I agree with the above pro's for "front" regulator.
ONE item not stated was the temperature of the fuel just after the injector.
"Cool Fuel", the lowest temperature fuel "after" the fuel passes threw the injector orfice will help keep the
cylinder from producing incorrect combustion.
Remember when a high pressure liquid (the fuel) passes across an orfice then into a lower pressure "gas"
the fuel expansion will extract heat from the gas. (inlet air)
Look at the fuel tank as one BIG fuel cooler, a "free" intercooler.
Where did you get the braided PS hose in black ??? Is that hose really rated to hold that kind of pressure ??
When I made mine a couple of years ago, the only ones I could find was Aeroquip hose and it only came in blue.... I'd love to change to black since all the rest of my hose is black.....the blue PS hose just looks out of place.
As for the regulator issue.....just like alot of "arguements" on here, on paper and in theory there is always a "best way" but often times that difference between the "best way" and option #2 is so small that 99% of the guys on here will never notice the difference or need to worry about it.
I also forgot to mention that in a efi system with boost you should always boost reference your regulator so that preasure rises at a 1 to 1 psi rate with boost preasure..
that can be a bit of a pain with a rear mounted regulator
the only exception to this would be a efi above a draw through blower since the injectors dont see boost against the pintle.
I think much of this would work well in race applications...but must of us are building street cars, so learning from the long haul crowd the dead head makes since.
itr works just as well in a daily driver better then a dead head for the same reasons mentioned .. its just your driver doesnt stress the fuel system enough for the dead heads short comings to show
its not that a dead head doesnt work its just that the other style works better.
you can use a dead head system just fine in a driver but the frotn mounted regulator is more efecient its a simple fact.
its like saying oh well a points ignition works just fine in my car
sure it does but theres no argueing against the advatnages of a electronic distributor
ahh but thats a tricky situation ther IS a regulator in the PWM system
its the closed loop between the ecu and the preasure sensor that tells the ecu to lower or increase pulse width
so in reality it still is a regulated system its just regulated by change of pump speed instead of bypassing the extra fuel.
pwm systems work well and can be reliable when setup right i personaly have the stock pwm returnless system in my 06 mustang and have made over 850 rear wheel horsepower with it via custom tuning and a larger heavier duty pwm pump driver module and replacing the single factory pump with dual pumps wich flow 310 litters per hour each.
I will be adding a third pump and another pump driver module now to supply enough fuel for a nitrous kit as well.
Brian Hobaugh SCCA National Tour June 2014
First Hemi 'Cuda Convertible Ever Built
Short clips: Goodguys Pleasanton autocross and pit videos
Cool Fuel=HP
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