Ford vs Chevy Build-up

[Painter]

Well Rich here goes- I don't know about this controller you have or ford efi for that matter BUT. Onthe lT 1 s that I have built and worked on we plumbed the line from the pump to one end of the fuel rail and ran a line from the other end to the regulator then the return from the regulator to the fuel cell. I am thinking this your problem. EFI is different that carburation. I bet if look on those fancy fuel rails they have an fittings on both ends. Us one for inlet and the other to the regulator.

[HandOverFist]

Originally Posted by Painter

Well Rich here goes- I don't know about this controller you have or ford efi for that matter BUT. Onthe lT 1 s that I have built and worked on we plumbed the line from the pump to one end of the fuel rail and ran a line from the other end to the regulator then the return from the regulator to the fuel cell. I am thinking this your problem. EFI is different that carburation. I bet if look on those fancy fuel rails they have an fittings on both ends. Us one for inlet and the other to the regulator.

Not sure I understand. How does the regulator lower the pressure to the injectors if the rails see the pump pressure before it connects to the regulator?

Is this what you are describing? Is adjusting the pressure at the regulator returning fuel to the cell at a rate to match what is shown on the gauge?

[black88coupe]

What color are the injectors?
19lb. injectors have tan tops.
24lb. injectors have blue tops.
42lb.injectors have green tops.

[HandOverFist]

Originally Posted by black88coupe

What color are the injectors?
19lb. injectors have tan tops.
24lb. injectors have blue tops.
42lb.injectors have green tops.

I'm pretty sure they are blue Mitch. Is the way I have the system currently plumbed completely wrong? Would it cause a rich running condition which I could not compensate for? I had read somewhere the way it is currently set up it might lead to a lean condition on #5 and #6 cylinders under certain circumstances, but that was with very high hp applications.

[black88coupe]

I haven't ever run my fuel system that way so i have no experience with a setup like that. The factory fuel system with a little larger pump is capable of supporting a pretty good amount of HP on it's own. My setup was about 325hp so the factory style setup works fine for me. Sorry I can't help you more.

[Tony Corley]

Here you go Rich. Copied straight from Aeromotives website.


Unlike a standard or “dead-head” carburetor regulator, which controls pressure between itself and the carburetor by stopping flow, the bypass regulator controls pressure between itself and the pump by bypassing flow. The optimum EFI regulator location is after the fuel rail(s) when possible. All pump flow, minus engine consumption, must always run to the regulator, wherever it is. Putting it after the fuel rail means all fuel must run through the fuel rail, and over the injector inlet, at all times. This ensures full flow is available to the injector in any instant. Most Aeromotive EFI regulators have two inlet ports, one on each side, and one bypass port, on the bottom. Either inlet may be used with a single fuel rail engine, both inlets with dual fuel rail engines. Any unused inlet ports must be blocked with the appropriate port plug. The ideal flow-path is: out of the fuel pump, into one end of the rail; out the other end of the rail, into the regulator side port(s); out the regulator bottom (return) port, back to the top of the tank. Dual rail applications should employ a Y-block to split the supply line before entering the rails, then individual lines are run from the opposite end of each rail into each inlet port on the regulator.

[black88coupe]

Originally Posted by HandOverFist

How does the regulator lower the pressure to the injectors if the rails see the pump pressure before it connects to the regulator?

Even though the regulator is AFTER the injectors in the fuel system in that configuration, the injectors are not seeing FULL pump pressure/ flow. The regulator is still allowing excess pressure/ flow back to return to the tank even though it is located beyond the injectors. The only way the injectors would see full pump pressure/ flow in this setup is if the regulator was completely closed off not allowing excess pressure/ flow to dump back into the tank. Basically dead heading at the regulator.

[fordteacherguy]

Back to basic EFI checks:

EFI injector wiring to correct cylinders/hopefully not ,modified? This is a SEFI engine if using stock processor and injector wiring /injector firing order must remain stock to proper injector in proper cyl at proper time.

Is Baro wired in? No baro = no altitude calculation . With key on signal wire should put out around 159 hz depending on you weather baro and altitude. Should be able to see on scan tool or programmer.

ECT reading ok? IAT Reading OK? If engine sits overnight ,,,,,both should read close to ambient temp

TP around 1 V at idle.

I'd confirm all baseline readings first/.maybe take programmer off and check running with stock processor. They are more adaptable than you think.

[black88coupe]

Originally Posted by fordteacherguy

i'd confirm all baseline readings first/.maybe take programmer off and check running with stock processor. They are more adaptable than you think.

x2

[Tony Corley]

First step will be to connect the regulator correctly, as shown in the 2nd drawing you made. Then you can adjust fuel pressure.