a little different fuel setup
Thread Starter
Joined: Nov 2001
Posts: 7,903
Likes: 1
From: Cleveland, OH
a little different fuel setup This may not go here but it's for a forced induction car.
I put my fuel setup in yesterday. Not the norm but here goes.
I got a 97-98 vette fuel rail that has the regulator on it that rises 1:1 boost vs fuel pressure from the factory as discovered by Harlan. I used the stock feed line but plugged the return port in the tee back by the rear axle. That left me with a return line to the tank for later. I got the plug from Aeroquip. I think they had to use a "metric 14 to AN" converter and then put a cap on it. Now for the return. I had stuff left from my wrecked TA so I used the "wrecked" fuel line as my new return. I forgot how I plan to get it attached to the rail but I will update this when I work on the car again Friday. At the back, I used the "wrecked" tee on the "wrecked" fuel line. I screwed the stock return line into the tee and bought another plug for the "wrecked" tee. Since I was plugging what used to be the inlet port of the tee, it took a metric 16 to AN converter. I also installed dual Walbro 340s in the tank with a 10 gauge hot wire to the front and a 10 gauge ground to the frame. Since the return line is not really under any pressure (if you remove the stock regulator in the tank), you can use rubber fuel line to connect/adapt any places you need to in the return line. I know it's different and not optimal but I wanted to try and use the stuff I already had available to me. You could use 2 tees....use a couple of the metric to AN converters like I bought and go from the tees to the front with AN line. All sorts of ways to do this stuff.
I put my fuel setup in yesterday. Not the norm but here goes.
I got a 97-98 vette fuel rail that has the regulator on it that rises 1:1 boost vs fuel pressure from the factory as discovered by Harlan. I used the stock feed line but plugged the return port in the tee back by the rear axle. That left me with a return line to the tank for later. I got the plug from Aeroquip. I think they had to use a "metric 14 to AN" converter and then put a cap on it. Now for the return. I had stuff left from my wrecked TA so I used the "wrecked" fuel line as my new return. I forgot how I plan to get it attached to the rail but I will update this when I work on the car again Friday. At the back, I used the "wrecked" tee on the "wrecked" fuel line. I screwed the stock return line into the tee and bought another plug for the "wrecked" tee. Since I was plugging what used to be the inlet port of the tee, it took a metric 16 to AN converter. I also installed dual Walbro 340s in the tank with a 10 gauge hot wire to the front and a 10 gauge ground to the frame. Since the return line is not really under any pressure (if you remove the stock regulator in the tank), you can use rubber fuel line to connect/adapt any places you need to in the return line. I know it's different and not optimal but I wanted to try and use the stuff I already had available to me. You could use 2 tees....use a couple of the metric to AN converters like I bought and go from the tees to the front with AN line. All sorts of ways to do this stuff.
Thread Starter
Joined: Nov 2001
Posts: 7,903
Likes: 1
From: Cleveland, OH
Harlan used v-6 fuel lines. They are probably a direct fit. I would have done that if I didnt already have everything available to me except the "plugs". Harlan also used one walbro, hot wired, and I think he was out of pump around 600rwhp. he was also using svo 42# injectors (lime green). I believe he said he had ALMOST maxxed the 42# at 600rwhp but not quite.
where did you find the 97 vette rail, and how much did you pay for it?
I've been considering similar setup. (with v6 lines though) but all the 97 vette rails are like stupid expensive.
Ryan
I've been considering similar setup. (with v6 lines though) but all the 97 vette rails are like stupid expensive.
Ryan
Teching In
Joined: Dec 2001
Posts: 44
Likes: 0
From: Montreal, Canada
Is this fuel setup documented anywhere? Is it as simple using 96-97 vette rails and V6 lines? How much midding is involved to make it work? I'd love a simple alternative to replace the FMU and rubber return line.
im not sure if the V6 lines will work with the 98 tanks.
Im trying to find that out now. just kinda hard, without droping my tank, and buying some lines, lol
they seem to be adirect replacement for the 99+ though. you will still need the FMU unless you get larger injectors to support your needs.
Ryan
Im trying to find that out now. just kinda hard, without droping my tank, and buying some lines, lol
they seem to be adirect replacement for the 99+ though. you will still need the FMU unless you get larger injectors to support your needs.
Ryan
Trending Topics
there are 2 things, boost referenced, which keeps the pressure differential from the tip to the rail, the same, so the injectors don't get smaller under boost.
Then the FMU which does the same thing, BUT at a non 1:1 ratio. they are normally 4:1, 6:1, 8:1 ect so for every pound of boost, you raise the fuel pressure more, to make up for smaller injectors
Ryan
Then the FMU which does the same thing, BUT at a non 1:1 ratio. they are normally 4:1, 6:1, 8:1 ect so for every pound of boost, you raise the fuel pressure more, to make up for smaller injectors
Ryan
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Originally Posted by cablebandit
Harlan used v-6 fuel lines. They are probably a direct fit. I would have done that if I didnt already have everything available to me except the "plugs". Harlan also used one walbro, hot wired, and I think he was out of pump around 600rwhp. he was also using svo 42# injectors (lime green). I believe he said he had ALMOST maxxed the 42# at 600rwhp but not quite.
The V6 lines were a direct plug in back at the tank, at least on the 99+ plastic tanks. I would think the hardline locations are similar on the 98's but i haven't verified that.
I used braided line and AN tube nuts/sleeves to go from the hardlines to the rails. But i'm sure you could use the quick connect style braided lines that are on the vette.
Last time i looked, the V6 hard lines were $30 or $40, the rails were near $150, and the regulator was another $40.
It's been awhile though
Teching In
Joined: Dec 2001
Posts: 44
Likes: 0
From: Montreal, Canada
I guess I'd have to find a V6 to take a look at under the hood. Where does the pipe come up in the engine bay? I'm presuming on the driver side. Is it far enough from engine to accomodate a V8? Or do they need a few new bends?
I trimmed them down when I put the fittings on the hardlines, but you can get an idea of where they make the turn to come up in the engine bay.
About the same location as stock, but the quick connect ends are more forward than V8 lines. Part of the reason I cut and went w/ braided lines.
About the same location as stock, but the quick connect ends are more forward than V8 lines. Part of the reason I cut and went w/ braided lines.
One my old system, I used the stock 1998 supply line as the return line. Had the tank sumped, used an external pump, and ran a -8 line forward and split it to each rail. Ihave set up two systems using the stock supply line as a return line. 
Originally Posted by smokinHawk
gosh Matt your engine bay looks so "stock" then
LOL. The good old days when i could jump in, twist the key, and just beat on the car. And still get 28MPG on the e-way
damn racecars
TECH Fanatic
Joined: Oct 2002
Posts: 1,648
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From: F.H,Waterford,Port Huron, MI
Originally Posted by y2khawk
That's about right. My old system is now on another Incon car, about 630RWHP on a dynojet. Pump is outta steam at that point, but the 42's are still "ok"
well, 42's are about 48 lb/hr at our stock rail pressure. If you keep that rising 1:1 with boost, they stay that size. Non-referenced you effectively make them smaller as boost goes up.
48 lb/hr * 8 = 384 lb/hr of fuel
BSFC for boosted apps is usually .55 to .6
so 384 / .55 ~= 698 HP at the motor. Which is about 600RWHP w/ a 6 speed. You're at static flow on the injectors at that point though. A little bump in fuel pressure will buy you a little head room. But not much, and a single pump has enough trouble keeping up at that pressure.
600RWHP is really the safe limit on a single 340 and green top 42's, gotta remember on a dynojet you can push it a "little" more and get a number
48 lb/hr * 8 = 384 lb/hr of fuel
BSFC for boosted apps is usually .55 to .6
so 384 / .55 ~= 698 HP at the motor. Which is about 600RWHP w/ a 6 speed. You're at static flow on the injectors at that point though. A little bump in fuel pressure will buy you a little head room. But not much, and a single pump has enough trouble keeping up at that pressure.
600RWHP is really the safe limit on a single 340 and green top 42's, gotta remember on a dynojet you can push it a "little" more and get a number
TECH Fanatic
Joined: Oct 2002
Posts: 1,648
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From: F.H,Waterford,Port Huron, MI
a 50lb injector would be 57 at 1:1 regulator
Oh so a 50lb injector is
50lb/hr*8=400lb/hr
400/.55=727.27hp
And the 60lb motrons
60lb/hr*8=480lb/hr
480/.55=872.727hp
This is with out the boost referance regulator!
Does that sound about right?
Now if the stock Maf could do 700hp-800hp I would have this damn thing beat!
Oh so a 50lb injector is
50lb/hr*8=400lb/hr
400/.55=727.27hp
And the 60lb motrons
60lb/hr*8=480lb/hr
480/.55=872.727hp
This is with out the boost referance regulator!
Does that sound about right?
Now if the stock Maf could do 700hp-800hp I would have this damn thing beat!
Thread Starter
Joined: Nov 2001
Posts: 7,903
Likes: 1
From: Cleveland, OH
Slow, I bought a 97 intake with the rail and 28# injectors on ebay for 100.00!!!! Yes I got a great deal
AndrewB, the stock vette regulator (97-98) is boost/vacuumed referenced. It raises the fuel pressure 1lb for every psi of boost. It also lowers fuel pressure when cruising or idling as the regulator sees vacuum then. What is REALLY sweet about this is that you can enter ONE number in ls1edit for the fuel injector table. The regulator raises and lowers fuel pressure for you so you only need the ONE number...mine with 42# injectors was 5.51 I think. Harlans setup was relatively easy to get and install. I dunno about pricewise vs other options but it is simple....looks factory and works. I try to copy Harlans setup (got incons like he had as well) but he keeps upgrading!!!!!
AndrewB, the stock vette regulator (97-98) is boost/vacuumed referenced. It raises the fuel pressure 1lb for every psi of boost. It also lowers fuel pressure when cruising or idling as the regulator sees vacuum then. What is REALLY sweet about this is that you can enter ONE number in ls1edit for the fuel injector table. The regulator raises and lowers fuel pressure for you so you only need the ONE number...mine with 42# injectors was 5.51 I think. Harlans setup was relatively easy to get and install. I dunno about pricewise vs other options but it is simple....looks factory and works. I try to copy Harlans setup (got incons like he had as well) but he keeps upgrading!!!!!
that is a great deal
i'll have to keep looking.
the tuning is EXACTLY why i want to go to a real fuel system like this.
my horsepower goals are only 500, so nothing crazy is needed.
i just want OEM grade everything, it seems to have better long term durability/reliability compared to racing parts
Ryan
i'll have to keep looking.
the tuning is EXACTLY why i want to go to a real fuel system like this.
my horsepower goals are only 500, so nothing crazy is needed.
i just want OEM grade everything, it seems to have better long term durability/reliability compared to racing parts
Ryan