Fuel question in gen 3 hemi

[USCG CHARGER]

Are u guys running a full return style efi fuel system? Tank - pump-Y- rails-regulator- to tank

 

[03ramit1]

You can but as you know the Hemi runs a deadheaded system. It really depends on the fuel pump. My aeromotive requires return line. But some factory pumps do not. It's all a matter of what you decide to run.

 

[USCG CHARGER]

I'm going to run a return line but do I run a full return after the rails or put the reg on n4 the rails and run a return style with a dead head?

 

[Map63Vette]

I've got the system you described in my setup, but I went with an aftermarket intake, so I made my own fuel rails. I like the full return style because it keeps the fuel cool, but I'm not sure it makes a significant difference aside from maybe hard starting during heat soak on a deadhead system where you have to burn through what's in the rails.

 

[Map63Vette]

You should be able to run it either way from what I've read. Generally the regulator is recommended to be after the rails, but the OEMs have been running them before for some time now, so I suppose there's nothing wrong with that setup either, it's plenty tested by now.

 

[Tincup]

Most guys use the 99 Corvette fuel filter/regulator. It has two inlets (feed & return) and one outlet. It is a neat setup, and kills two birds with one stone. Only about $39.00 from Rock Auto.

 

[Uhcoog1]

Most guys use the 99 Corvette fuel filter/regulator. It has two inlets (feed & return) and one outlet. It is a neat setup, and kills two birds with one stone. Only about $39.00 from Rock Auto.

+1 on this

Up to about 600 hp (or a little more with a boost a pump), a walbro 255 in tank or walbro 392gsl out if tank with this corvette regulator is GTG (though you've still got to figure out how to always keep the pick up covered). Above 600, its time to upgrade to a better pump (or dual/triple walbro's), and a good time to do a full return style. As you know, a full return style allows for a boost referenced regulator, which is a good thing to have once you get up above 8 psi or so. A deadhead can be stretched to do boosted applications over 600, but you'll just have to decide if you want your fuel system to potentially be a limiting factor or a tuning issue.

 

[USCG CHARGER]

I already have my fuel components ( eliminater pump, aeromotive filters and efi bypass reg.) I also already have aftermarket fuel rails with my 80lb injectors. I'm running a kenne bell at about 10-12 lbs should be around 600rwhp. I know a ton of 1000rwhp cars that have the dead head but they obviously don't have the same style pump I have.

 

[Uhcoog1]

Are you going to be driving this on the street much? How about on road trips?

Given what you have, I'd say the full return style system is the way to go (since you're only fuel line away from it!). If you're going to be doing long drives, I'd also consider an aeromotive pump controller (not neccessary, but additional insurance).

 

[USCG CHARGER]

What's a pump controller ?

 

[Map63Vette]

I think it's basically a voltage regulator that scales down the pump power to lower pressure. Some cars do they entire fuel system that way, no regulator at all, just a PWM pump. I think the idea is that if you're on a long trip and really not pushing that much fuel at cruise there's no point in pushing the pump full tilt and dumping all that fuel back in the tank through the bypass regulator. The controller lowers the voltage to the pump which cuts down the flow so you're not pumping at much fuel when you don't need it.

At least I think that's what Uhcoog's getting at, I'm sure he'll chime in with what he meant.

 

[Uhcoog1]

Aeromotive sells a pump controller for their pumps. The current one is a 16306. They've had a few generations of them, and you can find used ones floating around.

They work by cutting the voltage in and out so many times a second, not lowering it like you'd think. The idea is as MAP says, to keep from pushing 800 lb/hr when you don't need it. Excessive heat can cause the aeromotive pumps to fail, and the pump controller will cut the flow down significantly below a point you set.

I would assume a well thought out fuel system would be okay without one, but I know the eliminator flows a lot more than the a1000, and I've heard more guys getting a pump controller with the eliminator. Call aeromotive- they'll help you out. Aeromotive told me I didn't need one for an A1000 unless I was going to be taking long road trips. The most susceptible time to excessive heat and pump failure would be with low fuel in the tank and an aeromotive pump running full capacity while cruising at low rpm for hours and not much fuel in the tank to keep it cool.