ f**k it . That is what I was going to do to start with and changed my mind at the last min.

 

OK - I've ruled out the injectors as the cause of the hot start issue I'm having now .

Need to look elsewhere ....

 

i thought you where doing a rebuild? i take its all done and running now?

 

/\ yep . Up and running again . Just tring to resolve hot start issues .....

 

What are your AFRs immediately after the hot start and before the vehicle goes into CL?

 

What ignition coils do you have?

 

Pretty sure it's lean but will check .

 

Stock with about 12000 miles on them .

 

Time for some BHRs they really work or i can sell you my hks dli2 for real cheap and will throw in some used coils for free i think i have 5 extras (Shipping will be cheap from the UAE to you. Sorry for thread steal PM me back)

 

here is a log of acceleration from four different rpm points 2000,3000,4000 & 5000

note the rich condition shortly after going WOT . I'm not sure if this is a good thing or not .
Could be the staging issue MM mentioned ....

 

So what do you recommend for all positions, lets say 350HP? I need to purchase some from you, so send me info on how to do that.

 

Stock P1 and S with 700cc or larger P2.

 

as an alternative to that :

280/380/480 works well to about 320whp and tops out at 350whp
380/480/380 works well to 350whp but there is not much in reserve for anything past that .

 

^^well that depends on what fuel pump you have and how far you want to push duty cycle

 

not sure why you mention the fuel pump but yeah 350whp on 380/480/380 will be around 80% duty cycle .

 

that limit is dependent on fuel pressure, which is dependent on the fuel pump being used, which is dependent on why I mentioned it

engine efficiency too i.e. bsfc

 

isn't fuel pressure determined by the fpregulator which to my knowledege is the same part whether you run the stock pump or the walbro

 

the fuel pressure at the rail is substantially different between the two and the OE pump regulator was only designed to handle a certain bypass flow limit

 

Team is right.
I wonder if the 09 regulator is any different?
Does gas rail /line temp influence this too?
I know the rails can get to the 160-170F range under certain conditions.

 

Its actually part of our install manual to move the 380cc into the primary location...

Chris

 

If that is the case I presume everyone who fits the Walbro will run rich and have to retune ?