This is what me and steve(my buddy) did this weekend, my return setup and catch can. I need to pick up a breather for the catch can today, right now its just a hose. These pics are from my new cell phone which takes pretty decent pics! I got a apt. to get re-tuned by t1 this saturday! I need to get a fuel pressure gauge, I had a huge bulky one but it was tacky looking so after we set it at the right pressure we took it out.
Regulator

Rail

Another angle of rail

Back Seat, we had to take out a drain plug to get the line ran from under the car into the tank because where tank is is completley sealed, no one in hell to get that stainless line in.

Catch Can, Replaced the windshield wiper fluid tank.

 

Now explain the benefits of having a returning fuel system.

 

You have control of the fuel pressure and better control of fuel supply

 

Nice, closer pics when you have a chance?

Also how much total?

 

That doesn't answer the question, only creates another one, which is....what can you do with that control? Is it for fuel economy? What effects on the car can you produce by having control over the fuel pressure? Example....Effects of having a boost controller to control boost, you can turn it up or down, and make MORE or Less power.

What charactersitcs are you introducing to the car by being able to control these parameters? How does it affect performance?

 

Excellent questions that I was afraid to ask.... Answer away!!!

 

When you can control the fuel pressure you're able to get equal fuel supply to ALL injectors. 318 tC is shooting for high HP so he need to get equal amount of fuel to all the injectors, if he were to use his stock fuel rail then his injectors will not get equal fuel amount/pressure. Basicly a return fuel setup prohibits the last injector ,going with the flow, from being shorted fuel.

Hope that helps!

...hope I'm right.

 

Even if your not right....it sounded good anyway..

 

as a certified technican i will attempt to give a proper response. returnless system were brought about through good ole emmissions. basically the EVAP system is taken away and the motor is supplied with only fuel that is needed to complete the combustion process. with a return system hot gas heads back to the tank and the EVAP system soaks up the raw HC's. (hydrocarbons) over time small amounts of gas evaporate; etc...

with the returnless this is reduced quite a bit and it does help milage a tiny bit..

here are the problems with a returnless system when it comes to making HP. the ECM is going to vary the voltage to the pump to get diseried pressure and flow. this is very good for ecomony but horrible for tuning. when you add boost to a motor the fuel requirements go through the roof and the ECM can't stailize it.

with a regualotor on a return system you can dail in the FP dead on and be very consistant through open and close loop operation. usually the defacto is the aeromotive 1:1 AFPR. for every psi of boost you get 1 PSI over static pressure.

it's much simpler to get that 11:5:1 AFR that we all desire. when i was boosting 30psi on my supra i would see 70psi of pressure and the motor had plenty of fuel. just make sure your pump and injectors are up to the task.. about 85% DC is the max you want you run injectors at and still be in the "safe" zone

hope this helped

 

Looks very good.

 

hell yeah it did! Lmao! I think youre right!

 

I got the same Catch can, can you show/explain for me how you installed that?

 

A live coming off the head to the right side of the catch can, breather on the left side, bottom valve goes to dain valve.

I just installed the ZPI v2 Crank Pulley tonight.

 

What do you do about the hole that is in the Intake Manifold?

 

is this the same set-up the other TRD S/C member used and gained 1.5psi of boost? or is that some kind of misconception?

 

In a returnless system, there is a static pressure in the combustion (and I think that's 55 psi in the tC.) That basically means that when you add boost, you take away the amount of fuel that can make it into the combustion. If you boost 15 psi, the injectors can only spray at 40 psi. When you're in 10 psi of vacuum, the injectors can actually spray at 65 psi.

A returnless system basically keeps the pressure at 55 psi. Fuel pressure and boost pressure become antagonistic and compete for available pressure. As boost pressure increases, available fuel pressure decreases. Like I said, the reverse is true: if you have 10 lbs of vacuum, then you have 10 more lbs of fuel pressure to bear (since you have -10 psi, you need 65 psi to get it to 55 psi.) The obvious problem is that you don't get fuel when you need it and you get more than enough fuel when you don't. So serious boosters without bigger injectors or without the right fuel system will be starve their engines out for gas and cause super lean conditions and we know what happens then.

The easy solution is replacing the existing injectors with larger injectors since large injectors at a low psi could flow the same amount of fuel as smaller injectors at a higher psi.

That's that in a slightly simpler explanation. malloynx definitely has the proper answer but if you don't understand I think this ought to do it.

 

on the return line thats suposed to be re-routed back to the intake manifold... it looks as if yours is not connected, can you just block off the hole in the intake mani and put a breather filter on the return line, while blocking the intake mani hole?

 

looks like he may have the hole on the intake manifold feeding manifold vacuum to the vacuum block. is this correct?

 

The line from the regulator is going to go to the vaccum block saturday when I get tuned. With the vaccum line the car wont run, it screws the AFR all up because its not tuned for a return fuel system.

 

Just set the pressure to 45PSi and your car would run fine until you have time for a decent setup. By the way that hole under the rear seat looks nasty. There it's pleny of space to pass that line over the fuel tank and hide that nasty hose under the fuel pump cover.