I switched from the 340's and 9925-boost to the 4303 & 9950. When I called MP and told them I was thinking of keeping the 9925, I sure got an ear full.
Give magna fuel a phone call. It was an interesting phone call for me.
I find it strange that nobody has ever thought about this and actually looked into the design of the regulators before blindly buying one. People are buying what they feel are correct simply based off of what the advertised specs are and the MFR's are screwing us to some degree.ks
That's a pretty bold statement saying no one has ever thought about fuel regulators, wouldn't you say? Just because there isn't 100 posts on them doesn't mean that the community is a bunch of sheep. Rather it's a simple 10 minute phone call to the manufacturer that clears up a lot of internet questions. Spend days researching on the internet or 10 minutes on the phone? I guess we choose 2 different ways to skin the cat, eh?
Yes you are correct that the consumer is the one who looses in the end. We get fuel systems rated at HP when perhaps flow would be better? A pump rating for HP seems consistently rated for a carb & N/a. Regulators unfortunately fall under the same rating system, the HP rated system. It's not an apples to apples comparison. And it's not very easy to see the difference between the 9925 & 9950 from the internet. Although the sales rep had no reservations into the HP rating and the physical dimensional differences between the two.
Add in years of experience. In the early 2000's I ran a mustang with the Aeromotive pump with the voltage regulator. Nothing but issues including vapor lock. I got fed up and went with a Weldon and instantly a lot of my issues went away, including issues I thought was being caused by the "tune."
in 2004 I bought a 6.0L LSx truck with a LQ9 and put a whipple charger on it. Ran a BAP and would consistently run lean for a fraction of a second when I went WOT & 4PSI where the pressure switch turned on the BAP. When the internet says voltage regulation is a Band-Aid, well that's my personal experience as well. The Aeromotive voltage regulators were more grief than good, and the BAP wasn't much better. After I changed to Weldon, I swore off anything Aeromotive again.
jump forward a few decades and cars, when it was time for me to build a fuel system instead of internet opinions I went to a manufacturer that supports many fast cars. Hence my recommendation to call magnafuel and have a short phone call with them.
*We talked about initial fuel pressures right at WOT.
*fuel pressure when just off WOT
*Idle fuel pressure and injectors
*fuel delivery & return
*fittings & general layout
It was when I discussed 'general layout' with magnafuel the sales rep talked about vehicle acceleration. I hold a masters degree in engineering myself but what I forgot about was the 60' at the track in all my models. That's the difference between it working on paper, but not at the track. As simple as feeding both rails from the back and why that is the preferred method. As soon as the guy said at launch of a car the fuel stays at the line and the car moves forward, the light went on for me.
It's not a closed loop system, rather it is very dynamic in nature. Can you replicate 1.0g acceleration on a fuel system model? The point is, you can but there is a potential that you are forgetting about another variable in the equation. That's when I took my engineering hat off, and had a 10 minute conversation with the guys in the physical world.
now I run a liquid bath 4303 and the 9950. But there's more to it than just part numbers. It's the layout of the entire system.