Quote:
Originally Posted by HWYSTR455
JMAC - Yes, in theory, bank 2 bank is more susceptable to hammering than SEFI.
Jody- You've certainly drawn my curiosity here. I was also under the impression that you want the regulator as close to the injectors as possible, which allows for a faster reaction time to pressure variances. I understand (and have seen others with) your setup, with the regulator in the rear, though it goes against all the design theory I've been taught or researched, so I'm trying to understand. You're saying you see no variations in pressure? Is it possible you're just not seeing it? What types of rail pressures do you use? Generally higher pressures, like 60+?
I've seen 'recommended' system maps by manufacturers of pumps, and as I recall, all recommend the typical bypass system with the regulator either on the fuel rail or right at the fuel rails. I have lately also seen several aftermarket projects that use dead head systems, which has made me wonder.
I'm getting ready to help a friend with a fuel system project that is a big block supercharged application. Space is a premium, and if possible, a dead head in this case would be an answer to the packaging. Maybe I need to go back and re-research the topic, since it seems my knowledge may be dated.
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I am currently running 52 psi and have added a boost reference line to the regulator for 65+ psi under boost. But I have also run the rear regulator at much lower pressures.
Regulator on the rails is the normal way to do it, may even be the best way although it hasn't been proven out with me. One thing it does cause is very hot fuel is being bypassed to the tank. I and many others have had issues with the hot fuel heating the tank enough to cause fuel pressure issues and shutting off the pump. Won't likely be an issue with short trips in town, but on longer runs on a freeway (like Power Tour) or during track use it becomes a big issue.
You could add fuel coolers to the return line I guess, but that's just more junk to bolt on the car. I moved the regulator to the rear of the car years ago after I saw GM doing it on the Vettes (got the idea from a local EFI tuner). Never had a fuel heating issue since, and with my fuel pressure sender in the rails see no variance in pressure at all, no vibrating needle, nothing. That does not mean it isn't happening, just that I can't see it on the gauge or in a/f logging, and the car runs fine this way. I was told the dampner was used as much for noise and resonance as anything, which is an issue in a brand new super quiet insulated car with a warranty, not so much in an older hot rod like we build. I sure haven't heard anything.
Jody