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      08-06-2019, 12:59 PM   #1
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TuningTechFS XDI-35 HPFP full installation DIY

Hey yall!

I was able to install my new high pressure fuel pump over the weekend and wanted to share the process. I have all of the steps and tools required listed in the description, and documented throughout the process.

All in all this is not hard and even going slow will take a couple of hours, if you take your time and be careful throughout. There is really only one or two places where I felt I had to be REALLY careful as to avoid any "oops" moments, but they are obvious moments.

Post install, I can already feel the difference. In the last 2-3 dynos, I have felt a odd flutter in the upper RPMs including a pulse you could see in the exhaust gasses if you looked closely. Also, looking at the logs I could see the fuel rail pressure just crater. Strong 2600+lbs in the begining but as low as 950lbs under peak load which is just BAD.

So post install.. I ramped it up a couple of times and it just felt different, BETTER for sure. The power ramp felt straight line linear, no flutters or hesitations whatsoever. I haven't pulled logs yet, as I want to get it on the dyno to do that right.

NO MORE street logging for me, I got burned on that really really badly a couple of months ago. Never again.

Also as an interesting note, I had a 100 mile drive home up through the mountains. The engine pull felt so much smoother and improved, I wanted to document what I could so reset all of my car logs, MPG when I hit the road. My car long term MPG is 24ish.. lots of mixed city and highway driving. Granted the 100 miles was 50mph+ cruising with a mountain pass, but door to door 100 miles.. 36MPG!! 36!! NEVER seen that good ever.. it could be coincidence or the refresh of the pump and fuel line, but woah!!

So yeah.. this is a bigger upgrade that is for sure, and a commitment of time and budget to do it. My opinion though is it is worth 5x the cost in real benefit. The OEM pump is $1200 as is, so if you had to replace your existing pump, its not a small amount of money. This pump not only is superior but supports the higher end boost especially if you are big turbo. According to Gabe at TuningTechFS, they haven't found a turbo out there yet that can max out what this pump can do.

I recommend this very very highly and cannot wait to get this back on the dyno, and then start to ratchet up my tune. This really is worth it.



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      08-06-2019, 01:35 PM   #2
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Nice! Are you running stock LPFP?
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      08-06-2019, 01:37 PM   #3
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Originally Posted by JaredG_F30 View Post
Nice! Are you running stock LPFP?
Yes.. I have heard from two (I trust) sources that the LPFP change is not only not worth it, but can introduce problems. Just what I have heard, so zero LPFP plans at this time.
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      08-06-2019, 01:46 PM   #4
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Thanks for all the info!

I do feel a “jerk” coupled with a bit of hesitation and unusual exhaust note at high rpms going from 2nd to 3rd gear. I wonder if it’s fuel pump not keeping up. Although my BM3 log showed no problems and I don’t think I’m making as much power as some people here.
Maybe I need to re-log and check again.
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      08-06-2019, 01:51 PM   #5
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Originally Posted by McLaren720s View Post
Thanks for all the info!

I do feel a “jerk” coupled with a bit of hesitation and unusual exhaust note at high rpms going from 2nd to 3rd gear. I wonder if it’s fuel pump not keeping up. Although my BM3 log showed no problems and I don’t think I’m making as much power as some people here.
Maybe I need to re-log and check again.
Absolutely and check the fuel rail pressure very closely.

Check out my last dyno log run here.. look at my fuel rail just CRATER during the run to dangerously low levels. This HPFP isnt cheap (so is the OEM), but absolutely worth it in my opinion already.

https://datazap.me/u/bmwdiyguy/april...whV6_5kafI4JtA
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      08-06-2019, 02:00 PM   #6
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Outstanding job! Thank you for taking the time to do this.
Please update your impressions after you have had some more time in the car.
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      08-06-2019, 04:50 PM   #7
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Yes I've been reading about stage 2 LPFP frying EKP modules so was trying to avoid that route, but most who do the XDI HPFP upgrade seem to have an upgraded LPFP as well. Good to see you realizing benefits on stock LPFP and data to back it up. Looking forward to the dyno logs. Are you going to run a richer ethanol mix and bump up the boost?

Quote:
Originally Posted by BMW DIY Guy View Post
Yes.. I have heard from two (I trust) sources that the LPFP change is not only not worth it, but can introduce problems. Just what I have heard, so zero LPFP plans at this time.
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      08-06-2019, 05:21 PM   #8
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Quote:
Originally Posted by JaredG_F30 View Post
Yes I've been reading about stage 2 LPFP frying EKP modules so was trying to avoid that route, but most who do the XDI HPFP upgrade seem to have an upgraded LPFP as well. Good to see you realizing benefits on stock LPFP and data to back it up. Looking forward to the dyno logs. Are you going to run a richer ethanol mix and bump up the boost?
Not planning on any E85 blending right now, though I know I could and keep getting told I should. *laugh*

I will give this change a little bit to bake in, then will pull dynos for review from Active, to tweak the existing tune. The next two (and probably last performance) things on the radar is a methanol kit (sooner) and big turbo (later).
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      08-07-2019, 07:29 AM   #9
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Quote:
Originally Posted by BMW DIY Guy View Post
Yes.. I have heard from two (I trust) sources that the LPFP change is not only not worth it, but can introduce problems. Just what I have heard, so zero LPFP plans at this time.
I believe this to be true as well. My experience with a stage 2 LPFP vs stock LPFP is that I see no difference in my logs. Originally I was going to do a Stage 3 with 2 Walbro 450 and PI but now I am seriously looking at the XDI 35 HPFP upgrade with my stock LPFP for my turbo upgrade.
Doing more research on it though, I still want to verify that the XDI 35 can support the BW 8374 @ 650hp.

Thank you for documenting your install DIY Guy, much appreciated!!
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      08-07-2019, 09:44 AM   #10
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Yeah a meth kit is next on my list as well. Pretty much decided on the AEM 30-3300 and adding the injection filter and high flow solenoid so I'm not limited on where I can mount the tank and pump. Will probably pull the trigger when I hit 75k on the ODO (I'm at 73k now). I get to justify it by telling myself the meth kit is about the same cost as a walnut blast...LOL.

And yes you should definitely run an ethanol mix if you have good E85 around you and a tune to support it. I've been running the bm3 E30 tune and it's fire.

Quote:
Originally Posted by BMW DIY Guy View Post
Not planning on any E85 blending right now, though I know I could and keep getting told I should. *laugh*

I will give this change a little bit to bake in, then will pull dynos for review from Active, to tweak the existing tune. The next two (and probably last performance) things on the radar is a methanol kit (sooner) and big turbo (later).
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      08-07-2019, 10:15 AM   #11
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Quote:
Originally Posted by zole2112 View Post
I believe this to be true as well. My experience with a stage 2 LPFP vs stock LPFP is that I see no difference in my logs. Originally I was going to do a Stage 3 with 2 Walbro 450 and PI but now I am seriously looking at the XDI 35 HPFP upgrade with my stock LPFP for my turbo upgrade.
Doing more research on it though, I still want to verify that the XDI 35 can support the BW 8374 @ 650hp.

Thank you for documenting your install DIY Guy, much appreciated!!
Double check with TuningTechFS but I bet they will say you are fine.. I say that because when I was talking with them and also mentioned I want a big turbo upgrade, I was told they havent found a turbo yet that can max out this pump. Confirm for sure, but I bet you will be fine!
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      08-07-2019, 02:10 PM   #12
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Quote:
Originally Posted by BMW DIY Guy View Post
Absolutely and check the fuel rail pressure very closely.

Check out my last dyno log run here.. look at my fuel rail just CRATER during the run to dangerously low levels. This HPFP isnt cheap (so is the OEM), but absolutely worth it in my opinion already.

https://datazap.me/u/bmwdiyguy/april...whV6_5kafI4JtA
According to the log your AA tune is running 20psi on stock EWG turbo!!????

Its no wonder your HPFP couldn't keep up with that amount of target boost.

But after seeing your log im not as concerned about my PS2 map dipping the rail pressure to 1800-1900psi!

But huge thanks for making this video!!!
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      08-07-2019, 02:37 PM   #13
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20PSI target and max 3 degrees of timing advance. Not ideal. Much better to have 17PSI and 10 degrees of timing. Also IATs skyrocket from 79F to 113F by the end of the pull. But good to know the HPFP could keep up on stock LPFP.

Quote:
Originally Posted by Munchi435i View Post
According to the log your AA tune is running 20psi on stock EWG turbo!!????

Its no wonder your HPFP couldn't keep up with that amount of target boost.

But after seeing your log im not as concerned about my PS2 map dipping the rail pressure to 1800-1900psi!

But huge thanks for making this video!!!
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      08-07-2019, 02:52 PM   #14
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Quote:
Originally Posted by Munchi435i View Post
According to the log your AA tune is running 20psi on stock EWG turbo!!????

Its no wonder your HPFP couldn't keep up with that amount of target boost.

But after seeing your log im not as concerned about my PS2 map dipping the rail pressure to 1800-1900psi!

But huge thanks for making this video!!!
Advanced timing or high boost. AA chose boost LOL. Same performance for the most part. One is just a little safer than the other IMO.
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      08-07-2019, 03:09 PM   #15
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Originally Posted by JaredG_F30 View Post
20PSI target and max 3 degrees of timing advance. Not ideal. Much better to have 17PSI and 10 degrees of timing. Also IATs skyrocket from 79F to 113F by the end of the pull. But good to know the HPFP could keep up on stock LPFP.
Yeah.. IATs were an issue for sure. The dyno shop owner says (grumbly voice here) MAH FAN is good 'nuff for 1,000hp Mustang, its good enuf for you!"

*sigh*

No dude.. more air.
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      08-07-2019, 03:25 PM   #16
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Just a side note, and it might not be the case with BMW at all but on previous cars of mine, once you change fueling mechanics (pumps/injectors/ext) the trip computer gets off. Unless you’re measuring by miles and actual added fuel to the tank measurements it might not be accurate. One car I was getting over 80mpg and another was less than 3mpg according to the cars computer.
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      08-09-2019, 04:12 PM   #17
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Quote:
Originally Posted by JaredG_F30 View Post
Yes I've been reading about stage 2 LPFP frying EKP modules so was trying to avoid that route, but most who do the XDI HPFP upgrade seem to have an upgraded LPFP as well. Good to see you realizing benefits on stock LPFP and data to back it up. Looking forward to the dyno logs. Are you going to run a richer ethanol mix and bump up the boost?
I run XDI-35 HPFP with stock LPFP. 21 psi on PS2 and have run ethanol mixes up to e40. No problems.
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      08-10-2019, 09:59 AM   #18
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I'll throw in my two cents worth of review, too. I've run E50 on this pump with boost at 25 psi at peak torque and tapering to 20 psi at redline. On some occasions under those conditions it would fuel cut briefly at the top of 2nd if going from a 3,000 RPM brake torquing launch. The speed at which it rips through the top of the rev range in first and second gears just starts to overwhelm its delivery rate a little bit. Not bad at all, and the XDI-60 will do better than that.

This is a modular pump with replaceable flanges and fuel inlet configurations. It's essentially a universally reconfigurable pump that can apply to nearly any Bosch based direct injection application. The pump body is o-ring sealed to a removable flange that's tailored for the specific application. It can rotate within the flange for orientation direction. There's an inlet body mounted to the pump body that can be reoriented for inlet direction and connector type. This allows them to cover the half dozen vehicle brands that they do. That and other odd bits, like the flush headed allen bolt that replaces the stock one that holds the front knock sensor in place. The modular design should allow adaptation to the B58 and even S58 platform with a new flange and the right inlet configuration. I suspect we'll be seeing 700 - 800 whp B58s and 1000+ whp S58s with aftermarket HPFPs in the future, mods permitting. Yay!

All of this is brilliant, but, the same pump used in Ford applications is $1600, rather than $2000. The only difference is the flange, the inlet orientation and inlet fitting. The orientation can be changed easily and the fitting replaced for about $10. The flange costs no more to machine for the Ford versus the BMW application. The accessory hoses and fittings are of equivalent value between the two applications. A significant "BMW tax" is being imposed here, in my opinion. Most likely in large part by the fact that TTFS is the only re-seller for the BMW version of the pump.

My experience with TTFS at the beginning of the year was less than stellar. It took 41 days from the time the pump was ordered to the time it was delivered, with several un-returned emails and phone calls along with phone conversations and emails filled with apologies and empty promises of mine being shipped in the next batch, next week. Only when emailing and calling to leave a voice mail cancelling my order did I get a last return phone call and promise to ship it out. Finally it arrived at the end of the week as promised in that call. I'm sure it was largely due to XDI's backlog of orders at the time, but it could certainly have been handled better.

In terms of design, there is one small flaw. The pump body itself is sealed between it's OD and the flange's ID with an o-ring. Similar to how the factory HPFP is sealed within the vacuum pump body. But with the XDI, neither is sealed to the vacuum pump itself. Only the flange mating surfaces tolerance between the vacuum pump flange and the fuel pump flange allow any kind of seal, possibly allowing oil to weep. You may want to use a tiny amount of carefully applied sealant, being careful not to use excess.

With all of that said, while it may seem like I'm dumping on this pump, I actually really enjoy having it on the car. It allowed me to ditch PI and my JB4 and run elevated boost levels with cleanly controlled DME PI for factory smoothness and big power. It certainly delivers, I just wish it did so at lower than earlier adopter prices with German luxury car owner tax added on top of that. Hopefully one of the other vendors who've been teasing at offering a pump will have something on the market soon to drive down prices. In the meantime, if you're looking to stay DI and make big power, these pumps will do that.
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      08-13-2019, 01:49 PM   #19
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"In terms of design, there is one small flaw. The pump body itself is sealed between it's OD and the flange's ID with an o-ring. Similar to how the factory HPFP is sealed within the vacuum pump body. But with the XDI, neither is sealed to the vacuum pump itself. Only the flange mating surfaces tolerance between the vacuum pump flange and the fuel pump flange allow any kind of seal, possibly allowing oil to weep. You may want to use a tiny amount of carefully applied sealant, being careful not to use excess."


Actually I had my 25 year master mechanic buddy over my shoulder the entire time doing the install, and he commented on that as well. (Ironically its why I use plurals sometimes during the video, since its me and my buddy supervising! lol)

He suggested and added a VERY thin coat of some sealant, not sure what, against that flange to the body to just makes sure.

I cannot wait to get my car back to the dyno and some updated tunes after that to really start to draw on what this pump can do.
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      08-13-2019, 03:08 PM   #20
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Quote:
Originally Posted by hardparker View Post
I'll throw in my two cents worth of review, too. I've run E50 on this pump with boost at 25 psi at peak torque and tapering to 20 psi at redline. On some occasions under those conditions it would fuel cut briefly at the top of 2nd if going from a 3,000 RPM brake torquing launch. .....

All of this is brilliant, but, the same pump used in Ford applications is $1600, rather than $2000. The only difference is the flange, the inlet orientation and inlet fitting. The orientation can be changed easily and the fitting replaced for about $10. The flange costs no more to machine for the Ford versus the BMW application. The accessory hoses and fittings are of equivalent value between the two applications. A significant "BMW tax" is being imposed here, in my opinion. Most likely in large part by the fact that TTFS is the only re-seller for the BMW version of the pump.

My experience with TTFS at the beginning of the year.....

I felt This ^^ to be the case from the beginning which is why I’ve taken a “wait and see” approach. 100% certain when competitors develop their own variations, XDI/TTFS will have a “sale” and/or price drop.

.
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      08-13-2019, 09:47 PM   #21
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gonna try and attempt this install this weekend on my f30 n55. .. looking forward to checking it out! ill let you know how it turns out.. thanks for the video!
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      09-14-2019, 04:55 PM   #22
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gonna try and attempt this install this weekend on my f30 n55. .. looking forward to checking it out! ill let you know how it turns out.. thanks for the video!
How did it turn out?
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