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Old 11-03-2015, 07:27 AM   #1
KornShaDoW097
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Member#: 313618
Join Date: Mar 2012
Location: South San Diego
Vehicle:
2004 WRX

Default HFS2/3 Failsafe window setup clarification and implementation

After calibrating injectors to desired cc/min I need to setup the:

SC: This is for setting the gauge bar max. I set mine to 6bars.
Can I do this using the SYS jumper with injectors flowing or do i need to remove the jet link and/or use the BAR link instead?


WL: this triggers if the system has trouble flowing on the low end...
The instructions state it should be set 2-3clicks Under "Spool Up".
If i run 30psi max, have the system set to start at 13psi for example. What is considered "spool up"?
My threshold or something else?


WH: this is set to prevent the injectors from overspray incase of a leak after the FAV.
Do I set this using the SYS jumper while flowing or is there a specific combo of jumpers?


B led: This indicates if flow is within the failsafe areas... But "wont take action if the fluid falls into this area after the system triggers"... This seems like a contradiction... Or poor wording...Especially in regards to WH... Because if the system triggers (turns on flow) I'd think that one point of a FS is to insure against damage if lets say a line gets cut or disconnected DURING a WOT run. Not just clogged or leaking during initialization/spool up.

UNLESS... The way this system is meant to protect the car is during a quick self test during the spool up/initialization timeframe?
If the system detects a leak Pre-FAV, WL triggers. If the FAV detects too much flow WH triggers. But if something fails after initialization and it is given the OK, it completely disables the FS... until you shift in which case the self test will re-run. Which only keeps you at risk during the time the FS is disabled... When you are at most risk of damage....

If so, then that's ok, but I'm confused as to why this FS would not stay online the whole time? Is it because even with cutting boost or switching maps, the engine would suffer catastrophic failure anyway due to the speed at which detonation could occur?

If so, it's understandable. I'd probably setup a secondary FAV system linked to a relay to prevent this. Coming from the pump split off at a Y compression fitting to feed both FAV's and have the HFS trigger a relay switching on the secondary FAV and disabling the primary FAV (via the map switcher output on the HFS). This would require a dual inlet on the injectors. But it would help lower the risk. Along with check valves somewhere(overkill).

Jon
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Old 11-04-2015, 11:05 PM   #2
KornShaDoW097
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Member#: 313618
Join Date: Mar 2012
Location: South San Diego
Vehicle:
2004 WRX

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Bump.
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Old 11-05-2015, 04:08 PM   #3
KornShaDoW097
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2004 WRX

Default

Nobody knows how the gauge settings work and how to tune them? Or how/why the HFS's failsafes trigger?

Come on Richard L
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Old 11-07-2015, 06:46 AM   #4
Aquamist
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2004 Citroen Picasso
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Can you give me the serial number of your system. Each version is slightly different.
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Old 11-07-2015, 08:02 PM   #5
KornShaDoW097
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Sn:101046
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Old 11-08-2015, 03:09 AM   #6
Aquamist
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Answers in green. You should have a user manual with the system that explains all this...

Quote:
Originally Posted by KornShaDoW097 View Post
After calibrating injectors to desired cc/min I need to setup the:

SC: This is for setting the gauge bar max. I set mine to 6bars.
Can I do this using the SYS jumper with injectors flowing or do i need to remove the jet link and/or use the BAR link instead?

You set this up with the jets out of the engine. putting the spare jumper "PRK" to "SYS"


WL: this triggers if the system has trouble flowing on the low end...
The instructions state it should be set 2-3clicks Under "Spool Up".
If i run 30psi max, have the system set to start at 13psi for example. What is considered "spool up"?
My threshold or something else?

You need to fine tune this in real time. The instruction just gives you a possible starting point.


WH: this is set to prevent the injectors from overspray incase of a leak after the FAV.
Do I set this using the SYS jumper while flowing or is there a specific combo of jumpers?

You set this up in real time driving condictions.



B led: This indicates if flow is within the failsafe areas... But "wont take action if the fluid falls into this area after the system triggers"... This seems like a contradiction... Or poor wording...Especially in regards to WH... Because if the system triggers (turns on flow) I'd think that one point of a FS is to insure against damage if lets say a line gets cut or disconnected DURING a WOT run. Not just clogged or leaking during initialization/spool up.

Where did you get this wording? I like to check this. "B" led indicates the system is triggered and fluid is flowing properly.

UNLESS... The way this system is meant to protect the car is during a quick self test during the spool up/initialization timeframe?
If the system detects a leak Pre-FAV, WL triggers. If the FAV detects too much flow WH triggers. But if something fails after initialization and it is given the OK, it completely disables the FS... until you shift in which case the self test will re-run. Which only keeps you at risk during the time the FS is disabled... When you are at most risk of damage....

"B" led is now functioned as a "reminder" that the failsafe is disabled.

If so, then that's ok, but I'm confused as to why this FS would not stay online the whole time? Is it because even with cutting boost or switching maps, the engine would suffer catastrophic failure anyway due to the speed at which detonation could occur?

If you choose to disable the failsafe, it is a risk you are taking. Most people use this if they have race fuel in tank

If so, it's understandable. I'd probably setup a secondary FAV system linked to a relay to prevent this. Coming from the pump split off at a Y compression fitting to feed both FAV's and have the HFS trigger a relay switching on the secondary FAV and disabling the primary FAV (via the map switcher output on the HFS). This would require a dual inlet on the injectors. But it would help lower the risk. Along with check valves somewhere(overkill).

The standard system has all the failsafe designed in. I don't think you are fully understanding how the system works. You start to complicate things by adding unnecessary components.

Jon
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Old 11-08-2015, 06:48 AM   #7
KornShaDoW097
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Location: South San Diego
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2004 WRX

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Alright, so what is "spool up"? (everything I quote came from the Manual... Which is confusing and worded unclearly ) because the manual specifically says to set it 2-3clicks under whatever that is...

Ok so WH needs to be tuned while driving... It can't be while doing a calibration test. Since this threshold is for Your setup's specific max, Instead of a system max, do i have this correct?

B means its flowing properly? The manual refers to it as part of the failsafe trigger threshold...

So if i have set my trigger for MAP rather than IDC, what boost level is 12 o clock? The manual only refers to IDC %

The manual I have seems to have been written by someone who doesnt know the system well. Because my understanding comes from that. I find i am better off when I ignore it and listen to jeff from Howerton engineering (he has updates info) or you. Which is why I am asking. "Manual" questions.

Thanks
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Old 11-08-2015, 10:31 AM   #8
Aquamist
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2004 Citroen Picasso
Silver

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Whoever you feel comfortable with ask them instead of struggling with the manual. Are you say it took three years to read the manual and still don't understand it. Your system was made on May 2012. 3.5 year ago!

I designed the system and wrote the manual so I am wasting my time answering your questions.

Last edited by Aquamist; 11-08-2015 at 06:40 PM.
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Old 11-08-2015, 05:32 PM   #9
KornShaDoW097
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Member#: 313618
Join Date: Mar 2012
Location: South San Diego
Vehicle:
2004 WRX

Default

Just because the system was made 2012 doesn't mean it didn't sit in a wear house for years... I didn't even have the car 2012... So no.

I had it 1-1.5yr and read the entire manual and still go back to it once in a while to refresh. Most parts make sense. But some parts are extremely limited in description. The manual doesn't have updated compensated injector flow charts, it does not have a diagram of the back of the board, it does not explain anything on the back and Is not correct sometimes.


Like the Fav restrictor. I run 850cc and Jeff and you both go against the manual and say I don 't need a restrictor... So its been trial and error and emails and convos like this and finding out there are secret parts... Its been a headache.

So if you wrote the manual why have you not answered what you meant when you wrote to tune WL based on. "2-3 clicks below Spool up"? Spool up to me can mean my set threshold minimum on hfs trigger or my turbo from 0psi to my psi goal.
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Old 11-08-2015, 05:48 PM   #10
KornShaDoW097
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2004 WRX

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I have gotten many answers from hfs4+ manuals. The hfs 2/3 manual is full of holes. So forgive me for asking questions. But i'm sure most customers now buy the newer versions.
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Old 11-08-2015, 06:26 PM   #11
Aquamist
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Vehicle:
2004 Citroen Picasso
Silver

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The aquamist systems have never been sitting in a warehouse for 1.5 years. Sales always lead stock. If the purchase was from an reputable aquamist dealer, send me an sales invoice to confirm your claim of purchasing a 3.5 year old system, 1.5 years ago. I am keen to investigate why the system was kept for 1.5 years. As we do technical updates approximately once a year to match the the advancing technologies.

Last edited by Aquamist; 11-08-2015 at 06:41 PM.
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