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George, don't know what to tell you. The
article is a pdf file and required no password for me to open.
Ed A
----- Original Message -----
Sent: Monday, February 14, 2005 5:13
PM
Subject: [FlyRotary] Re: Fw: [FlyRotary]
Re: More on Header Tanks, Venting & Pressure Reg Position
Ed ,
My system says it needs a pass-word to
read.
George ( down under)
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 -----
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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>
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>
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