I would like some feedback from those of you who want to share your thoughts and/concerns. I read the forums like everyone else, but I admit that I don't get to read everything. Lack of fuel supply in both volume and in a steady pressure seem to be an achilles tendon to being able to tune our cars effectively. There are some answers to the problems, some being better than others, but nothing that seems to be a complete answer to all. Also, the price of some of these answers are also better than others! I must admit that I am not a real fan of the boost-a-pump....especially when you have to peg it out in order to get your necessary fuel...in a few cases even that is not enough fuel and the tuner is forced to dial back the redline and shift points in order not to over-rev the pumps capability. Just seems like there has to be a better answer. After searching for possible alternatives, it has been brought to my attention that gasoline car engines have been using "rising rate fuel regulators" for years....especially for turbocharges and supercharged engines, when the engine was not originally equipped with a turbo or supercharger. I copied a very brief and general description of what a rising rate fuel regulator does. It is: PURPOSE OF THE BEGI RISING RATE FUEL PRESSURE REGULATOR(FMU) The BEGI fuel regulators (formerly known as the Cartech Regualtor) are designed specifically to add fuel to EFI engines modified with turbos, superchargers, and normally aspirated. This is accomplished by using the manifold vac/pressure to drive the fuel pressure up as the boost rises, or with the N/A engines, as the vacuum goes toward atmospheric. NA engines that are subsequently fitted with forced induction often exhibit extreme leanness in the range of 4 inches of vacuum to approximately 3 psi boost. The cause for this is that the turbo/sc can achieve atmospheric pressure in the manifold prior to the throttle being fully open. Under these MAP/MAF and TPS combinations, the ECU lacks proper enrichment and a lean condition occurs. This is not as prominent in later model ODB2 automobiles where the O2 sensor feedback covers a broader range. Okay, I realize that our engines are of the later model, with the O2 sensor covering a broader range, so it is possible that some of the above doesn't apply. On the other hand, as I am not a tuner, as most of us aren't, we really don't have a solid idea as to what is occurring inside our motors. It seems to be that there is a limit in a closed end fuel supply system like ours, where you can only add so much pressure before you lock the injector up, so putting on a fuel pump and overpressurizing doesnt seem to be an option. As well, getting the right volume is also a critical requirement. With a return fuel system it seems like you could have both, as any unneeded volume of fuel is returned via the return hose and the regulator is raising and lowering the fuel pressure in relation to the atmospheric pressure in the motor. Our cars use a pressurized system with no return fuel. Being in the diesel business for over 20 years, I know that almost all diesel injection systems use return fuel systems, with some engine returning more or less than others depending on design and duty cycle, as most diesels are of the turbocharged or blower inducted design. Although introducing a return fuel line in the system is not technically difficult, the fact our fuel tanks are under the back seat inside the cabin, and are made of a composite material make it somewhat challenging. Other than the boost-a-pump option, or the Modern Muscle option, is there anything else out there? Is there a reason that nobody has tried to use a rising regulator with a return fuel path? or have they? Any and all who are knowledgeable, or have something to add, please do so.
I know that Chris (HEMI C) is using a return system along with muliple fuel pumps. His is essentially a beefed up OEM system. SRT Hardware (Chad) runs a dedicated fuel cell that is only used under boost. Right now, I have the OEM pump and boost-a-pump. You're right that its not an ideal set-up, but it is pretty plug and play. No matter what fuel system you do, PLEASE upgrade the factory fuel line. I was maxing out my BAP at 8 pounds of boost with the factory line, switched it out to -6 and now I once again have excess fuel volume with less pressure drop at WOT.
Actually Brad we do have a return system,you just cant see it,Its in the tank.. I have also been told that upgrading the fuel line to what Adam said you should be able to support upwards of 600+ Hp Someone correct me if IM wrong..
I run an Aeromotive 1000 pump and 8 AN line all the way to the front... never loose any fuel pressure even under 18 psi of boost
hey Brad i know shr has gotten a new fuel system in not sure if its ready for resale yet but the do have one or two in real workd testing you could give eddie a call he can tell you more about it
Brad before you go spending more money,Just get the bigger fuel line.I bet your suprised what she can handle before upgrading the fuel system.What HP numbers will you be looking at?
I do not run a boost a pump, I don't use the stock fuel pumps for anything. I run a fuel cell with 93 octane and the stock fuel tank holds my methanol. The Aeromotive 1000 pump is for the 93 octane in the fuel cell.
We made our own fuel system 3 yrs ago. With the KISS method. We use 2 factory pumps Y'd to -8 line. That runs to a regulator(boost referenced) From there we have 2 -6 lines. One to each rail. The return is from the regulator back to the tank. It's worked flawlessly for 3 yrs.
Your probably right,so whats his expected HP? 700-800??If its less then 700 then Im willing to bet his stock pump will work.If he tries it on the dyno then he would know before spending more money and wont hurt anything..
