Which end the regulator goes?

I cant see it make any difference which end is the inlet and which is the outlet...........

Having the feed on the rear end (bulkhead side) and the regulator would give me more room at the front, and then the return could go on the front of the rail.......

Any reason why not???

 

eh? the feed is at the bulkhead end and the return (after the reg.) is at the front end

but there's no reason that you couldn't do it the other way around

 

Yeah thats what i meant........

I couldn't see any reason why it wouldn't work.........

 

yes, you cant have the regulator on the same side as the feed on the rail it must be after the feed AND rail.

you could swap them round just remember to have the feed at one side and the reg and return at the other

 

Thanks fella's

 

So the fuel reg is in the RETURN line? What does it regulate then? I always thought the supply went to the front through the reg and fed inj 1-4 then back out the rail at the bulk head end? Is it the otherway round then? Im confused

 

let's try and get this clear

the fuel comes from the pump to the fitting (spring clip fitting on 2wd, jubilee on 4x4) at the rear of the fuel rail (around the 180 degree bend).

the regulator is on the other end of the fuel rail, at the front of the car. it works by backing up the fuel in the rail to a certain pressure. what's left over in the rail that hasn't been injected then comes out of the reg and returns to the tank. as the return pipe is basically vented to atmosphere through the tank, there is no fuel pressure at that point.



taken from:

http://hometown.aol.com/dvandrews/em...njectionschema

hth

 

And here's a crude change to show what I wanted to know.......

 

Thanks for that I just thought it would work the other way round, limiting the fuel pressure to the injector rail before hand not after. So it is a myth that Cyl 4 is the one to run lean if any, it would be Cyl number1 then. Thanks for clearing that up for me

 

if any cylinder does run lean, it will not be due to supply issues from the rail.

no. 3 traditionally tends to be the one to melt on a yb as that cylinder gets marginally more airflow than the others due to the plenum, elbow design.

on some engines no. 4 fails, as it's furthest from the water pump so can get hotter than others.