Quote:
Originally Posted by Christ
I accounted for that in my head... the return system is such that the fuel will have cooled by the time it reaches the tank, and even if it hasn't, a tank full of 80* fuel being squirted with a jet of fuel at less than 200* isn't going to change an appreciable amount.
The best that would happen is a few degree's change, and it will only help the case where the radiator is heating the fuel to the same temps as the coolant.
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Agreed;
but there's a few ways around this. In the order they came in to my head.
1) Convert to non- return fuel system. Either the Chrysler PWM fuel pump control, or move the FPR down stream so that the fuel pressure bleeds off before the rail + heater(Diagram available on request).
2) Use a fuel sump with pump in the sump. (I built one for a 55 chevy we dropped an LT1 in to).
3) Use a great big heat exchanger that could heat that much fuel.
4) Run the fuel pump at a lower voltage. A lot of cars have a resistor inline to the fuel pump which is bypassed under high load conditions; if you ran a higher impedance ( or just 2) you could conceivably reduce the amount of bypass . . .
Just trying to help. I/ We could Definatley could be barking up the wrong tree here. . . .