Well, talking to me about this subject will only add confusion.

- I've got the modified stock fuel pick-up in the tank (it is the stock/OEM pick-up assembly that's basically been "ported" so as to reduce restriction to flow). This allows me to run next to nothing in the fuel tank while maintaining a constant supply of fuel. The so-called "dip-stick" type fuel pick-ups can't do that.
- A 3/8" ID line conducts the fuel to a Walbro 392 pump that's mounted on the frame-rail adjacent to the tank.
- A 3/8" ID line conducts the fuel the the factory fuel heater/filter assembly on the engine head. Using a die-grinder, I did open up the associated ports that are cast into the head so as to reduce restriction to flow there. I use one of the larger fuel filters that Wannadiesel found.
- A 3/8" ID line then carries the fuel to an Aeromotive bypass type fuel pressure regulator that's set for about 18ish psig.
- A 3/8" ID line finally conducts the fuel to the IP (ultimately through the factory fitting in the IP).
- A single 3/8" ID line was used to conduct the returns from the IP, injectors, and regulator back to the fuel tank's pick-up/reservoir.

As such, the above works like a champ. It supports over 400HP with only a 2psig pressure drop (down to 16psig) as measured in a spare port of the regulator's output. I can get all diagonal 'n stuff going through the fields and creek with less than 1/4th of a tank of fuel without sucking air.


** The problems I DID have with the above was:

> That with a high-boost launch at the dragstrip (1.7ish second 60'), that fuel in the tank would fly to the rear of the tank (and out of reach of the stock fuel pick-up assembly). With that the engine is left with that in the reservoir (which is OK as that's how it's designed to function). The problem there is that again, with the high-boost launch, all that fuel was riding up the rear-most wall of the reservoir and spilling out thus leaving me sucking air.
- The fix for that was to install a lid (tight fitting aluminum plate) on the top of the reservoir to contain that fuel on launch. (A small hole in the forward portion of said lid allows excess fuel in the reservoir to vent as needed).

> A second problem was that after a pass at the track, I was seeing evidence that fuel was being leaked, burped, what ever, from the O-ring sealed housing of the fuel pressure regulator. Huh?!
I believe that what was happening was, that at the end of a full throttle blast at the track, with quickly getting off the throttle, there is a spike in fuel pressure going to the IP. Certainly the regulator was attempting to bypass that extra volume, but I think the fuel return line was too small at 3/8" ID to pass the spike in volume without a corresponding spike in pressure. Apparently that O-ring in the body of the regulator was the weak link.
- The fix for that was to install individual 1/4" ID return lines from the injector return-rail and IP. The regulator has it's 3/8" ID return. Those three lines now go to an aluminum manifold that's mounted next to the power-steering pump. That manifold has a single 1/2" ID line that now conducts the return fuel back to the tank. ~ No more pressure spikes.


(It's icy out this morning and the roads are a mess. The boss texted everyone to stay home . . . . . weird ).