I'm trying to ascertain the proper way to plumb my fuel system. I'm using the stock primary rails and injectors and have a Full Function Eng secondary rail with ID2000 injectors. Included with my fuel system was an assortment of various pushlock fittings and an Earl's Superstock hose. The Fuel Pressure Regulator I have is a Weldon, which I will be mounting to the front of the UIM.

Once I have my UIM out, I'd like to know exactly what to do next. It is to my understanding that most people remove the FPD (and some do it even with a completely stock fuel system).

Can I basically mimic how the stock fuel system is already routed, remove the FPD and stock FPR, replace the Weldon in place of that, and screw in the pushlock fittings accordingly?

I'm guessing it would be best to remove the primary fuel rail as well to do all of this (or can it be done in the car, including the removal of the FPD)?

If you have any pictures of your fuel system, that would be great Since I'm dealing with fuel here, I'd like to use extra diligence to make sure everything is 100% right.

 

You can mimic the stock routing, which is series. I think it would be wise to eliminate the stock rail and injectors all together. Unless your primaries have been cleaned and flow balanced, I would move towards a new primary as well. Stock injectors are approaching 20 years of age.

Either way, below are two ways to run a series configuration.

For your pushloc fittings, I recommend Otiker clamps. This will help ensure a solid connection as the lines see continued heat. I purchase all of my fittings from Batinc. They are on point with prices and customer service.

BAT - MOCAL Oil Control Systems

 

What I did:

Triple-R: Engine Rebuild - Fuel System Upgrades

HTH,
Crispy

 

I ran mine in parallel and have FFE primary and secondary rails.

I have the feed line with nylon braided fuel line. I ran it to a fuel splitter and ran two lines from the feed line to the primary and secondary, and then ran the other end of the primary and secondary to the FPR. Then one line from the bottom of the FPR to the return line.


I made all the lines myself. I used O-ring (ORB) -6 fittings into each rail and FPR hole. Then I had to use some 90 degree/45 degree and straight -6 fittings. I could do inventory of everything if you are interested in replicating my set up.

 

I also ran mine in parallel, but did it a bit differently. There are three hardlines that come from the fuel tank under the car - the stock feed line, return line, and the evap line. Since I am not running the evap line any more, I used it as my return from the FPR. I used the feed and return lines to feed the primary and secondary rails individually.

KG Secondary rail, Turblown primary rail, ID2000, ID725, Aeromotive FPR, Supra pump (soon to be replaced with an Aeromotive!)

 

Thanks everyone, this is great information.

@XLR8, would the Oetiker clamps on a pushlock fitting cause the barbs to dig into the fuel line too much? I've been reading both ways of the argument, I see a lot of people use pushlocks without any clamps so I am curious.

Are you using a teflon lined rubber hose to go with your pushlocks? If so, would you mind sharing where you got it

Also are you running your car's fuel system in series like one of the above, or are you moving to parallel?


I'm assuming that to route my lines in parallel, it will increase the hose & fitting count. It'd probably be difficult to cram everything under the UIM without first relocating the coilpacks?


I am going the single turbo route but I'm using a smaller turbo and only aiming for around 12psi and maybe mid 350's to the wheel. I think given these modest HP goals, I should be fine with the stock primaries & rails (I am probably going to send my OE primaries out to RC Engineering for cleaning) and continue to run my lines in series?

If I ever plan on bumping up the power, then maybe I'll take another look at the fuel system and redo all the lines again into parallel like how you guys have it.

LASTLY, if I continue to use my stock primary rail, will I have to retap it or anything to get one of my supplied pushlock fittings installed to it? If I have to retap the stock primary rail to get this to work... then I rather just buy a new rail.

 

That's a very nice setup

 

Pm'd

 

The Otiker clamps are designed for pushloc fittings. It would not cut the line any more than a any other fastener.

I purchase all my fittings from www.batinc.net. Their inventory, prices and customer service are great. The line I use is theirs and designed for their fittings.

As for series or parallel, I am running in series and will continue to. I am using the configuration of my second picture, and feeding the secondary rail first.

 

what does the green box represent?

 

Fuel pressure regulator....

 

After much debate, I think I will be sticking with the series configuration for added simplicity. I see the benefit from parallel, but I really don't think I need it with my power goals.

XLR8, I will be following your second (bottom) diagram and feeding my secondary rail first. Thanks for that. Will you be finishing your fuel system soon with the new FFE rails? I'd like to see it and get some "ideas"

Since my Weldon FPR has 2 ports on the side, and the return port on the bottom, I'm guessing I'll need to get a plug to screw into one of its side ports for the series routing?

 

I'm in CA for a month so it will be a bit before I get started again. If you have any specific questions, just PM me. I'll help as much as I can.

On the plug, yes. You will want a plug with O-ring. Typically -6 but depending on the FPR.
Batinc sells them, as well as the other male to male fittings you will need for the FPR. I really like dealing with them. I ordered some Otiker clamps in the wrong size a few weeks ago and gave them a call. They sent me the right size at no charge.

 

on the pics with the green square for the FPR...is the top yellow circle the bottom port on the FPR? and the bottom one is the right side if you are looking at it from the front? does it matter?

 

I used yellow circles to show the connection to the FPR, and red circles for the rails.

The top yellow circle is the left port of the FPR. The line is dotted to indicate that it going on the backside of the square.

Aeromotive, SaRD, and most other aftermarket 3 port FPRs are the same. Looking at them from the front, the left and right ports are input. The bottom port is for the return. In a series configuration, you will be plugging one of these side ports with a fitting. Because you only have one input as each rail is feeding one another. In a parallel, you will be splitting the feed and giving each rail a feed line. In turn, each rail will attach to the each side of the FPR, and the bottom will return as usual.

 

thanks

 

One more question from me... I want to run my new -6AN (3/8") fuel hose directly from the hardlines at the firewall to the rails. What's a good way to secure them onto the hardlines, since they're slightly bigger than the stock rubber hoses?

And in the below picture, could someone help confirm which hardline is the Return and which one is the Feed? I know the far left one goes to the charcoal canister...

 

fitting options to hardlines has been answered a number of times.

 

For future searchers...

As far as the lines on the firewall. In the picture you posted, the middle one is feed and the right one is return.

1. On the firewall hardlines, I simply used double hose clamps on the -6 line once it was pressed on past the flare. It worked fine with zero leaks. Otiker clamps will work fine too, but remember if you ever want to remove them, you will have to snip them off. I used high quality hose clamps and it worked surprisingly well. Not my idea though as most single guys do this with no issues. I ran 73psi in my system at full boost for a year without a problem.

There is another solution that involves a little more work. Batinc.net sells flare fittings that are designed to mate a flared hard line to AN. You will need to cut the flare off of the OEM hard line to slide the back fitting on it. From there, you must re-flare the line with a tool and assemble the rest of the fitting. Its a bit of extra work but a cleaner solution.

 

This is how we do it IRP Competition Fuel System | IRPerformance

 

Yup, double hose clamp works (1 stock 1 aftermarket clamp). I did that on my dual fed V6 when I was boosting it, clamped the -6 line directly onto the outlet of the fuel filter, worked fine with no leaks for years till I parted it out.

 

My method. -06 AN male flare to 5/16" pipe adapter compression fitting (Earls PN 165056ERL)

I used it on the return only. 4 years and no leaks Hose clamps work but look like a**......IMHO.
.


Crispy

 

I used the same method on my car...and here's how the routing looks under the manifold. This is about as stock looking as you can get without staying stock.

 

Lookin' good DDMac.... I forgot that you have the exedy twin disc on that engine. Time to turn up the booooooost

 

CORRECTION:

I apologize for the misinformation. I'm old, and hadn't looked at the lines in awhile.

Looking at the firewall from left to right: Emissions, Return, Feed. The feed line has that little bend in it to make it stick out a little more.

You can see from Crispy's post that he put the fitting only on the return line, which is the middle. The line to the right is the feed.