Hey guys,
I'm doing a swap in my 90 Firebird. Im running an LQ4 with PRC 5.3's, custom grind cam, Fast 92/92 in it. The fuel tank isnt a returnless setup so I am using a regulator. I am running the following fuel parts;
90 Firebird Fuel tank and hard lines up to engine bay
Walbro 340 Fuel Pump for TTA's
Fast(or equivalent) fuel rails w/ #6AN Lines
Aeromotive 1000 Fuel Regulator
I have a diagram of what I think I need for my system, the arrows showing the direction of flow. Is this correct or should I run it a seperate way??

Thanks for the help!!!
Chris

 

Looks good.

Ive got a smiliar combo in mine, 6.0L TSP LS6 heads, MS3, Fast intake etc.

For mine, since its returnless, ive got a single 3/8" feed, that runs right to the rail. Ive got twin inline Walbro's in my tank, for next year, ill run a feed and return down the full body length.

Run 2 -6AN feeds, first into the back of the drivers side rail. And, the 2nd feeds into the back of the passenger rail. On the front of the drivers rail, theirs a regulator right on the rail, passenger is a -6an line to a 2nd port on the regulator, fromt here a -6An return will come out of the bottom of the reg, and then adapt to a 3/8" hardline and come back to the tank.

If your running a single pump, you obviously could skip the lineinto the back passenger rail, and cap that off.

Twin inlines are in the car, but only one is currently wired, second will go to a boost refrence, or a nitrous activation. Depending on what i run next year. Likely boost, most trigger on @ 2psi.

 

Im just curious because Ive heard alot of people run the regulator after the rail like the picture below..

Which way would be better?

 

that pic makes no sense...how to you regulate the flow of gas after the rail..the first pics makes sense to me..I'd stick with da first one..just my opinion

 

I agree 100% but some people on LS1Tech run their Camaro's and Firebirds like that. Maybe its because the 98+ LS1 Fbody's have a returnless setup where the fuel is regulated in the fuel tank.

 

Its a concept a bit harder to wrap your head around,

way it works as the fuel pump flows the fuel into the rails and, and as soon as it gets to 58 psi, the regulator flows it back to the tank. The pump cannot have a pressure about 58 built in the rails, and if the regulator was not after the rails, it wouldnt get more then 5-6psi.

 

FPR regulates pressure, not flow (volume)...

 

I would run the second pic IF you are running a system that returns from the rail, and yes it makes sense it is how tpi and ltx run.

Other folks ask the same question http://ls1tech.com/forums/conversion...-plumbing.html

For the reason of constant flow through the rail I would go with option two.

 

I vote for option 2, regulator keeps pressure and you dont have to worry about starving the motor/Flow problems. Furthermore its a hell of a lot simpler to run.

 

Thanks for the help guys!! I am doing option 2 and actually found a flowchart on aeromotive's website.