Attention: TDR Forum Junkies 
As some of my friends here noticed I have been gone for several months working on a house... still am. I logged in yesterday for the first time in quite a while and read through some of the post.
I see the lift pumps are still big issues. I also noticed alot of people asking what to do.
About a year or so ago I installed a Barry Grant 220 electric fuel pump. I am still running the stock lines. I see some people have tried this and a few have not had any luck.
The instructions called out to make the regulator act strictly as a bypass type valve for lack of a better word. Fuel flows from the tank to the BG220, then it flows out at aprox 16 psi (I think, maybe 14). Here is where most people said heck with the regulator and let the fuel flow to the injection pump at the 16/14? psi. I dont understand why this makes a difference on the BG220, but it does. All the BG people said you had to run the regulator so I did.
Now fuel flows from the tank, to the BG220, to the regulator (which I have set to flow 10 psi to the engine). The regulator has two lines coming out. One splices into the fuel return line, which runs from the injection pump to the fuel tank. This line coming out of the regulator routes all the extra fuel back to the tank, where as a normal regulator would simply restrict fuel flow, making the pump work harder, and there would be no return line. I think this is where alot of the people are seeing their problems. Anyway, the fuel flows from the regulator to the fuel filter, then to the injection pump.
The BG220 is mounted to my frame, protected as much as possible from road debris. I have it mounted in rubber as well to eliminate as much shock and vibration as I can. No high $$ fuel lines, typical rubber fuel line from Auto Zone with hose clamps. I do run the cleanest fuel I can find, and I replace my fuel filter every 4000 miles regardless. I drilled out my banjo fittings to flow more fuel as well (if you do this make darn good sure you get them suckers cleaner than Mother Theresa's soul before bolting them back on the filter housing/injection pump).
I dont know if my maintenance routine is saving my pump, or if its the rubber mount, or if its the cool and clean location its mounted, or if its simply good fortune. I do know I followed what BG said to do with that regualtor, which did not make a lick of sence at the time, but I did it anyway. I dont know how many miles are on it, but I would say about 16,000-20,000 miles easy.
I hope this helps some of you having problems. Dont hesitate if you think your stock stuff is failing. Lack of fuel to the injection pump will screw you on the lubrication side and on the cooling side... diesel fuel cools and lubricates our pumps. You might be getting enough fuel to make her run strong, but you can bet your bottom dollar you are not getting enough fuel to run the injectors, plus cool the pump, plus lubricate the pump all at once.
I see the lift pumps are still big issues. I also noticed alot of people asking what to do.
About a year or so ago I installed a Barry Grant 220 electric fuel pump. I am still running the stock lines. I see some people have tried this and a few have not had any luck.
The instructions called out to make the regulator act strictly as a bypass type valve for lack of a better word. Fuel flows from the tank to the BG220, then it flows out at aprox 16 psi (I think, maybe 14). Here is where most people said heck with the regulator and let the fuel flow to the injection pump at the 16/14? psi. I dont understand why this makes a difference on the BG220, but it does. All the BG people said you had to run the regulator so I did.
Now fuel flows from the tank, to the BG220, to the regulator (which I have set to flow 10 psi to the engine). The regulator has two lines coming out. One splices into the fuel return line, which runs from the injection pump to the fuel tank. This line coming out of the regulator routes all the extra fuel back to the tank, where as a normal regulator would simply restrict fuel flow, making the pump work harder, and there would be no return line. I think this is where alot of the people are seeing their problems. Anyway, the fuel flows from the regulator to the fuel filter, then to the injection pump.
The BG220 is mounted to my frame, protected as much as possible from road debris. I have it mounted in rubber as well to eliminate as much shock and vibration as I can. No high $$ fuel lines, typical rubber fuel line from Auto Zone with hose clamps. I do run the cleanest fuel I can find, and I replace my fuel filter every 4000 miles regardless. I drilled out my banjo fittings to flow more fuel as well (if you do this make darn good sure you get them suckers cleaner than Mother Theresa's soul before bolting them back on the filter housing/injection pump).
I dont know if my maintenance routine is saving my pump, or if its the rubber mount, or if its the cool and clean location its mounted, or if its simply good fortune. I do know I followed what BG said to do with that regualtor, which did not make a lick of sence at the time, but I did it anyway. I dont know how many miles are on it, but I would say about 16,000-20,000 miles easy.
I hope this helps some of you having problems. Dont hesitate if you think your stock stuff is failing. Lack of fuel to the injection pump will screw you on the lubrication side and on the cooling side... diesel fuel cools and lubricates our pumps. You might be getting enough fuel to make her run strong, but you can bet your bottom dollar you are not getting enough fuel to run the injectors, plus cool the pump, plus lubricate the pump all at once.
