Engine/Transmission (1994 - 1998) High Fuel Pressure on a 7100

[Jim Fulmer]

So who has played with it on a 12V?



I'm talking about allot of flow and allot of pressure from an aux system during 1/4 mile runs or dyno runs.



What results did you see. I know the puller guys do run allot but are they willing to talk about it.



Jim

 

[WShupe]

I'm pretty sure Scott Vorhees runs dual feed lines on his truck, I believe he used to or still does run Van's auxillary pump as do you correct? I was just thinking about this very question, here is a picture of a dual feed on Chris Watson's new puller http://us.a2.yahoofs.com/users/43d6fa5fzcb37159f/4129/__sr_/b35f.jpg?phAcvHEBqk3DeAVO I think I would run one feed line utilizing the mechanical lift pump, and then another line from the tank utilizing an Aeromotive A1000 with a bypass regulator. You could make a custom tank with two pickups, run both lines through a hydraulic filter then a fuel filter on the frame rail. Then one line would run into the electic pump and the other would run straight to the lift pump. Then put the bypass where the fuel filter housing is and run the overflow valve line and bypass line together with a modified fuel return line for the injectors. I would remove the fuel heater pre-strainer if it was possible and would not run the stock fuel filter.

 

[Jim Fulmer]

I know Scott's setup as it's like mine except I run an A1000. I just switched over to an external regulator... . should have done that a long time ago. I finally found a company in Florida that sells Metric Banjo's to 6AN and Metric Fittings.



I'm going to ditch the pickup and put a feed line in the bottom of the tank next then I might go to Aeromotives biggest pump. Duel feeds are fine but when you can feed the pump with a 10 AN line you don't need duel feeds.



Jim

 

[J.R. Adkins]

Jim,



On the street class trucks I work on we run a -10 bulkhead fitting from the bottom of the tank to the prefilter, to the A-1000 and -10 all the way to the injection pump. Also we run a fuel water seperator between the a-1000 and the injection pump. Then we use a Aeromotive regulator on the back side of the injection pump. Anything smaller than -10 line and we had fueling problems. We run the max pressure we could muster from the regulator also. Good luck.





J. R.

 

[Jim Fulmer]

Jim,



On the street class trucks I work on we run a -10 bulkhead fitting from the bottom of the tank to the prefilter, to the A-1000 and -10 all the way to the injection pump. Also we run a fuel water seperator between the a-1000 and the injection pump. Then we use a Aeromotive regulator on the back side of the injection pump. Anything smaller than -10 line and we had fueling problems. We run the max pressure we could muster from the regulator also. Good luck.





J. R.

That's what I was looking at doing but maybe jumping to a 11102 pump... any opinions on this! The pressure is fine but I would like to have more flow.



I can now get the 1/2" pipe thread to a 10AN to go in the Haisley filter, would this be good too or is there another that is better... ... I just don't know the pressure drop across it.



I had just began testing when I blew that freeze plug out, then had to go on the road.



Here is the link for the fittings http://64.202.180.37/files/metric.pdf



Here is the regulator I used http://www.aeromotiveinc.com/pdetail.php?prod=10



Jim

 

[J.R. Adkins]

Jim,



Im not sure what injectors or fuel supply pressure you are running? But we run some pretty stout sized injectors. Here is what I have found.



1) The A-1000 does not like to pull thru A stand-pipe. It really likes the head pressure when being used in conjuction with a bulkhead fitting in the bottom of the tank.

2) That fuel water sepperator you have can be ported for more flow. Or there is an even larger option.

3) I removed the helicoil at the inlet of the injection pump to go with a larger fitting.

4) I run a considerable amount of inlet pressure to the injection pump. I found we were delivering the fuel faster that the we could get the A-1000 to supply to the injection pump. All of the above changs helped out and we have no problem with fuel supply now.

5) I removed the stock fuel system completly and run the A-1000 as a stand alone system. It is VERY reliable as we use it on daily drivers.



Hope this helps!

J. R.

 

[Jim Fulmer]

370's or 5x18's on injectors



The A1000 would definitely like gravity feeding vise the stan pipe..... in work shortly



Helicoil... . soon also



Fuel pressure... . allot... . this is brand new to try but I like it so far.



I'll try all of the above before I buy a bigger or another pump for sure. The things I would like to try verses time and money are always an issue, always have been.



Jim

 

[Red Stroke]

In the powerstroke world we use a -10 feed from a sump or 5/8" pickup tube, filter, sx pump, then -8 to the factory fuel bowl, and then a regulated return system with -6 lines feeding each head. The only thing I didnt like about the -10 line is it is really thick, 5/8 OD and the ID looked considerably smaller? Basically looks like 5/8" heater hose but thicker walls. I was figuring this feed system wouldn't care if it was feedin a 6 or 8 cylinder. Link for pics is Here

 

[Jim Fulmer]

Something new here to report. I found a fuel shut off valve that has an internal (pre pump) screen here locally in OKC. You can either get them in 8, 10 or 12AN inlet an outlet or mix and match as all parts an interchangable. The screen inside is a 10 micron and all you have to do is shut the valve, and pull the screen out for cleaning.



I'm going with a 12AN to the pump then a 10 AN to the injection pump going through the prefilter/separator that I modified..... good idea J. R. it was easy to do.



Jim

 

[Trashdawg]

I run a FASS 150 w/filters to a A1000 -10 then Y -8 feeds pump, -6 to aeromotive boost regulator. The 150 might be over kill, but hey they are the same price.