Alright heres the situation as it stands...

I have a 305 TPI motor in a 85' volvo 760 sedan. when i acquired the car we noticed the top end fell off horredly. We noticed the fuel pump sounded *** awful, so in the name of upgrades we replaced the pump on the car with a holley 255lph external inline fuel pump.

With that installed it ran better, but still not what it should have been up top.

Hooked up a fuel pressure gauge, took off the hood, went for a drive.... Idle FP (Fuel Pressure hearby reffered to as FP for the rest of my post) was 25-30, get into the throttle and it would fall as low as 15-17psi... not good...

Knowing that the pump was doing fine riteous and kickass, we next moved to the FPR, i picked up a BBK adjustable FPR from summit... that arrived today... slapped it in... i'd read there was power to be had by dialing up idle PSI to 40-50psi, so we started there... heres where it gets wierd...

On the stock FPR the readings were always solid, needle moved fluidly and easily readable. On this BBK the needle is in constant flux at breakneck speed, usually on a 10psi variance from whatever you've set base idle PSI too... so for 50psi base idle we were seeing a constant flux of 40-50psi indicating on the gauge.

And then the plot thickens... went for a drive @ 40-50psi base idle, ran like a rabid dog up top for once... were feeling pretty good at that point... pull into a gas station, shut her down, when we turn her back on the gauge pegs itself past 100psi... were guessing it went somewhere in the neighborhood of 120psi.

Systems locked up, car won't start, injectors are probally stuck shut or *** knows what else... purge the gauge which dropped the line pressure, try again... pegs the gauge again... and again it won't start...

So now we turn the car to accessorie system primes back to 50psi... wtf is going on here? primes like normal but pegs the system on actual crank? i don't get it...

This BBK FPR came with a little disc that the instructions were vauge on installing, best we could make of it the disc sat on top of the spring/retainer in the FPR to act as a striking plate for the adjuster screw... if anyone can confirm that that would be one rule out since we were unsure if we did that wrong.

The only other thing i can think is worth mentioning is that when we installed the Holley 255lph pump, we noticed the stock engine harness had the power and the ground for the pump all the way up in the engine bay. We thought it was stupid to have the ground go that far so we ran the power side, capped off the ground, and grounded the pump to the chassis @ the pump site... could that be causing a mis-prime? Does the ECU have some master control over the pumps priming that taking the ground away ****ed up?

Any ideas are welcome here, were getting really really frustrated with this thing...