A typo in my original message

 

.....apparently just set the pressure high - like 65psi and use an intake
regulator to keep it at that pressure.  ......

 

The sentence should read .... like 65 psi and use an in-tank regulator to keep it at that pressure........

 

Ed

----- Original Message -----

From: "Ed Anderson" <eanderson@carolina.rr.com>

To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>

Sent: Monday, February 14, 2005 3:45 PM

Subject: [FlyRotary] Re: More on Header Tanks, Venting & Pressure Reg Position

> Ernest,
>
> Looks like a well thought out design.  I believe the secret is keeping all
> fuel lines likely to accumulate any significant amount of heat from the
> engine/exhaust/etc highly pressurized.  That is the way the recent
> "returnless" automobile EFIs are keeping vapor lock from happening.  Some
> have a ECM  function which rapidly changes the fuel pressure to compensate
> for certain variables they do not even require a pressure regulator, Others
> apparently just set the pressure high - like 65psi and use an intake
> regulator to keep it at that pressure.
>
> Ford converted the 4 cylinder trucks to a returnless fuel system in 1998.
> This system uses a single high-pressure pump in the tank, and an in-tank
> pressure relief valve that opens once fuel line pressure reaches 65 psi
> controls fuel pressure. Excess fuel is released out of the relief valve and
> back into the tank. Fuel moves from the pump through a single plastic line
> to a filter mounted on the driver's side frame rail, then up to the fuel
> rail on the intake manifold. Lines in these systems use all spring-style
> connectors. This system will not allow fuel rail pressure to exceed 65 psi
> because of the pressure relief valve, so if your planned boost levels are
> going to put your needs above this level, you'll need to convert to a return
> style fuel system.
>
> Page 2 of this  pdf has a diagram of the Toyota returnless system as well as
> a description.
>
> http://www.autoshop101.com/forms/h42.pdf
>
> A description of the Neon returnless system
>
> Here's the basics.
>
>   a.. How the System is designed to work:
>     a.. The Neon uses a returnless fuel system, fuel is pumped up from the
> tank to the injectors without using a return line.  This means that all the
> fun stuff like pressure control is handled under the middle of the car at
> the fuel tank.
>     b.. The fuel pump is mounted in the tank and pushes fuel up out of the
> tank at a full 130psi.  There is only one pump unlike a lot of EFI systems
> which use a "lift" pump to get fuel out of the tank and then another to
> boost the pressure up to spec.
>     c.. In all 1st generation Neons and in the PL2000 until the 2001 model
> year the pressure at the fuel rail is regulated at 49psi.  The regulator is
> always fitted in or on the tank at the pumps outlet.
>     d.. For the 2001 models (and across the whole Chrysler range) the fuel
> pressure was bumped up to 58psi.  Apparently there were no other changes
> made so it is possible to swap regulators.
>     e.. All the fuel systems have a in-tank filter mounted to the end of the
> pump.  This is known either as an inlet strainer or as a fuel filter.  It
> can be changed - but you will need to drop the tank to change it.  Here's a
> pic taken by Emilio and posted to the Neons.org boards.  The part number for
> this filter (well for a 1999 DOHC but they all interchange in PLASTIC TANKED
> cars) is "04897416".
>
> You'r moving along rapidly
>
>
> Ed  A
>
>
>
> > Ding! Ding!
> > Class is now in session.  I have my pen and paper in hand, ready to take
> > notes.
> >
>
>
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