Big Blue's Transformation

[ArdWrknTrk]

I might be missing something, but it seems to me that if Gary uses an unrestricted return line it would mean he isn't using the switching valves that Ford used to make sure fuel returned to the tank it was being pulled from. So if (for instance) the return went to the rear tank. If the rear tank was full and he runs on the front tank it would overfill the rear and dump gas on the ground.

Still, that's not the end of the world. Run the rear tank first, then switch to the front tank when the rear is empty, then switch back to the rear when the front is empty (which would probably be pretty quick with a regulator trying to dump that much pressure).

Or plumb the front tank to feed directly into the rear and use the front fuel pump as a transfer pump.

OK, I know, these are ideas. But it's only short-term until the EFI comes anyway, right?

I'm not suggesting he defeat the residual pressure return.

I'm saying he should not use a return regulator.

Make a high pressure fuel loop.

Run it straight back to the tank return.

Edit: Y to the engine and Y back to the tanks.

The check valves will work as they should, and then....

Tee off of it and run the deadhead regulator to the carburetor.

[85lebaront2]

In reverse order:

 

Bill - I do remember you saying that, but I assumed that the regulator would handle it. Obviously not.

 

Jim - "No solenoid and no 'actual' regulator." Got it.

 

Shaun - That kind of RPM's on the highway was what Dad's truck was turning with the 3.50's and a C6 @ 65. And that was one of the big reasons I put in the ZF5 - this same ZF5 in fact. But if your 460/T19 combo has 3.55's and 33's it'll turn right at 2500. That's what BB turns in 4th.

 

Rob - I think I can JUST see the camber with my eye on the passenger's side tire. I'd thought before taking it in that it looked slightly out at the top. But it is hard to see.

 

And just for you:

 

I do like the caster value, my GT350 had 2° positive caster and if you let go of the wheel at full lock it would break a finger if you weren't careful, of course that was the 3.5 turns lock to lock Mustang power steering box without the power assist system and a special idler arm.

[ArdWrknTrk]

I do like the caster value, my GT350 had 2° positive caster and if you let go of the wheel at full lock it would break a finger if you weren't careful, of course that was the 3.5 turns lock to lock Mustang power steering box without the power assist system and a special idler arm.

Well, that keeps the car under control on the brakes, because it is essentially squatting already.

But having both wheels to one side?

 

[85lebaront2]

Well, that keeps the car under control on the brakes, because it is essentially squatting already.

But having both wheels to one side?

No, not on the brakes, just straightening out after some of this:

[ArdWrknTrk]

No, not on the brakes, just straightening out after some of this:

I see, you said caster, I was remarking about Gary's camber being out.

[ArdWrknTrk]

I see, you said caster, I was remarking about Gary's camber being out.

Hey Gary,

I see Magnaflow 10791 is a 2 1/2" X pipe.

Flowmaster has 2 1/2" mandrel bent side exit duals #15811 for $166.

That doesn't solve from the headers to the X pipe, but it does eliminate the damn crinkle bends that rust so fast... in the rear.

[85lebaront2]

Given that he owned and ran a carburetor and tune-up shop I wouldn't doubt he knows what's needed.

I definitely think the wild gauge oscillations are an artifact of the residual pressure valve in this FDM.

Jim, this is why I suggested a manual throttling valve on the return to allow the dead head regulator to control the pressure. I will bet if his rear FDM is the one put in, it may have the residual pressure system fubared or bypassed unless he used a 1985-89 rear pump which should only be around 15-20 psi. and lack the residual pressure valve as it was in the reservoir/filter unit.

[ArdWrknTrk]

Jim, this is why I suggested a manual throttling valve on the return to allow the dead head regulator to control the pressure. I will bet if his rear FDM is the one put in, it may have the residual pressure system fubared or bypassed unless he used a 1985-89 rear pump which should only be around 15-20 psi. and lack the residual pressure valve as it was in the reservoir/filter unit.

If that's the case, it's going to raise its ugly head soon enough.

[Gary Lewis]

I might be missing something, but it seems to me that if Gary uses an unrestricted return line it would mean he isn't using the switching valves that Ford used to make sure fuel returned to the tank it was being pulled from. So if (for instance) the return went to the rear tank. If the rear tank was full and he runs on the front tank it would overfill the rear and dump gas on the ground.

Still, that's not the end of the world. Run the rear tank first, then switch to the front tank when the rear is empty, then switch back to the rear when the front is empty (which would probably be pretty quick with a regulator trying to dump that much pressure).

Or plumb the front tank to feed directly into the rear and use the front fuel pump as a transfer pump.

OK, I know, these are ideas. But it's only short-term until the EFI comes anyway, right?

Guys, I'm lost. I think you are solving a problem that's already been solved.

I talked with two Holley techs and told both of them what I'm doing - using 1995 EFI pumps and want a regulator to drop the pressure for a carb. And both said the 12-881 is the guy. Well, it didn't quite work, but it does now with the 2nd regulator installed. Dead steady at 5 1/2 psi every time I look. And it is installed securely so it can be used for however long it is needed.

Yes, it is possible that one of the regulators will fail. But so could the distributor or the power steering pump or any number of other things. And if it does fail the engine will quickly die, the oil pressure will drop, and the pump will stop 'cause the oil pressure switch will open.

I have a lot of other problems to solve, including a power steering leak and a transfer case leak. The alignment to finish. The front pump to check out and the skid plate to put on. A grille to put on, interior pieces to paint and install, windshield trim to install, etc. So I'm not looking for potential problems to solve.

But if I'm missing something, please rattle my cage. I'm not saying you'uns are wrong, but I haven't yet seen the problem. What am I missing?

And now for a bit of humor. When I pulled in to have the thing aligned today it was sprinkling. So I turned on the windshield wipers, but even though I heard them run the windshield didn't get wiped. It was only later that I realized I'd taken the wiper arms off. Yet another thing to put back on.

[Gary Lewis]

Jim, this is why I suggested a manual throttling valve on the return to allow the dead head regulator to control the pressure. I will bet if his rear FDM is the one put in, it may have the residual pressure system fubared or bypassed unless he used a 1985-89 rear pump which should only be around 15-20 psi. and lack the residual pressure valve as it was in the reservoir/filter unit.

No, ALL fuel system components are new save for the carb and now the deadhead regulator. All FDM's, all tanks, all lines, all hoses, all. Oh wait, I reused the two wyes.