Engine/Transmission (1998.5 - 2002) anyone got a RASP & factory relocated lp?

[BJonesUSA]

Had the lp replaced/relocated under warranty last week, and finally got my FP guage installed... now I see that I'm running 7 psi idle and 5-6 cruise, so I think I'm gonna invest in a RASP. My question now is does anyone have a RASP with the relocated lp? If so, I'd like to hear how you plumbed the system and to see pics if you have any. Thanks in advance!

 

[Supermod56]

No, but if you call Olee Poole he can probably get you the correct plumbing to fit that set-up, shouldn't be too hard to do. You will like the RASP!!!

www.powerbypoole.com



Tom

 

[rweis]

When I did my RASP I:



Have a common out of the tank feed line that splits to feed the lp on the frame and the other side of the split to a feed line to the RASP.



The two feed lines come back together (the lp line to common "on to the ff & VP" is short) and that is where the Hobbs is in the RASP return line to turn the lp on and off.



Then there is a single feed line to the ff and VP.



FYI: Sometime in the future I am going to drop the tank and rebuild the tank cannister so it has 2 feed lines, 1 to each lift pump system (I return my fuel to the tank at the tank vent tube) and lines to the common point.



Bob Weis



Question:

What happens if the in tank pump fails? Can you still draw fuel through it? Would you still want a fuel pickup line in the tank for the RASP? If the RASP concept is turn on the lp for start pressure, then turn it off when the RASP starts pumping, how does the RASP get it's fuel and from where when the in tank lp is shut down?

 

[BJonesUSA]

excellent question Bob, I got the in-tank replacement, so I've been scratching my head trying to figure out how to run it parallel with the RASP as it's designed...

 

[rweis]

Taking this one step further,



On my 02 there is a tank supply line and a tank return line in the tank cannister. "I" think there is a problem with both the supply and the hot return in the same cannister, ie the hot fuel to cool the VP just recirculates (some ~30% is burned, 70% returned to the tank cannister). BUT, that means if you return the hot fuel to the tank vent line you still have 2 possible supply lines from the tank.



TDR CStewart has a cnc replacement fitting ($30@2) that replaces the plastic fittings in the cannister top so you can do whatever you want with the 2 fittings. He has a good thread about how to rebuild the supply line with a full 3/8 tubing and replace the cheap aluminum screws in the tank cannister with stainless steel nuts and bolts so it slides correctly and does not bind up (ie incorrect tank level readings).



However, I am also going to rebuild the return line into a feed line so I will have 2 feed lines. One for the OEM lp, and one for the RASP, each independent of the other.



IF you have an intank lp, then you could do some replumbing of the return line to the tank vent line and take the return line in the tank and make it a RASP feed line. Turn on the intank lp as normal with the RASP before engine start, let it feed the VP common line. Crank the engine, RASP comes up to pressure using the second feed line and the hobbs shutsdown the intank lp (and the RASP intank lp reverse bypass on the intank lp prevents backflow back through the intank lp). IF the RASP fails, the hobbs switch turns on the intank lp and it then feeds the VP. You have to do a little more plumbing than I did initially, but I will have to replace the plastic OEM fuel cannister top fittings within a couple of years anyway. You just got to it before I did.



I could be wrong, but I think the intank lp should work with a little extra effort that will have to be done eventually anyway.



Bob Weis