Community Forums

HuskyJack · 07-14-2006, 08:37 PM

RJK, Driver and Max49. I came up with the idea to use the pipe fitting end off of a 2004 filter and weld on a fitting that would mate up with the older style filter.. The special fitting cost about $10 at a local hose shop. After 25,000 miles it works great with no problems.

For more information do a find for postings made by: Huskyjack

If anyone is interted I have pictures avaiable of the fitting and process..

Jack

DriVer · 07-15-2006, 02:37 PM

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by HuskyJack:
If anyone is interted I have pictures avaiable of the fitting and process.. </div></BLOCKQUOTE>Jack, Thanks for posting.

YosemiteBobR · 07-19-2006, 07:12 AM

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">On systems using a return line from the rail, the fuel is heated by the engine and returns to the tank resulting in increased fuel (HC) vapors in the system. Eliminating the extra vapor allows the EVAP system to be sized accordingly. </div></BLOCKQUOTE>

DriVer, that brings up an interesting point to ponder. In the past as with (carburetors) the fuel got so heated that it boiled at times and created 'vapor lock'. I wonder if the possibility would exist again here, or is the fuel used so fast there is not chance for heating? With no return line at the fuel rail I wonder just how hot that fuel is getting? I'm sure this must have been addressed in the new design, guess time will tell.

troth · 07-19-2006, 07:39 AM

I've taken HuskyJack's advice and made my own "adapter" just like his. My '04 coach can now use a '03 fuel filter (cheaper and easier to find). Plus, I can alsways remove the adapter and go back to the OEM filter if need be...

M&EM · 07-19-2006, 07:44 AM

Bob,
Sounds like a challenging engineering issue. Certainly the fuel tank area will see less engine heated returned fuel and less vapors. Also the chance for cavitation at the fuel pump will be lower since fuel at the suction end of the pump will be cooler and less likely to boil. Cavitation can be pretty destructive to the spinning rotor in these pumps and certainly can cause reduced or no fuel pressure.

On the other hand, fuel going to the engine is not flowing as fast without a return to the tank and therefore can get reach a higher temperature on its way to the injectors. So a higher fuel pressure needs to be maintained to prevent vapor lock.

I hope they got it right!