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thanks for the reply, My e-fuel system replaced the banjo bolt with a T already. I intend to have a solenoid switch prior to the T to control the fuel/wvo running into the injectors, and a solenoid switch after the FPR to reroute wvo back to the in-bed tank. Each system will be completely seperate of the other except between these junctions, and I will control the electric fuel pumps with switches as well.
My concern was with the remaining WVO headed into the injectors after I switch solenoids to purge the system with D2, I had intended to have both solenoids on 1 switch, but I guess I could have them on separate ones and switch the return line solenoid a few minutes later. A little D2 in the WVO tank is better then a little WVO in the D2 tank I would think.
For the fuel pump I'll probably end up using a bosch inline pump and coolant heated fuel filter running into a 40 plate FPHE unless you think thats overkill.
Some other things I'm interested in are what people are doing to reach operating temps faster. I think a deep cycle battery bank and in-tank electric heater would be a neat way to preheat, you could keep them charged with a second alternator or a roof mounted solar panel. Also a plug-in coolant heater may work well.
Project Truck: 1990 F350 4x4 Dually Flatbed, 7.3 IDI w/ ATS turbo, ZF-5 Manual, Extended Wheel Base
97 OBS F250 Ext Cab Long Bed 4x4 ZF Swapped, VO conversion, TS 6 Position Chip, E Fuel, 6637 Filter, EBPV delete + PCV Reroute, Diamond Eyes 3" Downpipe
Last edited by Boise Outlaw; 03-01-2012 at 08:59 AM.