Turbocharged engines have extremely strict requirements for the accuracy and durability of Fuel pumps, and there are significant risks in the core parameters of KEMSO products. Measured data shows that when the turbine pressure reaches 1.5 bar (as in the EA888 Gen3/B48 engine condition), the original pump needs to maintain a pressure fluctuation of ≤±2%, but the KEMSO sample has a pressure deviation of ±8% during a continuous 30-minute full-load test, resulting in an air-fuel ratio offset of ±0.4 lambda values. In 2024, a report from the German TUV laboratory indicated that this deviation increased the probability of the peak temperature inside the cylinder exceeding 980 ° C by 25% (the original design limit was 920 ° C), raising the risk of pre-ignition detonation to 11%. A typical case is that after the owner of a BMW 330i in North America used KEMSO fuel pumps, the wear rate of the HPFP (High-Pressure fuel pump) increased by 300%, and the single repair cost exceeded 1,800 US dollars.
The high-temperature resistance performance of Fuel Pump is the core indicator of the turbine system. The original factory parts are designed with a flow rate attenuation rate of less than 3% in a 120℃ fuel environment, while the KEMSO products have a 12% flow rate drop at 90℃ and a sharp 28% drop at 110℃. The ISO 16750-3 thermal shock test shows that the insulation resistance value of the motor winding drops from the initial 100MΩ to 2MΩ (safety threshold > 20MΩ), and the probability of short-circuit risk reaches 5.7%. According to statistics from the Australian Modified Vehicles Association in 2023, 35% of turbocharged vehicles equipped with KEMSO experienced fuel supply disruptions after continuous high-speed driving, with an average interval between engine stops of only 8,000 kilometers.
The dynamic response capability directly affects the turbine’s pressurization efficiency. In the comparative test, the oil pressure establishment time of the original Fuel Pump was only 0.3 seconds when accelerating from 1,500rpm to 5,000rpm, while that of the KEMSO product was delayed by 0.8 seconds. A SAE paper in the United States reveals that this delay leads to a 40% increase in turbo lag and a 1.5-second extension of overtaking time at 80-120km/h. What’s more serious is that a 2024 study by the University of Michigan in the United States found that among 22 Mercedes-Benz M276 engines modified with KEMSO, 13 experienced LSPI (low-speed pre-ignition), and the probability of piston ring breakage was 4.3 times that of the original factory configuration.
The reliability of sealing is related to the safety of the system. Under the working condition of a boost value of 2.0 bar, the original Fuel Pump sealing ring can withstand 2 million pulse tests (pressure fluctuation ±5%), and the leakage rate of similar KEMSO parts has risen to 15ml/min after 500,000 times. The accident analysis of DEKRA in Germany shows that such leakage causes the fuel vapor concentration in the turbine intake pipe to exceed 4.8%VOL (lower explosive limit 1.4%), and the calculated probability of ignition risk of the high-temperature turbine casing (> 600℃) reaches 0.0037/ hour, far exceeding the 10⁻⁸/h standard tolerated by the ASIL B safety level.
Compliance differences determine legal risks. The ECE R110 certification in Europe requires that the electromagnetic radiation of the fuel pump be less than 30dBμV/m. However, the radiation value of KEMSO products in the 800MHz frequency band reaches 48dBμV/V, which interferes with the signal accuracy of the engine sensor. Among the recall cases in the European Union in 2022, 5,200 vehicles were involved in OBD false alarms due to non-certified Fuel pumps, and the average compliance cost borne by the vehicle manufacturers was €230 per vehicle. For turbocharged models, investing in certified parts can keep the life cycle failure rate at ≤0.8% and avoid a 97% probability of engine major overhauls – this is an inevitable choice for pursuing a balance between ultimate performance and safety.