I have a buddy needs to know because he's fitting something to the fuel line and wants to make sure it is the inlet. Apparently there's 2 lines that look like fuel lines under the truck - but only 1 line near the injector rails -which has to be the inlet...
if anyone here knows - that'd be great - I'll call him back. He's just worried he'll plumb into the wrong line by mistake.
No return line , only one fue line, feeds the drivers side fuel rail dead ends on passenger side, fuel filter is in tank as regulator also. hope this helps
Does this help, their are emisions lines and stuff runing also.
Thanks Mopar Mudder for that - have printed it off. Our company has developed a fuel saving/emissions device and we're testing it on the Ram. Testing on other vehicles has been very successful so a 500hp V10 will be a good next step and test. We'll do a dyno follow up as well.
cheers
Chad - I never pretended to be a wrench - always been a manager/co director. I leave the detail to those more skilled and qualified than I to do that.
No return line , only one fue line, feeds the drivers side fuel rail dead ends on passenger side, fuel filter is in tank as regulator also. hope this helps
The SRT uses an in-tank regulator, so the pressure regulation and return happens all before the fuel leaves the pump assembly.
You dont have to do a return line when boosting it, but it certainly helps because then you can add an adjustable regulator which aids in tuning, and which will also have a 1:1 pressure ratio which will assist in running clean with larger injectors and a piggyback. To eliminate the internal return, you can simply lathe a plug to "snap in" where the stock regulator is, and then you would put a -6 bulkhead fitting on the top of the assembly to return your fuel to the surge can.
The stock SRT pump is a 255lph, at least in the Vipers, so your limited to 600-650rwhp area anyway tho, unless you throw in a voltage booster. You can add a secondary 255 pump to the stock assembly and use another bulkhead for its output, however its only going to be good for short bursts as the primary siphon that fills that surge can will not keep up with 2 pumps. Your other option is to go the route that paxton does, and add an external 255 that is fed from the stock pump. That, with one of those high ratio FMUs dumping back to line inbetween the 2 pumps will suffice for a bit more, but its kinda a hack job IMO.
I am actully doing a tt set up. I have a paxton 1000hp external pump. You seem to know about this stuff so let me ask you if what iplan on doing is correct. run a -10 from tank to the paxton pump. a -8 to the regulator. As far as the rails, should I run a spliter for 2 lines, one for each fuel rail, or feed one fuel rail and connect them like the stock fuel rails. I messured the stock fuel rails outside diamater and it seemed big enough. Has anyone used the stock fuel rails before? from there I need to run a a -6 return line back to the tank. is there somewhere to connect the line or do I have to make a hole? If I read you last post correct, I can tap it back into the line feeding the paxton pump. thanks for the help.
What you are planning on doing is much easier said than done if you plan on maintaining OEM fuel control characteristics.
The stock fuel pump assembly is an in-tank surge tank with a Walbro 255 pump featuring a primary transfer siphon (powered by the pressure side of the pump) that pulls fuel from around the outside of the surge can to the inside of it. The pump then pumps from this surge tank to the rails. The surge tank is exactly that, a surge tank - it allows the pump a supply of fuel even under high G and low tank level situations. Of course, if you maintained a super long sweeper long enough and fuel was not around the surge can to be picked up by the siphon, then the surge tank will eventually empty and the pump would run dry, starving the engine and wearing out the pump. The SRT10 Vipers have a pretty decent sized surge tank tho, and I would be surprised if there was any problems with starvation unless given racing slicks and ran below 1/3rd tank, which is pretty much a no-no with any street car with a tank.
At any rate, you have to figure out how you are going to feed your external pump. If you remove the walbro pump, its included transfer siphon will also be gone, and there will be nothing to pull fuel into the surge can. The tank is open and not baffled, so you cannot just stick a fuel pickup in there and expect stable fuel supply unless you keep the tank topped off at all times.
Its a tough call really if you want to have OEM quality or better fuel control yet supply enough for 1000hp. This is where the dual walbro setup starts to come in handy... because you can take the whole theory of the OEM setup and just compliment it with twice as much pump.
We could possibly try machining a component that converts the OEM assembly so that the entire factory walbro is used as the transfer pump and then you can mount a pickup for your external pump to a bulkhead fitting on there, and another bulkhead for the return line. I dunno, I would need a pump assembly in my hand so I could play with it in my spare time and convert it to either a pickup unit for an external pump or a twin pump conversion.
what about the rest of the set up, should I feed jsut one rail and connect the rails, or should I I feed both and run two return lines into one. Im also real confused with what to do about the fuel pump.
if your going for big power, you want the run the rails in parallel, not series. NOS (the nitrous company) makes some really nice "Y"s that you can use. Check summit racing for those. I would run one of those to split into the back of each rail, then out the front of each rail just run a line to a regulator. Most regulators have 2 inputs, so just run each rail to opposite sides of the regulator, and use at least a -6 return line with that huge ass external pump you have. Make sure the regulator has the large ports, as a -6 regulator is going to have trouble controlling the pressure on the low side with a large external pump.
If you actually go through with this TT setup, while your installing it send me your fuel pump and ill turn it into an external pump pickup with return line connection (not free). Or give me the entire car to build a whole system on.
So I am suposed to put the regulator after the rails not before. I have heard both wasent sure wich to do. I understood everything but the end about the fuel pump. did you mean send my paxton pump, or the stock pump in the tank? FYI Im doing this on a stock motor So Im going to keep my boost to 5psi. Im guessing 700 to 750 hp.
I read you post about the the pump again a lil closer. LEt me know IF I got this correct. i can feed my inline pump with the stock pump, but b.c the stock pump wont keep up with the paxton pump, I need to run the return line and tap into the line between the stock pump and the paxton inline pump, so that the return gas gives the pump more gas to pump??
no, the return fuel will need to go to the surge tank or back to the tank in general if you get rid of the surge tank. the only time you would dump any type of return fuel back to a pressure line between series pumps is if its off a high rate FMU in a returnless system, but that isnt going to meet your needs anyway.
ultimately, if your absolutely set on runing that external pump, then the only thing you need to worry about is how you plan to get fuel TO that pump. Everything else will be rather easy plumbing and you just dump your return back to the tank or surgecan inside the tank depending on what you come up with.
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