BurritaSVT
Veteran CEG'er
-fuel pump> Injectors > FPR > return line> Tank
if you statement is true about pressure drop between 10" of 3/8 ID fuel rail
Ex. of OEM split port return rail values guessimated with 1 psi drop
stock FP 190lph @ 55 psi { Inj. #6 @ 54 psi > Inj. #5 @ 54.2 psi > Inj. #4 @ 54.4 psi > Inj #1 @ 54.6 psi > Inj #2 @ 54.75 psi > Inj #3 @ 55 psi } FPR @ 55 psi > return line @ 10 psi
and mine you would have the same setup too
Ex. of oval port return style
stock FP 190 lph 55 psi { Inj #6 @ 55 psi > Inj #3 @ 55 psi > Inj #5 @ 54.8 psi >
Inj #2 @ 54.8 psi > Inj #4 @ 54.6 psi > Inj #1 @ 54.6 } FPR @ 55 psi > return line @ 10 psi
the two example are the same except for the fact that the returnless has less distance between the injectors because if you stretched ou the two rails which one would be longer OEM split port rights
###### OEM split port ######
Cons
* length between ports means more variance in pressure drop due to restriction
*smaller ID making the velocity whixh once again is negative in aspect on flow with fluid
*FPR is closer to the injector #6 where the fuel compresses up against the FDR restrictor making more pressure at the end (think of it as a water hose where is the highest pressure at when spraying out of a nozzle(restrictor FDR) at the tip right?
Pros
any? trash can be filtered back to the tank (if fuel filter failed)
OEM dodge also mine
Cons
*trash may build up on the end of fuel rail (if fuel filter failed)
Pros
* shorter fuel rail less chance of pressure drop between injectors
*larger fuel rail ID good volume right at the source (injectors)
* FDR is not close to the any injectors which helps prevents large fluctuations in pressure
* there is not a constant flow across the injectors to create turbulance (restriction)
Now ask your self this why does Mazda 6 have there pressure sensor by the fuel tank if the sensor or regulator if the FRR is so important after the injectors? Even the Escape fuel rail does not have it pressure sensor after the fuel rail because measuring the pressure after the injectors is not important and neither is it before. The only thing you need to worry about is the size, shape and length of the fuel rail. Now if you thought my regulator was setup wrong I would understand how you would think it will not work. Just imagine that you have a one fuel line going to the fuel rail (dodge) and the regulator input port is on a Tee where once the pressure reaches 55 psi it bleeds it out of the small low pressure side of the FDR where dodge's is mounted on the tank to avoid extra fuel line for return. So only difference is I return in back down to the tank on the factory line. It is not hard to do just take to much precision for people to drill and mill and tap and time when I sell them for $99 hope you see what I am saying but I remember you jumping on everyone who want to do SVT UIM @ newcougar on my post saying it is not big enough well this Wednesday we will see for sure to back up all the flow charts we have on datalogs from SVT UIM and Oval port where the SVT UIM
draws in more air based on MAF counts. Sorry if I came off wrong but you seem to follow with opposing info with no data yet making me feel like it is personal more than a debate......peace