DragStuff

Ok, so I need some input:

I'm running an Aerospace Components Ultra 350 fuel pump, with an inline 75 micron Magnafuel filter on the infeed side and another 25 micron Magnafuel filter up front. This pump flows just over 400 gph and is heating up with my current dead-head regulator and my fuel lines at the business end up front get pretty dang hot.

So....

I think I'm gonna go back to my original plan, adopting a full return style fuel system design.

I need to know what regulators are being used and what to avoid. I ordered an Aeromotive A2000 Carbureted Bypass Regulator, model 13202, pix below. This is boost regulated, has -10 supply & return ports and will allow me to run 4 x -8 feeds to my float bowls. More than enough volume, and Aeromotive is a good name.



Has anybody had bad experiences with this unit, or, is there a better one for the money ? Summit has this listed at just under $160.

I'd like to finish this build cycle this week and hit Test-And-Tune again on Friday - any feed back would be most appreciated :)

Harry

Most guys I know with blowers are running a large fuel log with a Holley return style or BG regulator hanging on it. I've seen a car with roots style blower with 2 dominators, 1 fuel log, BG400 pump, and 2 return style Aeromotive regulators but don't know if they are the same one you have listed. The guy said he had tried everything in the book and that was the only set up that was consistent with the 2 carbs.

stroker1 wrote:Most guys I know with blowers are running a large fuel log with a Holley return style or BG regulator hanging on it. I've seen a car with roots style blower with 2 dominators, 1 fuel log, BG400 pump, and 2 return style Aeromotive regulators but don't know if they are the same one you have listed. The guy said he had tried everything in the book and that was the only set up that was consistent with the 2 carbs.

Thanks for the response

My challenge is the fact that I spend time on the track *and* on the street with this build. The fuel system has to be high-demand capable for chasing ET at the track and able to handle low-demand needs while chasing hamburgers on the street.

I think this Aeromotive unit will do the trick, I just want to be sure it doesn't have any bad habits.

Another consideration for the future (whether I ever go this route is another story) is adopting methanol for the track. This requires really high volumes and I think that I have that with the new cell, pump, lines and this new regulator. I *think* all I'd need to do is swap in a set of alcohol carbs, tweak my tune a bit and change plugs. That would be a pretty easy leg up on horsepower and lower ET, though I'm not sure I'll need it with this ride. I do have a limit on ET. I can't put this ride in the 9's with my current cage, so going to alcohol might be mondo overkill.

Still...

Harry

This is what I'm using on mine with an Aeromotive A2000 electric pump. I did have to shim the spring in it with a small washer to get it up to the pressure I wanted, but it works very well from what I've seen in my data. For $89 it's a bargin. Oh - I don't use the idle bypass jet, I've just got it blocked of on mine.

That's a damn nice regulator John, for the money.

Here's the Holley I was refering to.


http://holley.com/12-803BP.asp


http://holley.com/data/Products/Technic ... 7914-3.pdf

And this looks like the dual Aeromotive regulators the guy was using.

Guess I should have asked what PSI you want it to maintain in the fuel log. That one I have is setup for 28 psi on the log, higher than what it's designed for that's why my is shimmed. The holley only goes to 9 psi, and might be difficult to shim or get a different spring for it. So that might be something to consider when you're chosing one.

Here is a dual-mode reg (can be switched from deadhead to bypass with just a plunger change). I run one in mine. Great products and service.

http://www.robbmcperformance.com/produc ... lator.html


EDIT: Read some fine print and its only good for up to 300GPH.

stroker1 wrote:And this looks like the dual Aeromotive regulators the guy was using.

stroker1: I think that is the 2-port version of 4-port Aeromotive regulator I have on hand.

John: This is carburetor stuff, so no more than 7 to 9 psi at the float bowl but with significant volume and quick reaction to changes in boost. The regulator you're using looks pretty good but it appears to be designed for use with a single fuel log or manifold. I need 4-ports to feed my side-saddle 4150 HP carbs, 2 per side. I could purchase a fuel log for each side and loop around the back of the blower but that would add to the expense.

Biltit: That's a pretty slick dual-purpose regulator. I'll make note of that if I go back to a single carb. Thanks for the reference :)

Hmmmm.....

I'm thinking that the least 'busy' solution will be this 4-port Aeromotive I have.... -10 supply, -8 return, 4x -6 feeds to the carbs, that'll prolly be the easiest to do. I'll give this a bit more thought and then start twisting wrenches again....

Thanks :)

I dont know if this will work but Barry Grant offers a power step down box for large race pumps to be used on the street . I guess it reduces the voltage to slow down the pump so it doesnt get as hot.

The dual carb blower car I'm talking about had a big fuel log with an Aeromotive bypass regulator for each carb. Then went to a Earls fuel line on each carb from each regulator. Also had a return from each regulator. Guy says he tried one regulator for both carbs and had problems with even flow to both carbs. So he regulated each carb separately. But if you have the regulator already I guess it wouldn't hurt to rig it up and test it. Might cost a little for some fittings and stuff but what the heck?

Fuek pump controller

http://www.aeromotiveinc.com/products.php?prod=31

Ok, so now I have another question for the group:

I'm gonna use the Aeromotive 4-port Bypass Regulator (Model 13202) shown below.



The regulator has one -10 supply port, one -10 return port and four -8 outlet ports to feed the carbs.

I'm using dual Holley 4150 HP 750 cfm double pumpers on the blower. I was going to use four -6 lines from the regulator to the float bowls, but now I'm wondering if I should go with -8 lines instead.

I think using four -8 lines would be mondo overkill for the application, given the orifice restrictions on the float bowl inlets and needle assemblies, etc. The -6 lines should be able to keep the bowls full, dontcha think ? I've been guilty of over-doing things a touch in the past, so here's my chance for a sanity check.

What the consensus ? Should I go with -6 or -8 lines to the float bowls ?

Harry

-6 is more than adequate to each bowl. Remember how big the needle and seat are.

-6 is more than adequate. A -6 can support 500hp easily, so a -6 to each float bowl with dual carbs should be worth about 2000hp, You aren't making more than that are you?