Fuel pressure regulator

[wmoguy]

I'm changing over to an electric fuel pump, the pump ive chosen I'm concerned may produce too high of pressure on the injection pump. To be on the safe side I'm leaning towards installing a fuel pressure regulator before the ip that dumps excess pressure into the return line.

Questions include:

1. Part numbers on your pressure regulator (assuming what you did works well)
2. Pics and/or description of how and where in the fuel system you mounted your regulator.
3. As I understand it, our IPs like to see no more than 9psi, right?

 

[Ididriver]

I thought anything past 8psi started to mess with the pump and physically advanced the timing? Like 1/4 degree advanced for every 2psi over 8?
What pump did you decide on? I'm wanting to do a e pump next summer.

 

[wmoguy]

I thought anything past 8psi started to mess with the pump and physically advanced the timing? Like 1/4 degree advanced for every 2psi over 8?
What pump did you decide on? I'm wanting to do a e pump next summer.

You might be right on the 8psi thing. Heres the pump I'm using. It's made for oil, but will pump diesel, or more importantly, live up to the WMO cocktails I use.

http://turbowerx.com/Scavenge_Pumps/Base-Model_Pump/Base-Model_Pump.html

 

[itsacrazyasian]

i have a return style adjustable fuel pressure regulator and gauge i'll send you for shipping. I had it when i did the fuel injection to carb swap on this truck before i shoved the diesel in.

its specifically meant for efi to carb swaps so it can return lots of fuel if needed.

 

[TWeatherford]

I believe I read that Heath is running 13 psi without a hitch. RLDSL also did a test, checking timing with fuel supply pressures and found that it doesn't change at all.

 

[leswhitt]

i have a return style adjustable fuel pressure regulator and gauge i'll send you for shipping. I had it when i did the fuel injection to carb swap on this truck before i shoved the diesel in.

its specifically meant for efi to carb swaps so it can return lots of fuel if needed.

Any chance you still have it? I'm about to switch over to an Electric fuel pump but it puts out about 70 psi...I definitely need a FPR. If not, I saw this combo on Ebay and it made me curious. What do y'all think? Anyone have experience?

http://www.ebay.com/itm/170823297294?item=170823297294&viewitem=&vxp=mtr

 

[riotwarrior]

Any chance you still have it? I'm about to switch over to an Electric fuel pump but it puts out about 70 psi...I definitely need a FPR. If not, I saw this combo on Ebay and it made me curious. What do y'all think? Anyone have experience?

http://www.ebay.com/itm/170823297294?item=170823297294&viewitem=&vxp=mtr

ONE simple question, why do you want to go to such hi pressure just to have to control it down to say 8PSI max?

The rest dumping into the return line will cause havoc with the pump. Ask around on here there is experience in over pressure into the return lines.

Bottom line a simple Carrier lift pump is all we need for what we have. If you are building a M O N S T E R capable of 800hp maybe then you would want that...but realistically KISS is best

JM2CW

 

[leswhitt]

ONE simple question, why do you want to go to such hi pressure just to have to control it down to say 8PSI max?

The rest dumping into the return line will cause havoc with the pump. Ask around on here there is experience in over pressure into the return lines.

Bottom line a simple Carrier lift pump is all we need for what we have. If you are building a M O N S T E R capable of 800hp maybe then you would want that...but realistically KISS is best

JM2CW

I agree that KISS is the best, the pump I'm using is a stock spare from my 7.3PSD parts bin and it puts out 70 PSI. In keeping it simple, I'll run the same pump on all of my trucks and since I also run WMO blends, I know this pump will handle it with no problems.

As for overpressuring the return line, it'll have its own line coming off the regulator so I don't see where the problem would like. On top of that, the PSD's run this pressure all day long and don't have any problems with the return lines. As long as the line is rated to handle the pressure, what difference does it make?

Other's have complained about their carrier pumps dropping to 2 psi at WOT but with this pump, it'll keep a steady 8psi at the regulator all day, every day.

I'm not making a HP monster but this truck will be regularly loaded down in the 20-25K range and fuel starvation, priming the air out of the lines, and the thought of a ruptured diaphragm are all headaches I want to avoid right from the get go.

 

[79jasper]

70 psi would blow the orings right out of a return cap.

Can't compare psd return system to idi return system.

Sent from my USCC-C6721 using Tapatalk

 

[theguruat12]

I would highly recommend against this having read Eric's issues using a very similar psi pump.

http://www.oilburners.net/forums/showthread.php?63188-E-Fuel-Conversion-and-New-IP!/page9

 

[leswhitt]

70 psi would blow the orings right out of a return cap.

Can't compare psd return system to idi return system.

Sent from my USCC-C6721 using Tapatalk

I'm not going to be using the stock idi return system, my return line will be coming off of the regulator. The layout will be fuel tank to fuel pump to regulator to fuel filter to lift pump, etc. The stock system will only see the psi that comes out of the regulator which will be 8 psi. I 100% agree that you can't run 70 psi through a stock system and have no intentions to.

 

[leswhitt]

I would highly recommend against this having read Eric's issues using a very similar psi pump.

http://www.oilburners.net/forums/showthread.php?63188-E-Fuel-Conversion-and-New-IP!/page9

I didn't read the entire thread but it appeared that he wasn't running a return line off the regulator. As long as the regulator is only pushing 8 psi into the stock system, and you have a way to get rid of the excess fuel without using the stock system, the engine could care less if your pump is pushing 7, 70, or 700 psi.

 

[79jasper]

As for overpressuring the return line, it'll have its own line coming off the regulator so I don't see where the problem would like. On top of that, the PSD's run this pressure all day long and don't have any problems with the return lines. As long as the line is rated to handle the pressure, what difference does it make?

I'm not going to be using the stock idi return system, my return line will be coming off of the regulator. The layout will be fuel tank to fuel pump to regulator to fuel filter to lift pump, etc. The stock system will only see the psi that comes out of the regulator which will be 8 psi. I 100% agree that you can't run 70 psi through a stock system and have no intentions to.

Figured you weren't, but the above statement could make it sound that way.

Sent from my USCC-C6721 using Tapatalk

 

[Garbage_Mechan]

I tried this set up on the 86 because I didn't like the pressure dropping to 2 psi at WOT. I used a Walbro pump, and a regulator. No problem with the return flow. I did have two observations: Anyone who thinks the fuel pressure doesn't affect the timing better re read how the cold timing advance works.....by increasing case pressure. I know that if I ran the fuel pressure up, the engine sound and performance changed. 15 psi fuel pressure was fun but I knew better and tried it just for a few minutes. The big downside to the regulated system where the flow is tank>pump>regulator>filter >IP is that it won't prime. With the Walbro or Carrier (Facet duralift) pulse type electric pump, it will easily prime and get running again if you forget to change tanks or otherwise get massive air in the system. With the Walbro powrstroke style fuel pump, it wouldn't prime without taking something loose. It didn't seem to help performance any even though fuel pressure was rock steady any RPM or throttle setting. A couple of other observations. The more fuel we move but don't use, the more heat and aireation we create, both enemys of effecient injection.

 

[Garbage_Mechan]

For you that really want to think about this: Here is the basic flow with stock lift pump or Carrier style pump. tank>lift pump>filter^leak off orfice at filter head to vent air (dropping some pressure)>fuel injection pump^fuel burned>return to tank. What makes the pressure end up where it goes? first, max pressure of the pump. If it will only make 10 psi, that is all there will ever be no matter what else is done. The other is the balance between the pump output flow, the engineered in pressure leaks (vent orfice and tank return flow) and actual fuel burned. So when we have a carrier pump and the PSI drops at WOT the combination of the vent orfice, fuel consumption and return flow exceed the capacity of the pump and PSI drops.
My questions are does the vent orfice have to be the size it is? Can it be smaller? Since we have an electric pump much better at elemenating air I say yes.
Second question: Why not make it a "regulated return" set up so a regulator set at 8psi is installed at the return flow outlet of the pump. Fuel would still flow through the pump and back to tank but only the volume needed to keep it at 8 psi. More return flow at idle, less at WOT. It works on the 7.3 Powerstroke, yes at 60 psi but same concept. And the later 7.3's upgrade to a regulated return to improve performance. The only thing that could go wrong would be if there were not enough return flow to cool and lube the pump. Thoughts?