emeraldlion

I still am not understanding why it would be detrimental to mount the regulator closer to the rear of the car and reduce the length of return line. I do understand the need for the guage to be at the carb so you know what your pressures are going into your carb. I do understand that the bypass is much better and that fittings and lines are very important(thank you Grumpy, those are great posts for creating efficient system). I am just thinking that pressure coming out of the bypass regulator on the feed line should be the same near the regulator, as near the carb, and if the guage you are reading(and adjusting for) is at the carburetor, then why is it best to run equal length return and feed lines with regulator in engine bay. (moderators if this is too fuel related I apologize and understand if it is moved to more appropriate sub forum). This is related to my v8 swap, that is why I initially started here.

In response to the above poster, the inner fender is part of the unibody structure and adds rigidity. It's best to weld it to inner structure after cutting.

feed line is coming from the regulator, shouldn't the pressure theoretically be the same at the regulator as at the carb. And if my pressure guage is at the carb and reading appropriate pressure then the placement of the regulator shouldn't really matter correct?

Not sure yet. Not sure if I want to modify the stock tank or run a return line to one of the larger vent lines already on the tank. I think one of the vent lines is 1/2 inch or something close, in which case I would be ordering some new line. Once I recheck the regulator with the stock lines currently in place I will know a little more. I figured mounting the regulator close to the tank and pump, I might not have to run hardline for the return if I did decide to use one of the vent lines(which are currently plugged off).

I've been trying to build this fuel setup around my stock pump, and the holley 803bp regulator I bought. I was supposed to check it again Sunday with the new regulator. I had posted on another thread about that. My main question here is about the placement of the regulator. If not require a vacuum reference, is there any real reason to NOT mount the regulator further back near the tank. I decided I might as well run new lines, and I ordered 3/8 lines from summit. Was just thinking about eliminating extra length of return line.

No vacuum reference. Carb setup

Ok. So ease of adjustment I understand. So if I am running two regulators, one return style and one non-return could I mount the return style at the rear naer the pump and reduce the hardline requirement from running return all the way to front? Then just run the feed line forward to the non-return regulator in the bay? Am I overthinking this? I'm planning on running new hard lines in 3/8 minimum and just trying to think through options.

So why is it that on most of the applications I am seeing here, the regulator is mounted in the engine bay. Why don't more people mount the regulator near the tank and just run the feed line forward to the compartment to clean things up?

But more seriously, it is quite sad that you have been so at a loss for enjoyment with the results. Sorry to hear it.

Thanks for the tips. Any lessons learned are always appreciated.

Just curious as to why you think a 14psi pump is wrong for your application? Several of the electric pumps I had looked at for carburetion were 14psi max. That is why you are running the bypass regulator to dial it down to 5.5 or so before the carb.

You know I had though about that. I saw that it mentioned that on the install. That probably isn't my whole issue, but I have 3/8" tubing I ordered from summit sitting around. Was hoping I could get away with stock lines but maybe this is telling me to go ahead and upgrade 'em. Thanks for the tip

I wouldn't mind doing it for you. Haven't seen the car in person but it sure looks nice. I'm right in that area. Might not be able to get to it today but will shoot for tomorrow. PM me a list of exact specifics you want, and I'll get my opinions on the rest. Can take any extra photos you would like as well. Have a good DSLR to snap with.

I would look up member Bjhines and view his build, not just because it is an incredible hybrid sbc v8z, but because he is using the 327. I think this is probably the route you should go. I have a 283 right now but I have a feeling I will be upgrading to the 327 not too long after I have her running. I picked up the 283 really cheap. I too have similar goals in mind. My car does not have the bracing that lot have, and while it won't be seeing any heavy racing, I don't want to build large torque numbers low. I also like the short stroke motors(I think the have a unique sound). Whatever route you go, keep us informed.

Haven't had much time but I did want to check the bypassing issue again. Double checked my connections so that wasn't the issue, but was concerned that the regulator may have been faulty. Will get back with you on that this weekend.

I'd also like to see some potential alternatives. I pulled the channel trim out and now realize it probably won't seal as well. My new civic has no rubber seal it appears. Just glued down.

So I was just reminded about this thread, but I hooked up my holley 12-803bp Which is their carbureted bypass style regulator. Ran the fuel pump and it seemed like an aweful lot of fuel was coming through. Way too much for 5.5 psi. I disconnected the return line and it wasn't bypassing. I called holley and they told me that the max inlet pressure is only rated at 20psi and they did not recommend usage for this scenario. I'm going to play with it a little more this weekend but this may not be a good option. (By the way, I can't manage to find max inlet pressures listed anywhere for any regulators)

thank you. will plan for that in future.

So I have a 283. Got it cheap, and to be honest I like the short stroke engines. In my mind they have a different sound that I prefer. With that said I also like power. Right now I am just getting the thing in and running. Trying to plan to upgrade to a turbo to reach modest HP goals in the future. My main question is on sizing of turbo for a single front mount setup. I would like to keep power 300-400. Th350 trans, 2400 stall, 3.9 gearset. Not sure on camspecs. Staying blowthrough carb and would like to only buy one carb upfront.

Congratulations! I can't imagine how gratifying it is to have your hard work and it's result featured.

We put clothes pins on the fuel lines in the area the exhaust was close about 3 inches apart for a foot. Worked great.

Don't hate me for suggesting something so simple but is the exhaust close to fuel lines in any place? We ran into vapor lock problems with my brother's mustang

It's a good thing he still had his bumper on!

That's as worthy of a response as any! Thank you RT.

I still second the motion to create a "Brake and Suspension/Chassis" FAQ topic with a link to all of the currently pinned topics. Although I changed the default to 40 I think it would still look cleaner.