that is a sexy sumbish!! im digging the ccv bungs on both vc's!!
live life full throttle
It's ok, I had a slight motor porn chub as well.
Tapatalking from a Wind Turbine
So it begins
- Thread starter isootmypants
- Start date
It's ok, I had a slight motor porn chub as well.
Tapatalking from a Wind Turbine
isootmypants
New member
So I spoke to a guy at the aeromotive tent at beans this weekend, obviously talking about fuel systems. I'm currently running a sump to a single filter set up, to a walbro pump, to the front of the head, out the back, to the front of the next head then returned back to the regulator then back to tank.
He says he has been doing r&d with filters before and after the pump..he says more air is generated when the filter is on the suction side of the pump, and substancially less when the filter is ran after the pump.
Also, instead of running in, then out of the heads, that he says to run through the regulator, then a 4 port block and feed a constant 62 psi to each end of the head. Would too much turbulence be cause inside the rail? Like two hoses fighting each other?
Discuss
He says he has been doing r&d with filters before and after the pump..he says more air is generated when the filter is on the suction side of the pump, and substancially less when the filter is ran after the pump.
Also, instead of running in, then out of the heads, that he says to run through the regulator, then a 4 port block and feed a constant 62 psi to each end of the head. Would too much turbulence be cause inside the rail? Like two hoses fighting each other?
Discuss
muthafintank
In the Brig (Banned)
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I like that idea, I'm gonna give it a whirl later on this week
lincolnlocker
Well-known member
you want constant pressure at the heads regardless how its ran... the way you explained it is that fuel goes into regulator then to a feed port to the heads. that would cause bad pressure drops and needs a return line to the tank to let air escape.. you basically want a stock fuel bowl with four feed lines going out the bottom and the return line with a regulator going out the top... that way pressure stays above 60psi to all 4 ports and air can bleed back to the tank..
get ahold of dentexpowerstroke on here...
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isootmypants
New member
Yea, that's why I explained it that way. He said to run it through the regulator first? I asked him why first. I understood that the pump keeps the constant 60psi going TO the heads the the regulator KEPT yhe 60 psi in the heads. He said no. Unless he or I had too many and explained it wrong. But yea, I agree with you. A1000 supplying to engine compartment, filter housing mounted somewhere, then a 4 port block, supply heads, then how to get air out of heads?
lincolnlocker
Well-known member
do what dentex did... find his "year of the 7.3" thread. he posted pics of his setup..
live life full throttle
smokinstroker92
Member
The air can go back through the regulator via the return port. The way I have my fuel block made the return port is on the top of the block and will return any trapped air. The way I see it when you run the fuel through the heads constantly it just heats it up more. My fuel block has a feed port in the front side, 4 ports on the sides feeding the heads and the return out the top.
Not running a pre filter before the pump would scare me a little. Not having any filtration at all seems like a trashed pump waiting to happen imo
lincolnlocker
Well-known member
Krause
New member
TJ, IMO this is wrong (or he was just not communicating something correctly). Done a couple fuel systems, regulated returns and deadheads etc etc, the regulator comes after the fuel has gone through the head (although it can be set up in line, not as good IMO). That said, I would not run it through one head then the other (in series), that's just increasing resistance. Run the supply into some kind of distribution block, and split into two for each head (in parallel) . On the other end of the head, each fuel line will go into regulator and return as a single. All the fuel systems people build, 'regulated returns', not regulated supplies...
As far as your filters. Do NOT put a fine micron filter before your A1000. I agree, risky business not having a filter before the pump, but it cant be a 10 of 15 micron. These pumps are good at pushing, not at sucking. Risk burning it up in short time if you put too much resistance for it to suck through. I run a 100 micron (I think, 150, something in that range) water separator filter pre pump, 5 micron or less post pump.
From a while ago, final filter is a donaldson now, but that's how my filters are.
With the Dahl, I see any air that gets entrained or trapped on the suction side. The only time I can be at risk of getting air is if I run the tank low and the big straw pulls some. Entrained air is the result of many things and to me, not a reason to not run a prefilter.
As it was written, that system suggestion makes no sense to me-- perhaps it makes some sense on a race only application. For the street, you need a return to maintain flow through the system, manage fuel heat and pump life in low volume duty cycles.
When I was playing with gauge sensor location awhile back, the line seems much more turbulent on the pre injector side vs the return side. Has anyone played with regulating the line pressure pre injector? Like Lincoln said, pressure drop would seem likely.
As it was written, that system suggestion makes no sense to me-- perhaps it makes some sense on a race only application. For the street, you need a return to maintain flow through the system, manage fuel heat and pump life in low volume duty cycles.
When I was playing with gauge sensor location awhile back, the line seems much more turbulent on the pre injector side vs the return side. Has anyone played with regulating the line pressure pre injector? Like Lincoln said, pressure drop would seem likely.
Krause
New member
(After I just advocated a regulated return), I currently regulate Via the supply line pre-injector, but only because of other fuel systems and how they tie in (this truck runs a veg setup as well). So I regulate pre-injector into a deadhead system. Dont have any pressure drop issues, not even a couple PSI, but its also currently only 90cc sticks. If I wasnt running a veg system, I would run my original regulated return like I described in post above.
02BigD
New member
Doesn't a fuel\water separator have to be on the suction side of the system to function properly?
isootmypants
New member
I did forget to mention the small inline filter with ball valve, would go before pump. That's what I was trying to figure out...how putting 4 supplies into the head, with only 4 ports on the head, would let the air escape. I'll just stick with a Y distribution block, to the back of the heads, then front of the heads to the regulator
smokinstroker92
Member
If the block only had 4 ports going to the head and one feed port and regulating it elsewhere then no it won't get the air out. But when setup like my system it with a return port on the block that goes to the regulator then the entrained air can go back down the return
Krause
New member
Do this, remember reading about the 4 way feed somewhere but never thought much of it, unnecessary and extra cost.
isootmypants
New member
Pic of your fuel setup please
morefuel
New member
Doesn't factory run a water seperator on the pressure side? And if I'm not mistaken there is no filter before the pump and I havnt heard of the stock pumps going out from dirt or water.
isootmypants
New member
Factory pumps are $25...a1000 is $300....factory uses pickup....I'm running a sump
lincolnlocker
Well-known member
V-Ref
Active member
Tony
What I'd like to see you do....
Hit up Jake for his fuel system bracket....he might sell you one separate from his tank to engine system. It's a pretty nifty deal...it'll mount up to the left rear center console bolt and the right rear drivers seat bolt using some couplers....tucks right up behind the transfer case on EC/SB trucks.
Plumb your sump :ford: right into a filter block sporting a Baldwin BF1252. Good pre pump filter and water separator.
https://www.strictlydiesel.com/p-2773-baldwin-bf1252-fuel-filter.aspx
Then your A1000 pump.
Then another filter block sporting a Baldwin BF7633
https://www.strictlydiesel.com/p-2774-baldwin-bf7633-fuel-filter.aspx
If you don't like the Irate bracket, this looks pretty slick, clean and simple too.
Then on up to your motor. Bunch of ways been done. My math said feeding the back of the heads, returning from the front of the heads to a regulator, then back to to the tank using the original pickup was the best answer. If i remember right the 4 small fittings for the heads were 1/8 NPT. I went 1/8 NPT to a male JIC (#6 I think). Then once you've got a male JIC fitting sticking out of the head...make up your hoses. I used pushlock.
I had wanted to use the DI fittings for the large ports on the back surface of the head for supply, and use bend up some hard supply lines to followed the contour of the transmission tunnel to the frame rail, but my dreams of awesomeness, retreated to using the 1/8 npt ports for supply.
Hope this helps, and if you already had this nugged out....cool....just passing on my 2 cents.
What I'd like to see you do....
Hit up Jake for his fuel system bracket....he might sell you one separate from his tank to engine system. It's a pretty nifty deal...it'll mount up to the left rear center console bolt and the right rear drivers seat bolt using some couplers....tucks right up behind the transfer case on EC/SB trucks.
Plumb your sump :ford: right into a filter block sporting a Baldwin BF1252. Good pre pump filter and water separator.
https://www.strictlydiesel.com/p-2773-baldwin-bf1252-fuel-filter.aspx
Then your A1000 pump.
Then another filter block sporting a Baldwin BF7633
https://www.strictlydiesel.com/p-2774-baldwin-bf7633-fuel-filter.aspx
If you don't like the Irate bracket, this looks pretty slick, clean and simple too.
Then on up to your motor. Bunch of ways been done. My math said feeding the back of the heads, returning from the front of the heads to a regulator, then back to to the tank using the original pickup was the best answer. If i remember right the 4 small fittings for the heads were 1/8 NPT. I went 1/8 NPT to a male JIC (#6 I think). Then once you've got a male JIC fitting sticking out of the head...make up your hoses. I used pushlock.
I had wanted to use the DI fittings for the large ports on the back surface of the head for supply, and use bend up some hard supply lines to followed the contour of the transmission tunnel to the frame rail, but my dreams of awesomeness, retreated to using the 1/8 npt ports for supply.
Hope this helps, and if you already had this nugged out....cool....just passing on my 2 cents.
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