Nissan 370Z Forum - CJM stage 2 full fuel return install

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- - CJM stage 2 full fuel return install (http://www.the370z.com/engine-drivetrain/86821-cjm-stage-2-full-fuel-return-install.html)

Sometime in the next few days I am going to put the S2E on my car so I can take really detailed photos of the routing and setup. The systems keep evolving a little each time I build them but I think the S2 and S2E might be in a steady state for the time being. I am pretty happy with how the first S2E build turned out and I am anxious to find if it fits the customers car the way it fit mine. I mean... so long as the routing and everything seems to be workable for most the FI kits, its ready to go for huge power.

Quote:

Originally Posted by phunk (Post 2744356)

The RRP has 2 pump positions.. one that can hold a standard diameter Walbro or similar shape, and one that can hold the larger 400/485 pumps.

It was designed and has only been tested using a special model 255 in the one position. This special Walbro 255 has a siphon to help the RRP fill itself with fuel from underneath it on the driver side of the tank.

I dont know yet how well it will perform without this special 255 in it. I have been suggesting people to supplement it with a secondary pump in the RRP that is triggered with a Hobbs switch.

However, I am starting to get more and more comfortable with the idea of the RRP not using the special 255 as its primary pump. There is no doubt in my mind that its surge protection will be at least slightly hurt... however with how everyone is telling me they are able to race down to an empty tank... it would seem it has some function to spare and still offer far superior surge protection than stock.

This siphon on the RRP that is built into that Walbro also serves to help transfer fuel back to the passenger side in attempt to extend the OEM fuel sending units pump life. Since we know its always starving badly even if the RRP is protecting the engine from starvation, I wanted it to have a secondary function of trying to protect the OEM pump. By having that siphon active in it, it will increase surge can overflow volume which overflows back to the passenger side.

So anyhow... nobody has tried the RRP without that special Walbro yet.

Just after shipping you your individual S2 fuel systems pieces, I than had to build another kit for a customer. He wanted the 485 in the factory sending unit. This mean cutting out the filter to fit it, which I think is best for a pump that large anyway, especially with E85 since the factory filter is paper and the paper filters are not supposed to be used with E85.

That said, coming up on 3 years my OEM paper filter hasnt given me any problems with my 340 pump.

While building that order, I built it as something I could duplicate as the "S2E Fuel System". The E for external filter. The rear of the 2 hardpipes from the standard S2 is replaced with the external filter setup.

To further enhance output potential, the S2E uses the factory quick connect outlet on the pump as the return inlet, and the added bulkhead is a -6 for the output. This setup bypasses the internal filter whether its been cut out or not. So it doesnt have to only be used with a 485 in the sending unit.

We can upgrade you to an S2E easily. I would make sure that it doesnt cost you any more had you just gone that route (had it existed when your parts shipped).

As for the RRP and S2E... I have already mapped out how to integrate the RRP with the S2 and S2E fuel systems. Having the RRP be a part of it doesnt change anything about the S2 or S2E since the RRP is all in-tank.

The S2E with 485 will do 700+ rwhp, no problem.

:icon18::iagree: What he said!!!

Nah, just kidding...That's all French to me

Maybe O&G can educate me visually cuz words aren't cutting it.

That is a lot of my fault and my lack of showing pictures and giving the solid details. Now that I have the S2 and S2E kits and RRP integration with them all figured out, I will be posting up the details to make it clear for everyone. I just wanted to make sure I had stuff locked in before I got to deep into posting it up.

I would do it right now, but I ran out of pump return conversions and rails for the 370z. Getting 10 more sets of rails prepped for anodizing right now, and 60 return conversions. Soon I will have to do the big material order for the lifetime supply of VHR rails. I believe that next week I will have all the information ready for posting.

This is most of the S2E kit here:

https://scontent-a-ord.xx.fbcdn.net/...70&oe=53BBA302

Not shown is the long return hose, or the parts to convert the sending unit to return. O&G I am sure you can see how the filter setup there would swap right in replacing your rear hardpipe.

Here is the S2E sending unit with 485 installed, return conversion performed, filter removed, and flow reversal.

https://scontent-a-ord.xx.fbcdn.net/...71340449_n.jpg

https://scontent-a-ord.xx.fbcdn.net/...14889815_n.jpg

Good deal! So from what I understand, I need the S2E rear hardpipe section w/ the filter, ditch the 340LPH and go with the 485 Wally in the main pump housing and just stick with your original design on the RRP setup? I'll get with you next week on it and give you some time to get everything together. I still need to break the motor and clutch in and I can do that with the current setup on pump gas.

Thanks for the response!

I guess I'll need a few new hardware pieces to preform the flow reversal for the new 485 pump, as well. I noticed that after reviewing your pictures and detailed post, lol! No rush, but it is something I'll be doing in the near future.

I can also return my rear hardpipe section to you for reuse when we get to that point.

Flow reversal:

Remove the blue -4 hose for the standard return conversion. The 1/8NPT to 1/4" hose barb that threads into the regulator bypass fitting needs to be swapped out for a 1/8NPT to 5/16" hose barb. Then 5/16 in-tank hose goes on there, and straight up to the factory output hose barb. Of course I have all this stuff. So the return gets upgraded from the -4 internal stuff to 5/16(-5).

You will need my FPO fitting or equivalent type of adapter to attach the long return hose to the factory output quick connect.

For the output, open the bulkhead hole up to a -6 and put a -6 90 on there. Fuel pump goes straight out this way.

Boom, Charles solving problems everyday all day! I'll be in touch when I'm ready to go E85 on hi-boost! Thanks again!

Quote:

Originally Posted by O&G (Post 2744420)

You can use the 340 LPH still if you want. It would mean you can just ignore the factory filter. For the 485, it has to be physically cut out. Which I have step by step photos I intend to post soon showing how to properly do this.

If you are going to go with the RRP, I would probably just stick with the 340 in the factory sending unit since it will now feed the RRP. If you look at the S2E sending unit photos I posted just above... for the RRP, that blue hose leaving the pump will instead go over to fill the RRP, and the RRP output will come back to go out that bulkhead.

If I can stick w/ the 340 and use your RRP setup and maintain my goals of 700 whp area on E85 I will be happy. It sounds like the easiest solution for the stuff I already have anyways.

I'll be in touch in a few weeks after you get everything finalized.

Hard pipes relocated a bit and wrapped http://img.tapatalk.com/d/14/03/21/agy2u3y7.jpg http://img.tapatalk.com/d/14/03/21/2yqu7ypy.jpg

sent from my Samsung Galaxy Note

Is that Thermo-Tec heat tape?

Cool-it wrap with hi temp adhesive!

Good luck with it?

I bought a roll of Thermo-Tec heat tape figure I would zip tie everything I wrap and just wrap the zip tie with the Thermo-tec heat tape to protect them. See how it works.

there ya go.

My personal opinion.. wrap something around the AN connection between the hardpipe and softline there. Since you have hot pipes and a turbo right there, I like to wrap over connections near hot parts so that if there ever were a leak, it would drip out of wrap rather than spray straight out in who knows what direction.