FAQ |
Members List |
Social Groups |
Calendar |
Search |
Today's Posts |
#41
|
||||
|
||||
Correct, the only factor when it comes to fuel psi is the 'actual' psi setting. You also have to have the correct injection info entered, but now they list the Holley injector part numbers to choose from.
But, the 13301 regulator is only rated to 250 gph: Performance Specifications: Model 13301 Outlet Fuel Pressure, adjustable 3-20 psi low pressure spring (installed from factory) 20-65 psi high pressure spring Max Pump Flow Rate 250 GPH Inlet / Outlet ports 4ea. 3/8-NPT Bypass port (located at bottom of regulator) 1ea. 3/8-NPT Fuel Compatibility Gasoline only So you may be blowing past it with a 400 lph pump. If you are not running a source to the vacuum fitting on the regulator, you should remove the cap. You should probably be running the Holley Dominator Billet regulator, or at least the HP one. Holley allows you to choose your load sensing method, which defaults to speed density, but there are 4 others. If you choose anything with 'VE', it's best to enter your cam profile for timing events etc. (injector phasing) .
__________________
. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
#42
|
||||
|
||||
Here's an earlier pic of the transducers mounted....
.
__________________
. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
#43
|
||||
|
||||
Quote:
The base calibration came with 60 psi set in the program and I've left that be, then set the pressure to 60 using a mechanical gauge, key on not running. On the vacuum line deal, are you talking about leaving the nipple on the regulator open when you say "remove the cap?" Last edited by Formulajones; 07-01-2020 at 02:56 PM. |
#44
|
||||
|
||||
My dyslexia kicked in, you are correct, I had it backwards, was thinking 2.2 gal per liter. Doh!
.
__________________
. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
#45
|
||||
|
||||
Quote:
However you have to buy extra sensors to do so and wire them into the supplied harness, then setup the gauges in the software to read them, which isn't a big deal. |
#46
|
||||
|
||||
I will hop on this thread aswell, i have had the sniper master kit installed, then got a hyperfuel efi tank with 340 lph intank pump last year, car has been running flawless. This year i fitted the whole hyperspark package, coil, cd-box and halleffect distributor, this lead to some RFI issues as the output of the new ignition system was way more powerful than the HEI distributor, all solved now.
lastly i fitted a marshall mechanical fuel pressure gauge to the inlet side of the sniper, seems i have about 70 psi when running, on prime and shutdown, it rest dead on 60 psi, not sure what to make out of it, both feed and return is 6an and they run in excact parallell from tank to throttlebody same bends, same length, kinda strange
__________________
Murphy's law - "Anything that can go wrong will go wrong". -469 ,Butler 310+ Eheads, Hurricane intake portmatched by butler, Butler roller 230/236 @0.50 112 LSA, Johnson lifters, pypes 2 1/2" exhaust, 3.42 yukon duragrip lsd, holley sniper efi, hyperfuel efi tank +++ |
#47
|
||||
|
||||
No worries, you made me go back and check for a second thinking I had it backwards LOL
|
#48
|
||||
|
||||
I ordered the FiTech Go EFI 4 600hp. Tanks Inc tank, Walbro 255, float less, GM CTS. Thanks for all your help
__________________
- Tom |
#49
|
||||
|
||||
|
#50
|
|||
|
|||
You won't regret it. I have the exact setup on a pretty similar engine build and it's been going strong since 2015!
__________________
-Jason 1969 Pontiac Firebird |
#51
|
||||
|
||||
I've been running FiTech on both of my cars.
I used the fuel command center on my Lemans. It works, but if it sits for a long time it requires significant cranking to get fuel in the FCC, and then the electric pump kicks it to the TB from there. It works, but I want a cleaner setup like my 67 Firebird. The FCC needed a return line. I used the 1/4 evap return line. My mechanical fuel pump already is using the stock return line. Having learned from my Lemans, I wanted lean and clean. I used FiTech's retro in-tank pump, which has a 255lph pump. I plumbed the pump outlet to a Tanks, Inc. bypass EFI regulator that sits in front of my tank. The regulator bypass returns to the return fitting on the pump, and the regulator output is plumbed into the factory 3/8 hard line that goes forward along the passenger side up to the front. When the 3/8 hard line terminated up front, I ran push lock hose with an inline filter and gauge adapter to the fuel inlet on the TB. The end result is that I only have a single fuel line running forward from the rear, which is a combo of 6an and 3/8 steel line. I also have a cheap fuel filter plumbed to the vent connection of the in-tank pump housing as a vent for the tank. I will do my Lemans like that someday. If I get rid of the FCC, I would have more room in the front right corner for something like a turbo. Wow. I think this is my first post in 2020. Or something close to it. I've been away for a while.
__________________
"...ridge reamer and ring compressor? Do they have tools like that?" |
#52
|
||||
|
||||
Good to hear from ya Squid!! Been missin ya at all the local car events. Where ya been??
|
#53
|
||||
|
||||
Squidward -
I like that you put a regulator at the fuel tank. Clean, because you only have one fuel line going front-to-back. My fuel pressure regulator is up front on the inner fender. That was for a carburetor. I'm confused though. Why do you have a regulator if the TB has one built in?
__________________
- Tom |
#54
|
||||
|
||||
Quote:
This setup is similar to those using a Corvette LS filter/regulator unit with an intank pump. I took that idea and converted it to my own thing.
__________________
"...ridge reamer and ring compressor? Do they have tools like that?" |
#55
|
||||
|
||||
Quote:
IDK. I've been contemplating where I go with this hobby moving forward. I might trim down to 1 car. I just don't seem to have the "fire" like I used to. But I dig what Mike's putting together. That has given me some inspiration to reconnect with things that go "vroom"!
__________________
"...ridge reamer and ring compressor? Do they have tools like that?" |
#56
|
||||
|
||||
Well hopefully all this sillyness blows over soon and gets back to normal. Good to hear your son finishing up school, I know that was a subject on your mind last time we talked, and this beer virus isn't making school any easier..
I like Mike's project, it's looking good and should scoot down the track. He's already calling out dad and a few others, Can't wait to see it run. |
#57
|
||||
|
||||
https://www.summitracing.com/parts/cmb-03-0263
I found this combination Fuel Regulator/Filter for LS. Is this like what you used?
__________________
- Tom |
#58
|
||||
|
||||
I've found yet another reason to run a good regulator close to the EFI unit.
I was just talking to Chris at EFI Pro about boost or vacuum referenced regulators, and he was telling me even on an NA engine, they are beneficial with better control of fuel pressures at idle and slow speed conditions, you end up with more accurate fueling in those areas. I just so happen to prefer running the 13301 Aeromotive regulator on all my stuff that requires a regulator, which happens to be vacuum referenced, and I tend to mount them close to the carb, or EFI with a full length return line. Because of that it was very simple to run a vacuum line to the EFI unit for a simple test. Sure enough, Chris was right, the vacuum reference lowers the pressure at idle and low speed cruise and it really did clean up the fueling, with fuel trims + or - 1%. the AFR is more stable and also more even from driver to passenger side, injector pulse widths look better. The Sniper seems to be struggling less with fuel corrections in areas with low fuel demand. So even though the system can be run at 60 psi all the time, which is what Holley tells you, what they don't tell you, is that with a vacuum referenced regulator and better control of fuel pressures in idle and low speed areas, the fueling is much more accurate. You really don't need 60 lbs at idle and low speed cruising. Thanks to Chris at EFI Pro. |
#59
|
||||
|
||||
I'm glad you brought up Vacuum Referenced Fuel Regulators. I didn't know about this so I searched and found an excellent write up on them by Vaporworx. It also talks about LS style returnless regulators.
https://www.vaporworx.com/documentat...re-regulators/ In a non-vacuum referenced system fuel pressure at the injector is actually fuel pressure PLUS engine vacuum pressure. My engine makes 17in-Hg vacuum or 8 psi. so the injector would see 58 psi + 8 psi = 66 psi. Apparently this makes the ECU work harder to control AFR at low fuel demands - idle and cruise. I have decided to do my FI with vac ref fuel reg. Thanks for the tip FormulaJones
__________________
- Tom Last edited by First Bird; 07-07-2020 at 12:01 PM. |
#60
|
||||
|
||||
Quote:
__________________
'65 Tempest 467 3650# 11.30@120.31 |
Reply |
Thread Tools | |
Display Modes | |
|
|