ls1 fuel rails
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13 - 19 May 2021 Fuel Price Update: Fuel prices remain!
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Review Post ls1 fuel rails
LS1/LS2/LS6 102mm Sheet Metal Intake Manifold +Fuel Rails Tig Welded Aluminum M2 https://t.co/Bq3ujHGveY https://t.co/o8EfPrg5Tp
LOW 102mm or 92mm LS1 LS2 SHEET METAL INTAKE FABRICATED TIG WELDED W/fuel RAILS https://t.co/5zQPPR0NSm eBay https://t.co/yn6oWqxcjx
Aeromotive 14106 High Flow Billet Fuel Rails, 1997-04 GM LS1/LS6 https://t.co/YsMxGRgLR7 eBay https://t.co/ZQeJayKUcK
(Sponsored eBay) 92mm Welded Fabricated Intake Manifold w/ Fuel Rails Black for Chevy LS1/LS2/LS6 https://t.co/oX8BQt0Llk https://t.co/OF6LXacEgY
AEROMOTIVE Billet Fuel Rails - LS1 Edelbrock #29085 14147 https://t.co/QcsuxmoEcD eBay https://t.co/VvXS5RZike
-8AN Fuel rails w/ fittings & crossover hose For LS1 / LS6 high flow BLACK https://t.co/yzihlvaatZ eBay https://t.co/8BtE1z7bAx
MSD Atomic AirForce LS1/2/6 Intake Manifold 103mm Throttle Body Fuel Rails Gray https://t.co/NPZhLXafaD eBay https://t.co/roVcGQMMSE
Complete Resto Mod with 2002 Camaro Z28 5.7 liter LS1 Swap. Dyno to rear wheels 350.5 HP at 5340(RPM) & 379.7 (ft-lbs) at 4080(RPM). Lunati cam, springs, lifters, and push rods. Professional Products 52064 Aluminum manifold fuel rails and throttle body. https://t.co/LqiYECF6bN https://t.co/DYNQU3f56i
102mm LS1 LS2 LS6 Intake Manifold With Fuel Rails Cathedral Port 6.0L 5.3L 4.8L https://t.co/m0Fvmi0Cyt eBay https://t.co/JJCJLciiT8
chevrolet camaro ls LS2 lq9 6.0 ls3 ls1 lq4 billet red Fuel Rails rail Kit zz5 https://t.co/vYET2plWAU
Review Q&A ls1 fuel rails
Do fuel and exhaust system cleaners really work? If so, which brands are most effective?
Question: ,Do fuel and exhaust system cleaners really work? If so, which brands are most effective? Fuel system cleaners vary in effectiveness. Old brands such as Sea Foam, while they won’t do any harm, are essentially useless for cleaning injectors or intake passages. Sea Foam is a crude mixture of 60% kerosene, 25% naptha (a weak solvent previously used for dry cleaning), and 15% isopropyl alcohol. What you pour into your engine is essentially lamp oil mixed with dry cleaning solvent and rubbing alcohol. The two volatile solvents flash off as soon as the engine warms up and you are left with some kerosene in your engine diluting your fuel and/or oil. Most of the common brands of fuel additives/cleaners found in the auto parts store are in this category and equally ineffective. There are, however, some useful “pour-in-the-tank” fuel cleaners. One of them is Techron. Techron is a mixture of gasoline to which 400 ppm of PEA (polyertheamine) has been added. Techron is a concentrate of the same detergent used in Chevron gasolines. The stuff does work. Even more effective is a product called 44K. 44K is a mixture of high quality potent detergents. Some of these are only activated at high temperatures. That means that they will not flash off in the tank or manifold but actually get to the injectors, valves, and cylinder heads where they will do some good. The stuff is expensive. And in the past it was only available from BG distributors. But it can now be purchased through Amazon. But the best method of cleaning intake manifolds, valves, injectors, and combustion chambers is to use something like this a professional grade fuel injector cleaning machine. This one is my OTC 7448. If you buy one make sure you also purchase a set of connectors that match the various fuel rail test ports on your cars. These fuel injector cleaning machines are used two ways. Filled with an injector cleaner such as OTC Pro Inject-R Kleen the fuel injector cleaner is connected to the vehicle’s fuel rail, the fuel pump is disabled by removing the relay or fuse, and fuel pressure is supplied to the device via compressed air from the shop air supply. The engine is then started and the concentrated cleaner and fuel mixture is thus sent directly to the injectors. Alternatively the device can be filled with GM Fluid 88861803 Upper Engine Cleaner and connected to a port in the vehicle’s intake manifold. The engine is started with the fuel pump operating and the OTC tank feeding concentrated engine cleaner by gravity feed directly into the manifold. This cleans the manifold, valves, and combustion chambers. If you work on your own cars, buying this system is more than worthwhile especially if your vehicle has an engine such as GM’s excellent LS1 that has a tendency to develop deposits behind the valves. But you can have the job done by any qualified service garage. The cost for the service wil be approximately $150-$175. (Note that these devices when connected to the fuel rail are for port injected engines. They are not designed for the extremely high fuel pressures of direct injected engines.)
Can I use a V8 fuel pump for a V6 engine?
It depends upon the litre per hour rating of the fuel pump,like my Chevrolet LS1 V8 engine is tuned & is calculated to consume 117 litres per hour @ about 58 PSI calculated by this formula :- Optimal LPH = (Max. HP x BSFC) / 1.58 Which I got off this website :- "What Size Fuel Pump Do I Need?" Your Top Tech Questions Answered! - OnAllCylinders It is more to do with what horsepower the engine generates & whether the engine runs forced induction or not, a Chevrolet L99 V8 which is supercharged will need a larger fuel pump,I had a Kia V6 one running my V8 which I've got set aside as a spare,it's rated at about 140 litres per hour @ about 60 PSI of fuel pressure. My car in V6 form runs a 100 litre per hour fuel pump standard so using one of them in my V8 car is a no,but you can run a V8 sized pump in the V6 fuel sender unit,the V6 model of my car runs an external fuel pressure regulator, my V8 one is inside the fuel tank & incorporated in the fuel pump sender unit. So as long as the fuel pump is bigger, not smaller,just don't go too big as you can get to the point of overheating the fuel & the fuel rail !
What is important to know and consider before attempting an LS engine swap?
What PCM to use,for example,Fast EFI make plug 'n' play EFI systems which will plug directly into an LS engines sensors,coils,fuel injectors,etc & they don't require any programming to set up or you can fit the factory PCM & wiring loom but you will have to get the VATS (vehicle anti theft system) part of the PCMs program deleted or else the engine won't start,an LS1 PCM will not run a later Gen4-5 V8 engine (L76,L77,L98,LT1,LT4,etc) unless both the crankshaft & camshaft trigger wheel are changed to suit the PCM,an LS1,LQ4,etc camshaft & lifters will be needed (LS7 hydraulic lifters are the default items these days & the AFM or DOD delete will have to be done) you will have to make sure that the PCM is flashed for a manual or the 4L60E electronic automatic transmission depending upon your application. For example,even a TH350,400,or a TH700R isn't fully electronically controlled so a TH700R has its torque converter clutch solenoid operated by either the PCM,stand alone control unit or by a remote switch inside of the car,the rest of it is still operated by a kickdown cable. If you are fitting the 6 speed manual transmission the right tailshaft yoke needs to be selected, for example,a T56 Tremec needs a 28 spline slip yoke whereas the TR 6060 transmission needs a 31 spline tailshaft yoke. You may need a starter motor relocation kit depending upon what side the starter motor can be fitted,the fuel system is also returnless on the 1999–2005 LS1 engines & has a stock fuel pressure of 58 PSI so you must decide whether you want to retrofit the fuel pump sender from the donor car or run aftermarket fuel rails & an aftermarket adjustable fuel pressure regulator,the fuel lines need to be 3/8 inches in diameter as well !
Does fuel line size matter?
Yes it does. I know while Holden still used 5/16″ fuel lines & fuel filters in the 220 kilowatt VT series 1 5.7 litre Holden V8 (not the Chevrolet LS1 V8 engine) Commodore which was produced by Holdens special vehicles division up until 1999 before Holden bolted the fully imported 5.7 little Chevrolet LS1 V8 engine into the series 2 VT Commodore which also had a STOCK factory power output of 220 Kilowatts before Chevrolet bolted the LS6 inlet manifold onto the engine which was available the next year in the VX series 1 model Holden Commodore. The Chevrolet LS1 V8 engine ran 3/8″ barbs on the fuel rail & it ran a returnless fuel system where the fuel pressure regulator was mounted inside of the fuel tank,note in Australia the Chevrolet LS1 V8 engine was actually detuned as compared to what was found in the Corvette for example,my 2002 model Holden VY SS Commodore runs the same engine albeit in the Camaro guise where the alternator is mounted on the bottom left hand front side of the engine & the power steering pump is mounted on the front top left hand side of the engine. In my car it put out 235 kilowatts from the factory although mine has been tuned since,in the Corvette the same engine put out 260 kilowatts from the factory in the U.S. so yes,it needs a bigger fuel filter & fuel lines to supply the engine with its demand for fuel,in the U.S.,5/16″ fuel line would be very borderline for the Corvette so they're better off fitting the 3/8″ fuel lines in that car. Holden still used 5/16″ diameter fuel lines in the 152 kilowatt 3.8 litre Buick L36 V6 powered Holden Commodores up until 2004 then they went to a 3/8″ diameter fuel line & filter setup & a returnless fuel system similar to what the Chevrolet LS1 V8 powered Commodore did & in the 2004 Holden VZ Commodores which were Fitted with the then new 175 kilowatt & 190 kilowatt (SV6) 3.6 litre GM-HOLDEN Alloytec LY7 V6 engine. Maybe they started doing that to save on the cost of manufacturing & stocking car parts & to increase the interchangeability of the parts between the V6 & V8 models to keep the cost of manufacturing the vehicles down as I mentioned before,I know that I can use a VZ V6 Commodore fuel filter in my V8 powered VY Commodore. I know that I have heard of people who hsve got crazy amounts of power out of the turbocharged Nissan RB30ET engine which is found in the 1986–1988 model Holden VL Commodore to the point that they have had to run a 1/2″ fuel line up to the fuel rail which is mounted on the engine when the engine is pumping out 500 horsepower so 1/2 “ diameter fuel line is needed for that amount of power. My VY SS Commodore is adequately fitted with 3/8″ fuel line which is good for up to 450 brake horsepower,my cars engine puts out around 400 brake horsepower. 5/16″ fuel line is adequate for up to 350 brake horsepower !
Have you adapted parts not intended for the car you were working on, or fabricated something into a part that wasn't one originally?
Yes,my Australian built 1986 model Holden VL Commodore was fitted with a Nissan RB30E engine at the factory that Holden imported from Japan between 1986–1988 due to the mandatory use of unleaded fuel & tightening emission standards for new vehicles from February 1986 when they retired their 202 cubic inch in line six which ran on leaded fuel. In 2003, I went about building a twin cam Nissan RB30DE engine so I bought a 1995 model Nissan R33 Skyline RB25DE engine,wiring loom & ECU package for about $1000 AUD,I used the 10.5:1 compression pistons,24 valve variable inlet valve timing cylinder head, high volume oil pump ,coil on plug ignition coils, exhaust manifold,inlet manifold,side feed fuel injectors & fuel rail including the fuel pressure regulator from the RB25DE engine,so that compression ratio went up from 9.0:1 to that. I grafted the Skyline wiring loom onto a spare VL Commodore loom to make it plug & play,I modified the R33 Skyline exhaust dump pipe to make it fit the Commodore,I did have to buy another ECU as the engine wouldn't rev past 2000 RPMs,it was throwing a MAF code but the fault was in the ECU. The piston rings were 0.040″ oversized ACL piston rings which suit a Mitsubishi 4G63 engine, they fit the standard RB25DE pistons & RB25 and RB30 cylinders, the RB25 engine is a 2.5 litre engine which has a 40mm shorter stroke than the 3 litre RB30E engine. The engine had about 50% more power than the 114 kilowatt single cam RB30 engine so at least 170 flywheel kilowatts,the 0–100 kilometre time dropped from about 9 seconds down to 5.8 seconds in the 5 speed manual car. It's off the road now but I drive a 5.7 litre Chevrolet LS1 V8 powered Commodore now which does 0–100 km/h in at least 5 seconds !
How does a multi-port fuel injection work?
Multi-port injection is the air/fuel delivery system used on most new cars. It offers more accurate fuel delivery than throttle-body systems, though the basic idea is the same: a computer-controlled fuel delivery system that is programmable, emissions-compliant, and handles both high-performance and daily-driver applications. Multi-port systems use an injector for each cylinder, which is mounted directly over each intake valve in the intake manifold; each is fed by fuel rails that attach along the intake runners to deliver a pressurized fuel supply. A fuel-pressure regulator maintains the specified level of fuel pressure in the fuel rails. The pulsing of the injectors in a multi-port system can be arranged using one of two methods. One uses "batch fire" injection, where groups of injectors pulse simultaneously; a more precise method involves firing the injectors in a sequential order, to coincide with the intake valve opening in each cylinder. Sequential injection offers more responsive engine performance, as well as the potential for improved fuel economy and reduced emissions. Airflow into an engine with electronic fuel injection is controlled by the driver using a throttle-body. This can be mounted in place of a carburetor on a conventionally configured intake manifold for aftermarket systems, often using a four-barrel-style throttle body, though factory multi-port injection systems often use dedicated manifolds with throttle bodies using one large butterfly valve. The electronic controls for the MPFI system can "read" the incoming airflow using one of two primary methods: a speed-density system that uses a sensor to interpret manifold pressure, or a mass airflow system that uses a sensor in the air inlet leading to the throttle body to measure incoming airflow. The electronics that control these systems are the key to making them function properly. In recent years, this aspect of EFI has become much more user-friendly, making retrofit systems far easier to mate with engines that were not originally fuel-injected. Many of these control systems can be tailored to suit the needs of a particular application, and more and more of them are using simple hand-held controls rather than requiring computer programming with a laptop. Here's an overview of some of the available retrofit systems currently available for muscle-era engines. MASS-FLO EFI offers 29 different multi-port injection systems for classic cars of the Sixties and for late-model Ford and Chevrolet performance engines. In addition to six Chevrolet, five Mopar and nine Ford kits, Mass-Flo has systems available for Pontiac, Olds, Cadillac, AMC and Studebaker. Each kit is supplied with all necessary wiring, an intake manifold, four-barrel throttle-body unit (dual throttle-bodies are available on some applications as an option), oxygen sensors, fuel injectors with custom fuel rails, and all sensors needed to install the system completely. Mass-Flo units use a throttle-body-mounted mass-airflow (MAF) meter; however, optional 3-inch or 3.5-inch blow-through or draw-through MAF sensors that are installed into the fresh-air intake hose can be added as an option. The throttle-body system is controlled by an ECM containing Mass-Flo's own J-3 self-learning computer chip and can be used with naturally aspirated engines as well as supercharged and turbocharged induction. New vehicle performance applications include Ford 4.6 and 5.4, as well as Chevrolet LS1, LS2, LS6 and LSX engines. Systems are also available for early 348 and 409 Chevrolet, 472 Cadillac and Chrysler B/RB engines. Complete fuel supply kits that include filters, stainless-steel fuel lines and fittings are offered; several 110-GPH and 255-LPH high-performance electric fuel pumps are included in the company's online catalog. Replacement fuel injectors from 19- through 75-lbs./hr. are also listed. AFFORDABLE FUEL INJECTION offers multi-port fuel injection systems with many specific kits available for Chevrolet, Oldsmobile, Pontiac, Mopar, Ford and Buick. There are several kits available for Chevrolet that will fit most engines ranging from the 4.3-liter V-6 to 502 big-blocks. Kits include a port-injection-specific Holley intake manifold, distributor, computer, fuel pump, wiring harness and MAP sensor, as well as the rail-mounted fuel injectors and pressure regulator. A two- or four-barrel throttle-body unit is also mounted to the manifold to meter the necessary air. The AFI system is shipped complete; the only components not included are throttle linkage, air cleaner and fuel lines. Basic kits include a stock ECM, though programmable ECMs are available for additional cost. Kits can be custom-tailored to other specific needs, and extended harnesses, electric cooling-fan controls, heated oxygen sensors and polished manifolds are all also available. Affordable's base kit uses a two-barrel manifold with a 600-CFM throttle body, while a two-barrel 700-CFM kit and four-barrel 1,000-CFM conversion are offered at an additional fee. In addition to Chevrolet, applications are available for Ford small-block and FE engines, Oldsmobile and Pontiac 455s and Mopar 340-440 V-8 engines. HOLLEY offers several multi-port injection add-on systems. The Avenger EFI system allows for bolt-on installation and incorporates a hand-held controller that allows the user to enter initial data about the engine and drivetrain. The system ECM can then self-tune as the vehicle is driven to deliver the best operating parameters for fuel economy and engine performance. The Avenger system includes a billet intake manifold, fuel-rail unit with injectors, throttle body, harness, sensors and electric fuel pump, as well as Holley's own aftermarket ECM designed specifically for this system. The hand-held controller eliminates the need for a laptop to read system software and allows the driver to easily change parameters when race conditions require some tweaking for performance. Everything that is needed to complete installation is provided in the kit, save for a fuel return line to the gas tank. The Avenger EFI system is compatible with computer-controlled ignition and can be used to convert both carbureted and throttle-body injection equipped engines to MPFI. The system also uses fuel and oil pressure inputs to maximize performance. Holley's Avenger EFI can be used as a basis for a future upgrade to their HP EFI system as well. Holley also produces the Pro Commander 950 EFI system, which uses a single-plane manifold with injector ports and fuel rails coupled with a 1,000- or 2,000-CFM throttle body. Each kit uses one of several different injectors, rated from 19- to 50-lbs./hr. The Pro Commander programmable ECM and a full range of sensors come with each system. Applications are listed for many V-6 and V-8 equipped GM vehicles, including 1955-2002 Chevrolet, 1977-'80 Buick, 1977-'82 Olds and 1971-'87 Pontiac. The Pro 950 system is based on speed-density inputs, which allows the fuel injection system to provide better performance at higher RPM. With the total engine management programming software that is included, the system can be easily adapted to performance enhancements such as the addition of headers or a bigger camshaft. Holley injection systems are available from most major retailers, including SUMMIT RACING and JEGS PERFORMANCE. EDELBROCK offers several fully sequential injection systems to retrofit carbureted engines. The Pro-Flo2 system is available for non-emissions applications and includes EFI Technologies' flash-programmable ECM. The flash memory allows for both speed-density and speed-throttle programming inputs. Basic ECM calibrations are pre-loaded, although you can change to performance options using the Pro-Flo2 software and hand-held calibration module included in the kit. The ECM does not require a calibration chip and the system is fully sequential, meaning it fires the injectors individually. The computer works in closed loop and contains an adjustable rev limiter as well. Laptop tuning is also available and the Pro-Flo2 software includes an I-link that relays information directly to Edelbrock Tech Support to resolve any tuneability issues. The Pro-Flo2 system can be used on 1967-'91 V-8 AMC, Chevrolet V-8, small-block and FE Fords, V-8 Mopars and 389-455 V-8 Pontiac muscle cars, and can also be retrofitted for users of Edelbrock's original Pro-Flo conversion. Pro-Flo XT conversions are also available from Edelbrock. The XT system is a bolt-on fully sequential injection performance package that uses a large-plenum intake manifold and eight long, tapered intake runners of equal length that allow increases in torque and horsepower in the 1,500-6,500 RPM range. The Pro Flo XT system uses an Edelbrock 90mm front-mount throttle body, similar to the one used on late-model GM LS engines, to supply the necessary air to the system. The XT conversion contains all necessary hardware, the correct wiring harness, a Mallory replacement distributor and the complete intake package using Pico fuel injectors. A narrow-band O2 sensor is included, along with a fuel pump, filter, the ECM, Pro-Flo XT software and hand-held calibration module. You can opt for a black powdercoated finish or keep it natural with the cast-aluminum look. The ease of programming makes the Pro-Flo XT system an excellent option for Chevy enthusiasts using pre-1986 small-block applications or big-block 396-502 engines. ACCEL also offers fully sequential injection conversion systems. The Accel DFI Pro-Ram conversion is available for 289-351W Fords and both small- and big-block Chevrolet engines. Each Accel DFI kit includes a single-plane manifold, ECM, fuel pump and wiring harness; buyers have the choice of throttle-body units rated from 750- to 1,300-CFM, paired with appropriately sized injectors. The intake manifold gives the best performance in the 2,000- to 6,500-RPM range, and has custom intake runners that deliver consistent airflow, resulting in the optimum fuel/air mixture to each cylinder. The most popular kits for small-block engines that produce under 500hp are supplied with a 750-CFM throttle body and 30-lbs./hr. injectors; engines that live in higher RPM ranges can be fitted with 1,000-1,250-CFM throttle bodies and 36-lbs./hr. fuel injectors. Several 1,300- and 1,350-CFM units for big-block Chevrolets and 48-lbs./hr. injectors are available as well. Accel systems are available through the company's large dealer network from such suppliers as PACE PERFORMANCE. From a cost standpoint, the throttle-body-type injection systems work efficiently and usually cost less than fully sequential systems. However, multi-port systems are often more able to support higher levels of power, and tend to be more adaptable if you intend to make upgrades to your engine in the future. With these conversions starting at about $1,500 and going as high as $4,000, we encourage you to do plenty of preliminary research before purchasing a specific unit for your car. Each of these manufacturers have technical staff to help you better determine which multi-port fuel injection system is correct for your muscle car, whether it's a show car, a racer or a little of each. https://www.hemmings.com/stories/article/multi-port-fuel-injection-retrofit-systems
How do you restore lost power in an old car?
First step if possible would be to place it on an on car dynamometer then see if the engine has lost power or not,if it has, connect it up to a computer or a compatible scan tool through the diagnostic port the scan for any present or historical fault codes which may indicate that a sensor or system such as the fuel or ignition system isn't working right, replace the air to fuel ratio sensors if they're faulty. I know that replacing the knock sensors in my car when they were faulty gave the car much more power without the expense of fuel economy, check the grams per second reading at idle speed,it should be about 6–7 grams per second for a big V8 engine or about 3 for a 3 litre six, maybe about 2 for a 4 cylinder engine at idle speed,if it's not then check for a clogged air filter or catalytic converter & replace as necessary. Check the engines health by performing a compression or a leakdown test,a 5.7 litre Chevrolet LS1 V8 engine should test at about 150 PSI for a healthy engine although 100 PSI is classed as a pass,on mine cylinder number 1 tested at 140 PSI & cylinder number 2 tested at 145 PSI which is acceptable to me, check the fuel pressure to see what pressure it's running at, check it against specifications. If it's below specifications check the fuel volume,if it's low then check the in tank & external fuel filter for restriction,if it's still too low then replace the fuel pump,if it's o.k. but full pressure isn’t building up but it holds pressure after the ignition switch is turned off then the fuel pressure regulator is faulty & needs replacing,if it drops off even with the return line pinched off then pinch the line in between the fuel pressure gauge & the fuel rail after the fuel pump relay shuts off,if the fuel pressure still drops off then the non return valve in the fuel pump is faulty & needs replacing. Start off by replacing the oil,air & fuel filters, change the oil, flush the cooling system out , replace the thermostat & replace the coolant, replace the spark plugs,leads, check the ignition timing, remove the fuel injectors to get them cleaned & flow tested,refit or if necessary replace the fuel injectors & perform an upper engine clean to clean out the inlet ports inside of the cylinder head. The engine should perform as good as new again,my 5.7 litre Chevrolet LS1 V8 engine performs better than new at over 368,000 kilometres (almost 229,000 miles) as it has Genie tri Y exhaust headers & a twin 2.5″ exhaust system fitted as well as being dyno tuned !
Does fuel pump pressure vary in cars?
Yes it does,from 6 PSI in a carburetored vehicle to almost 60 PSI in a Delphi EFI equipped vehicle such as my 5.7 litre Chevrolet LS1 V8 engine, engines which run electronic diesel injection run at a higher pressure again,like 29,000 PSI for a common rail electronic diesel injected vehicle!
My diesel engine runs great but when it is turned off it is a nightmare to get started again, what could be happening?
I know that if a fuel line has been disconnected on mechanical diesel injected vehicles or the tank has been run Low on diesel,air can get into the system requiring the manual primer usually located on the fuel filter fitting to be operated to purge the system to enable the engine to be started. A blocked air filter can also cause poor running on both mechanical & electronic diesel injected vehicles, engines with direct injection tend to have s problem with the inlet valves carboning up therefore restricting airflow so they need to be cleaned periodically. Some or all of the glow plugs may not work which can cause hard starting & such issues as a bad valve set for on mechanical injected system or electronic ally controlled injectors on electronically controlled systems which may be leaking may cause it. On common rail mechanical systems,there needs to be something like 7 PSI of system pressure available to atomize the diesel so the engine will even fire whereas electronic systems run about 30,000 PSI of system pressure. You could also check to see if the diesel filter is also blocked,a scan tool can be plugged into later model diesel vehicles which can display live data & any trouble codes which indicate something wrong with the diesel injection system such as a faulty sensor. I've got a couple of scan tools which will work on my dads 2014 Holden Colorado for fault code retrieval & live data,it has electronic diesel injection & has the universal CAN-BUS OBD2 system which is an international protocol which works on all the latest vehicles particularly from late 2004 onwards in Australia with their GM Holden vehicles. They will not work on my 2002 Holden VY SS Commodore which runs the Chevrolet LS1 V8 engine as far as fault code retrieval goes but will display live data,the engine is controlled a Delphi ECU which complies with the SAE J1850 VPW OBD2 protocol which is GM specific. There's something wrong with both scanners if the local Holden dealer can retrieve the trouble codes.
How do you test a fuel pressure regulator to see if it's faulty?
You need to compare it to specifications as far as fuel pressure goes,I made one up for my 5.7 litre Chevrolet LS1 V8 engine by removing the Schrader valve then I screwed an JIC AN6 female fitting with a barbed 5/16″ fitting onto the fuel rails JIC AN6 male fitting. The barbed end of the female fitting is fitted into a 5/16″ length of hose which I also adapted a fuel pressure gauge to fit into. On Saturday,I measured 50 PSI at the fuel rail when it should've been 55–62 PSI,I was getting a P0171 code & I got a P0174 code as well today, the fuel trim readings were 25% on both engine banks at one stage,it had to be the fuel pressure regulator because the fuel system was holding pressure & the fuel volume was like 3 litres per minute. It was an in tank fuel pressure regulator so I fitted a spare one that I had in a spare fuel sender unit which had a broken fuel gauge resistor for the fuel level float. The fuel trims went down after I fitted the other fuel pressure regulator so the engine is running richer now,note on fuel systems where the fuel pressure regulator is mounted on the fuel rail you can test for diaphragm leakage by removing the vacuum line & feeling for wetness on the vacuum port of the regulator indicating that the diaphragm is leaking,a symptom may be that the engine is running too rich !
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