Dyno Sheets & Fuel Return kit

For future reference I will upload my dyno sheets from various stages of my MR2.

2006, first with the 2zz NA engine:
Exhaust: Stock modified header and a 2.5 inch (63mm) exhaust with Twister Metal Catalyst
ECU:PowerFC tuned by J.P Motis       

Fuel:Stock pump and injectors

     !Will upload it soon!

Moving on to 2009 after the Rotrex kit:

Exhaust: The same as above
ECU: The same, tuned by J.P Motis 

Fuel:Walbro 255 fuel pump, 630cc Siemens Deka Injectors 

2013, Same Exhaust/Intake/Rotrex:

But with the a fuel return kit by Aeromotive plus an Aeromotive 340l/h pump.            

Needed to retune completely the fuel maps.Tuned by me.

The reason of adding of a fuel return kit on a returnless stock system is because of the reduction in fuel pressure that happens when you positive pressure the lines with a turbo/supercharger.

Example:Let's say that your stock fuel pressure is set at 45 psi.
When NA, fuel pressure stays at that level throughout the rev range.When you add a compressor/turbo and run 10psi at redline (8000rpm) your actual fuel pressure at 8000 will be exactly 35psi(45-10).
To overcome this you need to push your injectors in a higher DC to overcome the drop in fuel pressure so to keep the desired AFR.

This adds a lot more stress to your fuel injectors (DC cycle at almost 99%).
Now that I have fuel return kit base fuel pressure is set at 45 psi and stays there throughout the rev range.This has brought down the Duty Cycle of the injectors to a safe 70%.

 In these pictures you can see my current fuel setup:Aeromotive 340l/hr pump, Aeromotive Fuel Return kit,Radium fuel rail, Siemens Deka 630cc/min injectors.