am I missing anything?? Return fuel setup for 600+ RWHP - Page 2 - Forums at Modded Mustangs
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post #21 of 55 Old December 7th, 2015, 09:36 PM
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Yes it is ok to use. Won't hurt a damn thing.
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post #22 of 55 Old December 7th, 2015, 09:45 PM
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Originally Posted by limited View Post
this states to use #10 for suction side of pump which makes sense, you can't pump what you can't suck. mentions nothing about pressure line size that I see. #8 pressure line is more than enough
That's why if you read my other post I said 10 an to feed the pumps. I was the first one to tell the op 10 an was over kill. My point was that even though a smaller size is OK on pressure side to be aware that it might be to small on suction side.

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post #23 of 55 Old December 7th, 2015, 10:12 PM
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That's why if you read my other post I said 10 an to feed the pumps. I was the first one to tell the op 10 an was over kill. My point was that even though a smaller size is OK on pressure side to be aware that it might be to small on suction side.
I thought people was hung up on pressure line size and not on suction side. I have been a fan of large suction/feed line size, bigger the better. # 12 would be okay imo. the pressure line should always be smaller than feed, pump will work way to hard otherwise. for 1000rwhp a #12 feed and # 8 pressure would be what I run considering you can get that much fuel to pump(fed from bottom of tank etc)

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post #24 of 55 Old December 7th, 2015, 10:12 PM
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I run a -10 feed line to the rails.

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post #25 of 55 Old December 7th, 2015, 10:15 PM
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I run a -10 feed line to the rails.
Which is exactly why your fucking nuts!!


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post #26 of 55 Old December 7th, 2015, 10:15 PM
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Originally Posted by y2k02 View Post
I run a -10 feed line to the rails.
And you return a lot I bet, heating it up along the way, assuming return style

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post #27 of 55 Old December 7th, 2015, 10:19 PM
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And you return a lot I bet, heating it up along the way, assuming return style
You brought up a good point, the bigger the fuel line is exasperated on a return system the more fuel that you end up returning and churning into the tank. this extra flow you dont use carries with it excessive heat and aerates the other fuel in the tank.


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post #28 of 55 Old December 7th, 2015, 10:23 PM
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I'm always wot when driving it, so it doesnt return as much as you think.
-10 feeds the pumps and -8 out of pumps to a y-block with -10 outlet.
The -10 feeds both rails at the back. -8 out of front of rails to the regulator and -8 return.

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post #29 of 55 Old December 7th, 2015, 11:28 PM
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Originally Posted by y2k02 View Post
I'm always wot when driving it, so it doesnt return as much as you think.
-10 feeds the pumps and -8 out of pumps to a y-block with -10 outlet.
The -10 feeds both rails at the back. -8 out of front of rails to the regulator and -8 return.
for starters I would have run separate #10 feeds to pump, . however you still have plenty of fuel it seems

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post #30 of 55 Old December 8th, 2015, 12:26 AM
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I run a -10 feed as well. I believe it is overkill but I'm not having any problems running 500rwhp with e85 on it.

Haven't had any trouble with the pump vaporlocking or anything either so far. I actually drove back from the track ~45miles and drained my gas tank. The fuel was about skin temperature. Not bad at all for the amount of run time the car saw.

Only problem I've really encountered is the gas sloshes around so much at 1/4 tank that you can hear the pump suck air. Probably isn't real healthy for the pump. I'll be switching to a BBRC tank soon to hopefully remedy this.


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post #31 of 55 Old December 8th, 2015, 02:44 PM Thread Starter
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Good info guys, thank you all so much! I also failed to mention that I am running a dead head setup (regulator BEFORE the rails) so I don't think the -10 will cause the same heating issues that it may in a normal return setup. My last concern is the pumps, is twin 340 division X pumps enough to support 650 rwhp on e85 without a BAP? I do have the wiring upgrade from Lethal also so I am assuming this will be plenty, Lethal and a couple others told me that the twin 340s with 80# injectors will support me up to the 700 rwhp range which I may reach after nitrous. Ill be on a D1 with 2.8, 8 rib and 15% IW OD so my guess is somewhere in the neighborhood of 600 rwhp (through an auto) and I will also have a 75-100 shot just incase.
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post #32 of 55 Old December 8th, 2015, 08:09 PM
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Deadhead is a bad idea.
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post #33 of 55 Old December 8th, 2015, 08:24 PM Thread Starter
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That's not good to hear, I spoke with Lethal and Glenns over the phone before deciding on a fuel system and both recommended this type of setup to keep fuel temps as cool as possible. Both also said I don't need a baffled tank if I stay above a 1/4 tank and neither of the Mustangs have ever seen less than half a tank in the time Ive owned them but I definitely would like to find a baffled tank for some extra insurance. I definitely don't know the science or math behind all of this stuff so Im trying to learn as I go. Ive been having an issue getting ahold of my tuner to see what his input on the setup is, I guess he would be the one to ask since he will be doing the tuning but I know a lot of you guys have first hand experience with all this stuff already and Id really like to get the car done. Today was the last day of the semester for me so I can start installing everything within the next couple of days.
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post #34 of 55 Old December 8th, 2015, 08:28 PM
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It works but I know some tuners (mine included) don't like dead head systems. In tank pumps are less prone to have over heating issues like external pumps.
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post #35 of 55 Old December 8th, 2015, 09:09 PM
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Originally Posted by Scott2001GT View Post
It works but I know some tuners (mine included) don't like dead head systems. In tank pumps are less prone to have over heating issues like external pumps.
Why is it a bad ideal? many people use the dead head system without any issues. As a matter of fact I will be converting to the dead head this winter which will only be a couple line swaps for me.

Its better to run a dead head setup because it keeps the fuel temperatures lower rather then returning the hot fuel back to the tank. The dead head fails when you don't have adequate fuel pumps to keep the pressure constant.


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post #36 of 55 Old December 8th, 2015, 09:31 PM
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there has to be a return/bypass, or it would be a returnless. if your running a return style pump in a returnless style you will over heat pump. however your system relieves it's pressure will create heat, plus in a deadhead system you are running the pump full load all the time

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post #37 of 55 Old December 8th, 2015, 09:35 PM
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there has to be a return/bypass, or it would be a returnless. if your running a return style pump in a returnless style you will over heat pump. however your system relieves it's pressure will create heat
Basically what he will do is put the regulator at the fender, run the feed line to the regulator then run the return line back to the tank as usual from the regulator. Next you run a feed line from the regulator towards the fuel rails then split if off to both fuel rails individually and that's about all it takes fora return style dead head setup.

If you keep the FRPS at the end of the furthest fuel rail you will get a accurate reading at the base of the rail and this reading will be what the computer sees during operation and during tuning and setup.


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post #38 of 55 Old December 8th, 2015, 09:43 PM
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Originally Posted by SSG Pate View Post
Basically what he will do is put the regulator at the fender, run the feed line to the regulator then run the return line back to the tank as usual from the regulator. Next you run a feed line from the regulator towards the fuel rails then split if off to both fuel rails individually and that's about all it takes fora return style dead head setup.

If you keep the FRPS at the end of the furthest fuel rail you will get a accurate reading at the base of the rail and this reading will be what the computer sees during operation and during tuning and setup.
gotcha, still a return style. I would rather have cool fuel running thru rails than sit in the rails and the feed line from fender and absorb heat. A return style regulated after rails builds not that much more heat, jmho

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post #39 of 55 Old December 8th, 2015, 10:05 PM
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gotcha, still a return style. I would rather have cool fuel running thru rails than sit in the rails and the feed line from fender and absorb heat. A return style regulated after rails builds not that much more heat, jmho
That is what I have now is a return style after the rails.

OP you have the parts to run your system either way you can run it Dead head or the traditional like most of us have done.


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post #40 of 55 Old December 8th, 2015, 10:13 PM Thread Starter
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That's exactly how my setup will be routed David. The decision to go this direction was only made after speaking directly with Lethal Performance, Fore and Glenns. I ultimately went with the Lethal kit and deleted a few things that I purchased from Fore such as rails and regulator. Since the car will be driven on the street on a regular basis they all felt this was the best setup for my build. Here in Pueblo CO, we get consistent 90-100+ degree weather from June to September and this is the time the car will be driven the most.
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