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Something that no one ever seems to acknowledge is that a lot of these "builds" are simply over sizing their fuel pumps in general. Figure I'd share some of the items I've come across over the years.
- Deatschwerks has a few fuel calculators on their website to help you figure out how big of a pump and/or injectors you'll need based on fuel and HP goals.
Found it interesting that even with a 500HP goal on gasoline, the max flow you need is 208 LPH. Meaning the ever popular Walboro 255 or a DW200 is really all most people need with plenty of overhead. Now, things change if you want to run E85 so you'll need to plug that info into the calculators and don't come at me with "bUt yOu'Re RoNg aBoUt MaH fUeL." Yes I know E85 requires more fuel.
- Base fuel pressure is set with the FPR vacuum DISCONNECTED. Stock is set at 43 PSI. So at idle with vacuum connected, you should see about 34 PSI and it ramps up with boost.
- The factory fuel return line has a brass restrictor "pill" in rubber hose right after the FPR. From what I can tell, it helps keep fuel pressure stable with the stock FPR. Debatable if needed on adjustable FPRs. Might be worth looking into more if you're getting fluctuations.
- I've found wires flipped around on two wiring specialties harnesses now. So if something isn't acting right, time to bust out a FSM and a multimeter. Too many variables here. If you have a relocated battery, you may need to run a dedicated ground from the engine to the battery due to too much resistance trying to rely on the chassis.
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