Is my fuel setup sane?
11-22-05, 02:20 PM
#1
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Is my fuel setup sane?
I was looking at the cost to update my fuel system to braided lines when I ran across this very popular diagram. Further research lead me to this thread which discusses the dangers of running any system without a PD. Reading through made me very anxious about both my current setup and my planned setup. I'll detail in this thread both configurations, and I humbly ask for a sanity check from my fellow rotorheads.
The vehicle is an '85 GSL-SE with an SP'ed and t04'd s4 TII motor. I'm using the stock fuel tank, and fuel lines all the way to the fuel rails. I upgraded the pump to a Walbro 255lph inline pump (external, obviously) I retained the -SE's Pulsation Dampener in the factory location on the outlet of the pump. On the motor I used the TII rails in the factory "serial" configuration, with a pair of rebuilt GSL-SE orange-top, LI, 660cc injectors in the primary position. In the secondary position, I used a pair of Marren 1680cc, LI injectors. The TII's factory FPR was retained in the stock location. I am running a Haltech E6X, and have my injector firing mode set to "Staged".
I assumed when I put the car together that the on-pump PD was doing the same job as the rail-mounted PD from the TII. Hence, I removed the rail mount PD and replaced it with a banjo-bolt. I'm now very worried after reading the linked thread (and others) that the pump-mount PD is only compensating for pulses from the operation of the pump and not the injectors.
The new setup would retain the same pump, lines, injectors and fuel tank with a "parallel" fuel rail configuration. The rails themselves would be larger than stock, and I would be using braided steel -6an lines. I was looking at an Aeroquip FPR to replace the stock unit.
A few questions:
Do I need a rail mounted Pulsation Dampener? Do I need two? Is the "serial" configuration dangerous when running say 70% duty cycle? Does the Walbro provide enough fuel volume/pressure? Do I need bigger fuel lines back to the tank?
I'm looking to up the boost above 18psi next season, and I've got all winter to work this out. Any help would be appreciated.
The vehicle is an '85 GSL-SE with an SP'ed and t04'd s4 TII motor. I'm using the stock fuel tank, and fuel lines all the way to the fuel rails. I upgraded the pump to a Walbro 255lph inline pump (external, obviously) I retained the -SE's Pulsation Dampener in the factory location on the outlet of the pump. On the motor I used the TII rails in the factory "serial" configuration, with a pair of rebuilt GSL-SE orange-top, LI, 660cc injectors in the primary position. In the secondary position, I used a pair of Marren 1680cc, LI injectors. The TII's factory FPR was retained in the stock location. I am running a Haltech E6X, and have my injector firing mode set to "Staged".
I assumed when I put the car together that the on-pump PD was doing the same job as the rail-mounted PD from the TII. Hence, I removed the rail mount PD and replaced it with a banjo-bolt. I'm now very worried after reading the linked thread (and others) that the pump-mount PD is only compensating for pulses from the operation of the pump and not the injectors.
The new setup would retain the same pump, lines, injectors and fuel tank with a "parallel" fuel rail configuration. The rails themselves would be larger than stock, and I would be using braided steel -6an lines. I was looking at an Aeroquip FPR to replace the stock unit.
A few questions:
Do I need a rail mounted Pulsation Dampener? Do I need two? Is the "serial" configuration dangerous when running say 70% duty cycle? Does the Walbro provide enough fuel volume/pressure? Do I need bigger fuel lines back to the tank?
I'm looking to up the boost above 18psi next season, and I've got all winter to work this out. Any help would be appreciated.
11-23-05, 09:48 AM
#2
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Thread Starter
bump. no one has any thoughts about using aftermarket PDs or pulsation in 'Staged' mode? At what point do you have to upgrade beyond a Walbro 255/Stock diameter fuel lines?
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