Ayone know which is the highest flowing FPR ? I have a PAXTON now , but the outlet port is soo small ! I just cant imagine that it is large enough for two Bosch '044's . I am thinking of upping to a higher flowing regulator , -8AN return line and an Aeromotive pump controller thing . As usual your opinions are desired , Lemmie know what you think .

 

aeromotive a-1000 flows a good amount.

 

Also anyone using the Aeromotive controller ? I'd like to know if it can power two pumps ?

Billet Fuel Pump Speed Controller, P/N 16302

For any pump, on any type of vehicle, the Aeromotive Fuel Pump Speed Controller (FPSC) minimizes hot fuel handling problems for in-line pumps in bypass systems and it will also keep T-style pumps cool in static systems, extending fuel pump life. Sensing engine RPM, the FPSC kicks your fuel flow into high gear when you need it, but reduces pump speed and flow to keep things cool when you don't. It's like an automatic transmission for your electric fuel pump.

When you're cruising, Aeromotives Billet Fuel Pump Controller automatically steps voltage down to the Fuel Pump at lower RPM, then it continuously monitors engine speed, stepping voltage and flow back up when needed. The RPM step-point is adjustable, allowing calibration for your specific application.

Controller features:

LED indicator confirms correct ignition signal hookup, verifies energization of the manual override circuit, and indicates when the circuit is providing full voltage to the pump.
A solid-state transistor circuit, rated up to 40 amps, replaces the relays recommended in most fuel pump electrical circuits.
Cool operation mount it virtually anywhere.
Housing crafted from billet 6061-T651 aircraft aluminum alloy, protected with a beautiful bright dip red anodized finish.
Complete installation kit wire, override toggle switch, installation hardware, and instructions included.

 

What about a belt driven fuel pump?

There's a Aeromotive FPR with -10 in and -6 out. You could do a -8 that has a reducer to the return hole on the FPR, but I wouldn't worry so much about the -6 out since you need to maintain pressure in the lines pre FPR.

For fuel flow, I would worry more about the lines coming from the tank to the injectors and going back.

I'm using -6 all around with the stock hard lines. I have an Apexi BNR32 fuel pump that has a built in pressure regulator/bypass and it kicks in at 75psi.

At the FPR I adjusted the pressure as high as it would go and I was only able to get the system up to 62 psi before the fuel pump bypass kicked in. That means I'm loosing 13-15psi of pressure just because of the stock lines / restriction.

 

I think the MagnaFuel , MP-9950-B EFI regulator fits the bill , check it out !

http://www.magnafuel.com/products/ef.../MP-9940-B.htm

 

Dual -6AN lines for each rail, dual holley-walbro. A1000 6 an FPR. -6 an stock return. Yes, the stock return is too small. 120 psi tested. Pressure rising + 2 psi then the second pump runs.

 

Why not run a large pump with one feeding a surge tank.

I am running the Eliminator fuel pump and Supra TT.

Supra TT Feeds Surge Tank (-6)
Surge Tank feeds Pump (-12)
Pump Feeds secondary Rail (-8)
Secondary Rail Feeds Primary Rail (-8)
Primary Rail to Regulator (-8)
Regulator to surge (-6)
Surge overflow back into tank (-6)

-6 is plenty for a return line.... you're going to be using a lot of fuel to run the car so -6 is great.

 

I have designed/setup/installed fuel systems with both the Aeromotive (AN10 to AN08 ins and AN06 to AN08 out fittings) and the Magnafuel with the AN-08 in and out. Pressure drop in either systems was less than 7 psi. All the systems I have done are AN08 into the engine bay, parallel AN06 to the rails and FPR, AN08 return. And I have always used the twin 341 Walbro's or single or twin Bosch '044s.

To be honest...the Magnafuel was overkill and $100 more expensive / unneeded in terms of no noticed difference in results. The one test that I wish I could have done would have had to do with "sudden" fuel demand. I just wonder if the Magnafuel's unique design differences make any difference in our applications.

Howard Coleman uses a similar-idea'd fuel voltage controller...Kenne Bell? Something the domestic crowd has been using for years.

Tony

 

So does this mean that if you hit over 20psi of boost the pump will drop pressure all of a sudden and cause you to run lean...??

I guess a way to decrease the pressure loss would be to run a nice -8 or bigger from pump to engine bay...

 

Nope, it means that the fuel pressure will rise just fine to 62 psi but it won't go up any further. When I tested the FPR, the fuel pump didn't switch off it just didn't allow the pressure to go above 75 psi at the pump, around 62 at the FPR, but I didn't see a drop when it hit max psi.

If I remember correctly, the fuel pressure is around 52 psi at 14 pounds of boost, so I think I have plenty of room.

 

Problem is I won't have much room, I have this pump as well and was planning on turning boost up over 20psi...

So if my thinking is right, if I go over 22psi with this pump, the duty cycles would need to be tuned higher to keep the AFR's in check...maybe not too safe if they need to be 85%+ so I should keep the boost at 20psi with larger -8 feed line...

btw, sorry to thread jack.