Ok I have been looking at the regulated return kits. I am planning on jumping up to larger injectors sometime in the spring and would like to upgrade my fuel sometime before this.

Now down to the nitty gritty. If i understand this correctly (not sure if i do) This regulated return removes the rear plugs in the fuel rails of the heads and connects to them using those as a feed and using the front for the exit? So now that this becomes a flow through system in the head you have to restrict the flow coming out of the head so that it will hold the pressure in the head? thus using the 2nd regulator? Ok. does this mean you have to keep the factory fuel bowl? or can you remove it and just use the regulator after the heads to control PSI? (i understand the need for a filter if removing the factory bowl) Is it really this simple or am i missing somthing?

Also is there any downfalls to runing the factory fuel bowl when pushing higher HP?

 

1) any regulated return you pick will be fine , but they all a little diferent.
2)it removes one plug in the front one in the rear
3)if you remove fuel bowl you need a after fuel pump inline filter, and if you do intank mod you need Dahl or Baldwin to filter pre pump
4)you can keep your stock fuel bowl, wont limit how much hp you can make, there is plenty high HP trucks with stock fuel filters. the RR will baypass the regulator on the fuel bowl so you just have one.

im running Dieselsite CPRX RR system

 

only issue with the factory fuel bowl I know of is if you end up going with big oil some of the systems don't allow for using the stock filter setup.
Now I did my own RR system and blocked the factory regulater off

 

ok thanks. i was just a little confused

 

Well done Pete. I have little to add except watch what kind of pressure you decide to run with. Higher FP seems to equate to reduced pump life, and that is right out of the manual.

The only other thing I would add is that no matter what system you go with, or fabricate , make sure you have some kind of filter between the fuel pump and the engine. I am using the stock filter.

 

well thanks Mike,
i forgot to add that CPRX system has all you need, RR system Dahl150 filter, and intank Mod, so you get everything in one package with easy to follow instructions
all you need is a lift and few hand tools, dont forget fuel line disconnect tool

 

Could you tell any difference in noise or feel? What pressure do most run at?

Since he stock bowl doesn't hurt flow or performance i'll keep it in place as i will most likely end up running hybrids.

 

after you go through the whole fuel system it might get much quieter if you have air in fuel problem, and after you put you hybrids it will make it louder anyways. those going to be a single shots and they as loud as old OBS trucks , just like diesel should clack...LOL
and im running 65-70psi. or somthing like that,
feel , not the seat of pants performance. this is one of those mods that is considered a maintenance and preserving you injectors. 500 or so for RR or 2500 for injectors. you pick

 

i didnt think there would be a big sotp feel to it. But just wanted to ask. I can't wait for the loud injectors lol

 

not just loud, but brutaly powerful.

 

What injectors you "think" you'll run down the road greatly affects the decision of what fuel system or what pump and configuration you'll run.

For instance, there are two issues. One is Fuel volume that the factory system can deliver. Next is how much fuel volume the factory pump can deliver.

So, for example, a stock fuel pump can deliver plenty of fuel for stage II's, but the system cannot (barely does it for stock ones), therefore we built a CPR and CPR+ for these applications.

Now stage III's, hybrids, and beyond require more volume than even the pump can deliver, hence the CPRx. This will handle any injector and maintain fuel pressure under any condition.

Our systems have always come with return line fuel coolers (they showed up on factory 6.4L trucks even though many said it was pointless to cool the fuel), pre-pump 2 micron filters with true water separation ability, cleanable stainless steel post pump filters (CPRx only), tank modifications, ss teflon fuel lines on the engine, billet regulator adapters, Marine (diesel rated and warranteed) regulator and pump (pump on CPRx only), all mounting brackets, pressure gauge, and a few "secret" modifications we do that enable fast starts, no hot start issues, and an immediate air purge of the system should you run out of fuel, or simply open the system for simple maintenance on the truck.

I know they are expensive, but we have put tons of money in them. We didn't want to build a mass market system. We wanted a perfect system that gave the customer much more than fuel lines and a few fittings.

As far as the OEM fuel bowl..................... The factory fuel bowl sees 5-6 gph in stock form. The majority of the fuel bypasses the filter to leave through the regulator and return to the tank. When you re-route the fuel (regulated return style) to make 100% of the pump's capacity to enter the filter, you now have ~25gph flowing through that filter. These filters were not intended for that. They do now have any water filtering capacity left and their actual micron rating is out the window. If they filtered efficiently to 100 microns at this point, we'd be lucky. Call Racor and ask their tech department if the filter works at these flow rates.
We add a 2 micron filter pre-pump to compensate, that does has the flow capacity of over twice the flow of the oem pump.


In the large fuel systems, the fuel bowls do offer a decent restriction to flow. Those that don't think so need to put two fuel pressure gauges on their truck, one at the regulator and one at the inlet of the fuel bowl. There is no way I'd run a factory fuel filter element downstream of a high volume pump.

Bob

 

thanks for the input its nice to hear from somone who has some testing to back up their opinions.