Nuts... ya beat me to it.

For those that havn't read it yet, the article's about installing an LT1 into a 3rd gen F-body. They did a nice Aeromotive fuel system install and went with -8 AN lines I belive. Aeromotive seems to think the LT1's serial-rail flow inhibits LT1 performance. They reccomend a parrallel design with no cross-over tube... just a dis-block on one end (both front's say), and the FP Reg serving as a Y-coupling and fuel return at the end.

I suppose you could get real crazy with fuel distribution and port both inlets into the middle of the fuel rails, and then run a 4-into-1 block at the regulator... but the Hosing would probably get out of hand at that point.


No one listed in the article what the real fundamental issue was with the serial vs. parrallel design, however this topic's be discussed in this forum before. The general idea is that the regulator may set a pressure limit, but farther upstream the pressure drops after each injector opening (which is siphoning fuel off the rail). Running the fuel in series creates 7 pressure drops before the final injector gets it's fuel... and will probably run leaner because of it.

Actual practise? I havn't heard of anyone with issues in moderate hp applications. This may be a factor of the "cylinder offset" table in the LT1's PCM with varies fuel delivery by injector, but the table definitely has more variables involved than just fuel pressure (like air flow, firing order, and likely a lot of empirical tuning etc..).

Might be a fun project if you have a few hundred bucks and a TIG welder lying around I guess.

 

There was a post at http://speeddensity.org/ about removing the tube. Post about it over there and I'm sure you'll get your answer.