Going to be fitting one of these as I don't wish to run a full tank of fuel when in TA. Couple of questions. Many one know the price of rstuning fuel rail? what pressure does the standard system use?
So is the standard fuel system 3.5BAR static pressure? Did you manage to find a fuel rail which fits the standard inlet manifold?
Nope, Jenvey will make one or you can buy the one from RS Tuning. From what I've read and spoke to some people thats whats they set the FPR to, it may need mapping altering to suit. But it still means you only need one fuel line being fed to the rail. rather than 2 with the return in the bay. Just need to get a box fabricated for everything to sit in as it can't be exposed due to MSA regs.
ahh ok, I bought an F4R fuel rail from Jenvey, but it fouls the inlet casting on the feed side of the rail. Are you chaging the in-tank fuel pump or running an additional in-line pump to feed the swirl pot?
Intank is staying the same. I have a 044 Bosch for feeding the rail. All jenvey need to do is put the connectors on the top of the rails and it would be fine. I might measure it out when i get back from Switzerland and see how much they will charge as i will only need to run an extra line. Ktec sell a system for 324 but you still need the fittings, pipe & FPR
I may have 2 spare fuel rails. Currently being made as we speak, you will have to run a return line back to the tank which is a pain in the arse.
You don't need to off the rail though. Can all be done in the same location as the swirl pot. All my bits have pretty much arrived now just need to pick up swirl pot.
So are you using the in tank pump to feed the swirl pot and then the uprated pump to feed the rail from the pot? Out of interest will the uprated pump not suck the fuel from the pot quicker than the one in the tank can supply? Or will you have a return to the pot?
return to the pot from the fpr. Its pretty similar to the intank setup atm. The fuel line is pressured to x then excess just gets pumped back into tank. the external fpr has 3 ports and the whole line will be pressured to x and anything extra goes back into the swirl then once that's full it goes back to tank.
Regulator in the boot. I already ran a single new line when the engine came out. There will only be one line to the rail.
For best results the regulator needs to be close to the rail. I know people who have run the regulator at the back and had issues.
Yes but your trying to better the original system that was built with cost in mind. It'll take longer for the regulator to sort out any air or low pressure or flow issues out if it's further away and you don't want that on a turbo car especially if you chasing extra power.
Ive ran an extra line into the engine bay for the feed. Bought the hardlines for in the car and the sheet metal to box it in!
I thought a swirl pot was meant to sit close to the engine, but I guess it's not that important, actually...
So made a custom bracket the swirl pot will now live under the car so no fuel lines will be in the car.
From my track car builds and all the input from specialist: fpr needs to be close to the fuel rail or else you'll theoretically likely get pressure fluctuations. is the OE fpr fixed rate or rising rate? If so you installing this the same, or getting it fully mapped? if your swirl pot is in the boot the defo keep the non-return valve on your pump else it can take a few turns to build pressure at start up. make sure you use a vibration damped mount for the pump, not just for your sanity, but also for pump life. be warned - fuel can get hot in the swirl pot in town driving as friction/heat builds up in the system and doesn't have the nice big fuel tank to dump the heat into. In reality not an issue. Out of interest what size are the swirl pot fittings? - 8 for the pump supply, and then all the rest at -6 unless running huuuuuuuuuge power, but then you'd be into pump diversity etc etc. Oh - relay to run the 044 as it can draw a few amps (I've got the full specs somewhere.....). Nice system btw. Expect you know all the above anyway. Apologies if you do, just a download of stuff if you don't.
Er just seen your drawing. are you following someone's suggestion with the flow logic or your own thoughts or experience? I'd personally have the pump to fuel rail, rail to fpr, fpr to pot return. Reason being is that fpr's tend to control pressure best 'into' them. of course this mean 2 lines into the bay. if this is a proven set up then I'm sure it's fine. My experiences come from building full race spec tb'd engines which need to have everything operate 100% right and accurately as you're chasing every bhp and variances = engine death.
It's a deadend system as standard. The he fpr is a fixed rate regulator at 3.5bar the the new fpr is now in the bay. I've ran 2 lines one for feed and the return.
