When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
I’m looking for fuel rail and pressure regulator recommendations to fit my factory intake. This is the setup I’m building. Sorry if it’s too much info but I figure it’s best to know more than less. Thanks for any and all reply’s!
2010 LC9 5.3 truck block with forged pistons & rods. Factory 2010 Silverado intake
80lb deka injectors
243 stock heads w fresh valve grind
Twin turbos - garret 57mm comp & 55mm exh
3 inch mandrel bent dual exhaust
Dual walbro 255’s in tank fuel pumps
8an fuel feed and 6an return lines
Cam 212/220, .585/.585, 114 with VVT
Theres a dude on ebay that makes a really nice ~$160 set of fuel rails for that intake. I built my own from scratch, and then found them lol. We used them on another build and they fit great. Sloppy mechanics did a video as well. I think if you search "TBSS fuel rails" on there you'll find them.
Theres a dude on ebay that makes a really nice ~$160 set of fuel rails for that intake. I built my own from scratch, and then found them lol. We used them on another build and they fit great. Sloppy mechanics did a video as well. I think if you search "TBSS fuel rails" on there you'll find them.
Your probably right but some like the idea of running the regulator after the fuel enters the rails rather than before. Also the stock rail has to fill the driver side then cross over to fill the passenger side and this is okay but some engines demand more fuel than what a stock rail can feed such as a 1,000+ plus horsepower engine.
Your probably right but some like the idea of running the regulator after the fuel enters the rails rather than before. Also the stock rail has to fill the driver side then cross over to fill the passenger side and this is okay but some engines demand more fuel than what a stock rail can feed such as a 1,000+ plus horsepower engine.
I maxed out my 80s on pump gas with stock truck rails with the regulator before them and never had a single issue.
Your probably right but some like the idea of running the regulator after the fuel enters the rails rather than before. Also the stock rail has to fill the driver side then cross over to fill the passenger side and this is okay but some engines demand more fuel than what a stock rail can feed such as a 1,000+ plus horsepower engine.
I'm running damn near 1000 crank HP on E85 with stock LS1 rails. Going by trap speed and weight anyway. My Return and regulator is before the OEM rail, 160lb injectors. Sure at some point the factory stuff isn't ideal. But I can tell you from years of experience on several LS turbo setups running E85 that I haven't hit that point yet...and I push harder than most on factory parts. It's a pressure system. As long as the pressure is up, it's equal pressure at all points. If the pressure falls... your screwed anyway. That's why you have AFR and system pressure safeties in place.
Just at thought. Nothing wrong with aftermarket. And I'm sure there may be a slight benefit at power levels higher than what I'm running. Just letting you know 160 trap speeds at 3100lbs seem just fine on OEM "dead head" rails.
Last edited by Forcefed86; Apr 3, 2020 at 09:24 AM.
Okay then I take it your using an aftermarket fuel pressure regulator and mounting it close to the fuel rail.
Again, its a pressure system. It doesnt matter where its located. As an example my race car has it right by the rail.
My street car toy has the FPR in the trunk. 1 -8 line to the front into the truck return-less rails. Its mounted to my surge tank with flex and pressure sensors.
Last edited by Forcefed86; Apr 3, 2020 at 02:32 PM.
Again, its a pressure system. It doesnt matter where its located. As an example my race car has it right by the rail.
My street car toy has the FPR in the trunk. 1 -8 line to the front into the truck return-less rails. Its mounted to my surge tank with flex and pressure sensors.
True when it's a static system with no flow. Once flow is introduced you have head loss which will affect the pressure throughout the system. Oversizing all of the downstream plumbing/connectors will make the pressure drop at the rails minimal.
Sure, there are more efficient ways to do just about anything. Just wonder if the cost is worth the effort. 90% of the time I see "aftermarket upgrades" installed, it's done poorly at best. I believe OEM equipment is usually better (likely safer) than aftermarket EBAY junk the typical budget minded DIY guys use. If your goals can be met easily with OEM stuff. Why "upgrade"?
A single AEM380 and 80's took this setup to 550/600whp or so on E85 at 12lbs. Simple and easy. Now I've I dropped down to E60 with an ethanol sensor and run 19lbs. Logging fuel pressure with AFR safeties. Fuel system is tapped. But I'm making more power than is "safe" IMO for my chassis on the street and don't need more. So in my case... upgraded rails and lines weren't needed. If I wanted more fuel, honestly I'd just buy another AEM380 and take the hit from the smaller lines and dead head system to keep things simple. IF I wanted a 7 sec drag car... I'd "upgrade".
I'm running damn near 1000 crank HP on E85 with stock LS1 rails. Going by trap speed and weight anyway. My Return and regulator is before the OEM rail, 160lb injectors. Sure at some point the factory stuff isn't ideal. But I can tell you from years of experience on several LS turbo setups running E85 that I haven't hit that point yet...and I push harder than most on factory parts. It's a pressure system. As long as the pressure is up, it's equal pressure at all points. If the pressure falls... your screwed anyway. That's why you have AFR and system pressure safeties in place.
Just at thought. Nothing wrong with aftermarket. And I'm sure there may be a slight benefit at power levels higher than what I'm running. Just letting you know 160 trap speeds at 3100lbs seem just fine on OEM "dead head" rails.
I'm still using the stock early truck rail mounted regulator on my setup lol. I'm positive an aftermarket regulator mounted to a set of return less rails is better.
Thanks for all the reply’s guys! honestly I have no idea what kind of power I will make yet. But building the fuel system for the future is worth it to me while I have the motor out.
Thanks for all the reply’s guys! honestly I have no idea what kind of power I will make yet. But building the fuel system for the future is worth it to me while I have the motor out.
Well you could build the fuel system up to the rails then just adapt to the factory rails. Then in the unlikely event you find the power limit of the factory rails, you can put different rails on or a different intake/rail setup and only have to buy a couple things to hook your fuel system up
Pic of my surge tank in the trunk on the 1st page. I used a new OEM tank with the OEM fuel pump that came with it to fill the surge tank. It's my favorite setup so far... Probably done 10-15 fuel systems. Really like the OEM tank capacity and filler neck. Also like not having to sump the OEM tank.
My RX-7 "race car" is harder to see. And I later moved it to the shock tower. NHRA won't let U mount it on the firewall.
Haha, those look like DEEC cooling lines or AMAD Oil cooling lines off an F-15!
Defiantly Jet aircraft lines of some sort.The lines expire and need replacement even if they are in good shape. Old job had bins full of expired hoses free for the taking. I may have borrowed a few!
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Slideshow: From wobbling harmonic balancers to failed EBCMs, these are the issues that define long-term C5 ownership and what repairs typically involve.
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Slideshow: A modern Camaro transformed into a retro icon, this limited-run "Bandit" build blends nostalgia with brute force in a way few revivals manage.
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Slideshow: Cadillac didn't just crash the high-performance luxury vehicle party, it showed up loud, supercharged, and occasionally a little unhinged...
Coachbuilt N2A Anteros Is an LS2-Powered C6 Corvette In Italian Clothes
Slideshow: A one-off sports car that looks like a vintage Italian exotic-but hides a C6 Corvette underneath-just sold for the price of a new mid-engine Corvette.
What fuel rails do you recommend? 
