tuscanidream

iTrader: (6)

I'm trying to plan out my fuel setup and could use some guidance. I have knight sport hybrid turbo, ID725/2000, and powerFC for my S4 T2. I've purchased the risingRPM fuel rail kit.

I've searched, but can't seem to get actual facts on parallel vs series fuel setup.? What do you guys think about my mockup running them in parallel with the fpr mounted on the oil block? Comments, concerns and advice greatly appreciated.



Also, I was recommended by my builder to get "the aeromotive" fuel pressure regulator. It seems to also be a regular choice by most on here. There is the A1000-6 and the A1000. The difference between the two seems to be the inlet ports. Which inlet port would be better for my application?

A1000-6

• P/N 13109 provides (2) ORB-06 inlet ports and (1) ORB-06 return port.

A1000

• P/N 13101 provides (2) ORB-10 inlet ports and (1) ORB-06 return port.

RisingRPM fuel rails and oil block

• 3/8" NPT ports

Thank you for your advice!

RexRyder

iTrader: (10)

This won't really answer your question but I run 2 walbros with one going to the stock fuel line to the secondary rail only, and the other running through the egr hard line to the primary only going out to a Mallory fpr.

Clean,simple and cost effective.

Havoc

Run Parallel. easy and less pressure drops

smg944

iTrader: (34)

your out of control.

smg944

iTrader: (34)

now to answer your question 1 setup runs 1 line to the primary that connects to the secondary. which would be series. so you can run the stock lines no problems. in parallel you run 2 pumps using 2 feed lines and 1 more for return. you dont need to go parallel. again your out of control lol.

bumpstart

parallel has NOTHING to do with the number of fuel pumps and EVERYTHING to do with making the fuel rail system a RING MAIN

if you are unaware of these concepts , dont comment
my experience with these setups on the car is over more than a decade, ( closer to 15 years )
and my background is refinery reticulation and process control , both of which qualify me to comment

the OP's picture is all serial flow , counter current


a parallel setup will equalise pressure and individual flows ( if at same pulse-widths ) across all the injectors regardless of the flow rate
ie
the factory serial path may amount to significant flow differential across the 4 injectors , especially if using high pulse-width with large injectors and only the s4 fuel rails
( s5 fuel rails have a larger volume which helps with instant surges in the pressure )

consider the factory serial path as an open hose,, pinched slightly at the end,, with 4 big sprinklers along its length
-try it- ,, flow is NOT equal across these "injectors"

the parallel set up is akin to the fire main/ ring main used in the local store
no matter where you stand,, all sprinklers spray equally
and if the supply from one direction is insufficient,, it is made up by flow coming from the other direction
IE
the pipe can rupture totally and the sprinklers either side of the rupture will still be at full flow

EG
,, if your primarys are in hold mode at a large pulse-width ,, the secondarys will not suffer in flow or rail pressure and in fact be supplied backwards from the reg rather than past the two open injectors


a parallel system is basically splitting your supply pipe to 2 with a tee
and feeding EACH rail individually,, with EACH exit from that rail teeing together at the regulator ( either with tee,, or across both IN ports on the reg )

and this system is highly recommended if you run large injectors, ESPECIALLY with only the small diameter s4 fuel rails

smg944

iTrader: (34)

i didnt know there had to be a qualification to comment on fuel. i must have missed that. regardless it is not needed for the power level he is at. if he wants to run them like that it is fine. in my eyes it just complicates things. you only really notice these issues of all the injectors not spraying fully is in a returnless system. if you are sucking the rail dry on a injector pulse you need a stronger fuel pump.

enzo250

When possible I would always run all rails parallel.

Slammedblk7

iTrader: (7)

Parallel. Here is mine

Trots*88TII-AE*

iTrader: (11)

If you're set on using that oil filter adapter, I would run the lines in parallel like this:

Turblown

iTrader: (12)

Preheating the fuel by using that oil filter thing, looks like another possible spot for a leak too..

20B10AE

iTrader: (14)

Elliot,

Preheating, maybe, but since the lines only pass through that adapter instead of connect to it with fittings, I don't think it's an additional leak point.

dwb87

iTrader: (22)

I never really thought about that. I'm glad I opened this thread...

arghx

iTrader: (3)

Holy overkill Batman! You could have kept the stock primaries. Then drop 1000cc secondaries into the stock rail (ID1000 can drop in with all the right hardware), then run that with a Walbro bump and you'd be fine. All aesthetic reasons aside, you don't need an aftermarket FPR, you don't need stainless lines (and certainly not in parallel), none of that. That turbo will do maybe 320whp on a dynojet around 15-16psi (give or take some). I can't believe nobody has pointed this out??

Are you planning to go bigger? You blew a lot of money already... isn't there something else on the car you could fix with all that cash?

RexRyder

iTrader: (10)

Would rather over kill the fuel system then kill over the engine!!

sharingan 19

iTrader: (16)

There's overkill and then there's ridiculous.

All the fuel in the world still comes secondary to a tune. What a shame it would be to waste money on an overkill fuel system and not be able to afford a decent tune, which ultimately leads to a blown motor...

FullFunctionEng

iTrader: (13)

I hate to see anyone use any parts that have NPT fittings on them..

RexRyder

iTrader: (10)

I use npt fittings on my wastegate lines and oil cooler, seems to be working good!

T2onNO2

run parallel

Turblown

iTrader: (12)

A lot of aluminum used to make fuel rails, is for lack of better words " gummy " and is prone to leaks from NPT fittings. We always weld the fittings in..