[ZLRob]

Originally Posted by radz28

I had good luck initially, and am still working through part of it. I had changed a lot, because I already had a DSX Aux' kit on the car, but my settings when I switched to the Katech didn't result in to much crazy. I was getting a little too much pressure, but was on track to get it where I thought it should be, right or wrong.

• [6976] Increase to around the mid-to-upper 70s. This, I believe, is part of the control limit for the PRIMARY pump. If this is too low, the FPCM will lower PRIMARY PUMP duty cycle. You shouldn't have to go crazy on it, but I raised it a little higher than stock so it wouldn't kill pressure, and allow the AUX' PUMP to put in work.
• [6975] Increased to around [6976]. This is, I believe, the ceiling to the pressure the FPCM will allow the PRIMARY PUMP to maintain before it begins to pull duty cycle from it, to lower pressure. I keep this around the max' I have in [6976]
• [6970] Referenced FUEL PRESSURE/FUEL FLOW to figure through a MATH PARAMETER in the SCANNER. I can't get the SCANNER to give me an error, but I can at least track where the REQUESTED PRESSURE is, in the GRAPH, and apply changes to the cells that need it.
• [6971] Messed with this a little - probably not much effect
• [6972] Messed with this, too, without much effect

I'm not done in my FUEL PUMP saga. KATECH has been helping me out, and I should have a FINAL report in a couple weeks. As I already said - initially - I had a VERY smooth transition moving from my DSX controls to the KATECH pumps. I think it was close enough to the stock tune it wouldn't have needed much, as KATECH says. BUT - I never really finished with the tuning before crap went crazy. ANYWAYS - if you want to read a really brief recap, I'll add that below, but otherwise, to this topic/thread - that's about all I have. I wish I could help more, and if screenshots help, I'm happy to share. I just don't know how helpful they'll be.

RECAP:
I installed the pump the first time, and it was a struggle. I pulled the tank, added AUX' PUMP CONNECTIONS to the REFLEX CONTROLLER, but getting the lines in the tank disconnected and reconnected was a PITA. It was so much so, I had to drop the tank again...

I didn't clock the lines in the tank (the JET/VENTURI PUMP) correctly and they blocked the LEVEL FLOAT, so the gauge wouldn't read full.

Then I dropped the tank a month later, because I wasn't getting FUEL transfer from the other tank, and it ran the PASSENGER'S SIDE dry with about 5-gallongs left in the DRIVER'S SIDE SADDLE. I didn't have all the PUMP MODULE LINES to replace (because of trying to make sure I didn't damage any when installing/reinstalling several times now), so I used what I had, and jambed it back in.

Then I dropped the tank AGAIN, because I had most of the lines and just couldn't stop thinking about a possible leak I caused jambing that dang thing in there and out so many times now. I relaced every line that I touched, and left only one original line.

And that leaves me to today, when I receive another module to install. I'll be doing that this weekend, and adding a couple goodies for a little project I'm trying to help someone with. I think he's released an update on his website for it, but I wasn't told I could/should/can say anything, so I won't, but it's promising for his product and customers, and I'm excited with the testing I've seen and done. If you choose to read between the lines, you'll understand where to go and what you'll see.

You know it's funny that you reference those ECM numbers. Those are the same ones I have modified on mine. I just reset all my desired and actual fuel pressures to reflect OE values and did a run. I actually maintained rock solid fuel pressures both on high and low sides on my wide open throttle run. The issue is I keep throwing a P2635 code. I don't know if my JMS has something to do with the issue, Katech and I seem to agree that it could be the X factor in my issue, but as far as fuel demand and supply is concerned things look great now. The only issue I'm having is that fueling is all over the place during general driving scenarios. As soon as I hammed down desired and actual line right up no problem throughout the powerband shy of 6000 RPM (I lifted throttle after hitting 6K because I wasn't sure if I was running out of high side again). The problem was that I had E95 after replacing the pump because I left my fuel tank vented open to atmosphere after removing tbe stock fuel pump for a while and it was long enough to allow the gas mixed with the E85 to evaporate, leaving only pure ethanol left in the tank. I filled the tank today and am back to normal E85.