Aftermarket fuel presure regulator?

[Agnem]

The Night Moose has a goofy fuel tank arrangement. Turns out they eliminated the tank selector valve, and now just have in-tank pumps, which depending on the position of the switch on the dash, determines which pump runs. The supply and returns are common between the two. I have no idea how they control the return flow, but I assume it has something to do with the pump in the tank. Anyway, these pumps put out 60+ PSI. I was thinking it would be nice if we could keep them in, rather than go to the effort of changing pickup assemblies, and putting in a FSV. All i would need to do it is put a regulator downstream of where I tap into the line to go to the IP, and then just run the fuel back to the tank. Basically a fuel loop with a higher presure side and a lower presure side. The high side being the 7 or 8 PSI we need. Ideas?

 

[towcat]

mel-
if I were you, I'd check the cost of the in-tank pump replacements before you get too carried away on this idea.
also, they're getting 60 psi on gas, you will either burn out the pumps shortly after introducing diesel and whatever other cocktail that goes in the tanks or you will see an increase in the psi due to the fluids being more viscous.
but we always need new willing lab rats

 

[6 Nebraska IDIs]

I run Holley FPR's on our Mustang and Camaros, they seem to work very well. In terms of my Eclipse, I run a hopped up fuel pump in the tank, running on a regulator at the injector rail. I see no problems with you running those fuel pumps with a pressure regulator, if thats the question you were asking.

 

[MIDNIGHT RIDER]

Vulcan Diesel, among others, has a bypass regulator, Simco or somesuch, that bleeds off the excess pressure and puts it in the return-line system.


I would completely do away with the in-tank pumps, as I have never seen anything but trouble from them, gas or diesel.


You are smart enough to devise your own draw/return system that would be far superior to whatever mess it is that is currently on that truck.

I suggest you use JIC 90* bulkhead fittings for entering the tank, with a draw-straw for the DRAW.

 

[Diesel JD]

They tend to be expensive and a PITA to replace. I have no idea what would happen to them in a diesel application, let us know if you decide to find out.

 

[subway]

there are several that you can get from summit or jegs with a return line. i was looking at them before but decided to save the 100-150 and built my own.

 

[Agnem]

Well cost will be a factor my son may have to evaluate. Any alternative will result in a complete re-plumbing job. Something that will chew up precious time. The regulator is an easy quick fix. Anything else will result in significant delay. At this point time is the most valuable commodity. He can always change the fuel system after we get it on the road. The in-tank pump in the Moosestang works just fine on the crap I feed it, but it's a low presure transfer pump, and not the same deal as in this rig. Thanks for the recommendations, I'll look them up.

 

[Fordsandguns]

Can you replace the high pressure pumps with the low pressure type like the moostang has?
I have no idea about the line connections on the different pumps, but thought I'd throw it out there anyway.

 

[icanfixall]

Mel.. Why not just remove the intank pumps and run on the original lift pump that Navistar used. Or run a Hlooey red or something cheap along those lines. Replumbing shouldn't be that big of a deal. Maybe just set it up to tun off one or the other tanks with the factory mechanical lift pump. That way you feed and return to the same tank for now. Sounds easy on the plumbing too.

 

[sle2115]

It can be done Mel. We ran an S10 with a carburetor with the MPI in tank pump that made close to 60 PSI. Regulator will work, but I'd be concerned with the longevity of a pump that is already plagued with problems pumping thinner gas, let alone dieselor "other" as Calvin said. If it were me, I'd prolly give it a try, but I wouldn't invest $100 in a regulator as you may not need it long!

 

[Agnem]

Well I'll have to see how easy the pickups are to mod. We already have an inline pump handy, but going that route would mean installing a FSV and totally redoing the fuel system, as the hose is pipe that is welded up and not friendly to modification. Again, it's a time and materials issue. The regulator seems like a 5 minute install, versus an entire day to do something else.

 

[subway]

i hate those pay now or pay later deals

i got an extra FSV if needed although from what i have heard i would go manual.

 

[Ironman03R]

I'm gonna try this myself when I drop the 6.9 in the F150. I would use a bypass type regulator.

 

[RedTruck]

If my F150 has the front tank selected it will return the fuel to the rear tank (or vice versa...it's been a while since I've drove it). It can cause an overflow situation if you don't watch it. There were a few TSB's documenting this problem...and there was a fix that Ford did. Before you procede you may want to see if your pickup had those problems and if it was fixed. I believe you can give your dealer your VIN number and they should be able to look it up.

Here are two TSB's that I've found on it. There may be more. I know I've heard of guys with '94 F150's with the same problems.

#1

NHTSA Campaign Number: 91V146000
Vehicle/Equipment Make: FORD
Vehicle/Eqipment Model: F150
Model Year: 1989
Mfg Campaign Number:
Mfg Component Desc: FUEL SYSTEM, GASOLINE:STORAGE:AUXILLARY TANK:SELECTOR DEVICES
Mfg Involved in Recall: FORD MOTOR COMPANY
Manufacture Dates: 02-01-1989 through 02-01-1991
Type of Report: V
Potential # of Units Affected: 350,000
Date Owner Notified by Mfg: 12-20-1991
Recall Initiated By: ODI
Mfg Responsible for Recall: FORD MOTOR COMPANY
Report Recieved Date: 09-04-1991
Record Creation Date: 09-30-1991
Regulation Part Number:
FMVSS Number:
Defect Summary: THE DUAL FUEL TANK SELECTOR VALVE MAY MALFUNCTION AND CAUSE AN OVERFILL CONDITION IN ONE OF THE FUEL TANKS, RESULTING IN AN OVERFLOW OF FUEL PAST THE FILLER CAP.
Consequence Summary: THE OVERFLOW OF FUEL PAST THE FILLER CAP CAUSES A FUELLEAKAGE, WHICH CAN RESULT IN A FIRE WHEN EXPOSED TO A SOURCE OF IGNITION.
Corrective Summary:


#2

NHTSA Campaign Number: 93V125000
Vehicle/Equipment Make: FORD
Vehicle/Eqipment Model: F250
Model Year: 1993
Mfg Campaign Number:
Mfg Component Desc: FUEL SYSTEM, GASOLINE:STORAGE:TANK ASSEMBLY
Mfg Involved in Recall: FORD MOTOR COMPANY
Manufacture Dates:
Type of Report: V
Potential # of Units Affected: 1,131,000
Date Owner Notified by Mfg: 10-28-1993
Recall Initiated By: ODI
Mfg Responsible for Recall: FORD MOTOR COMPANY
Report Recieved Date: 08-02-1993
Record Creation Date: 07-27-1993
Regulation Part Number:
FMVSS Number:
Defect Summary: A MALFUNCTIONING CHECK VALVE WITHIN THE FUEL PUMP ASSEMBLY CAUSES A PORTION OF THE UNUSED FUEL FROM ONE TANK TO BE RETURNED TO THE SECOND TANK. WHEN THIS OCCURS, THE CAPACITY OF THE SECOND TANK CAN BE EXCEEDED, CAUSING FUEL SPILLAGE.
Consequence Summary: SPILLED FUEL CAN RESULT IN A FIRE WHEN EXPOSED TO ASOURCE OF IGNITION.
Corrective Summary:

 

[hesutton]

A manual system would be the way to go. Who's done it and what was used? Photos?


Heath