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<blockquote data-quote="SecondhandSnake" data-source="post: 16416078" data-attributes="member: 116684"><p>Latest update- went through the Fuelab checklist. Theirs seems to point toward cavitation of some sort. It doesn't seem to have any of those causes though.</p><p></p><p><strong>Excessive restriction/low fuel inlet pressure.</strong> The inlet line is -10, very short, and has an 85 micron filter, all of which seems to match their recommendations. If it persists, I might try to put a gauge somewhere to see what the actual value is at the pump inlet. Fuel tank vacuum due to a faulty vent valve is a possibility as well. I didn't get any hiss opening the cap, but I'll try running it with an open cap just to make sure.</p><p><strong></strong></p><p><strong>Aeration.</strong> The return line goes to the corner of the tank below fuel level. That's as far away from the sump as possible, and shouldn't churn the fuel when it enters. The pump is at the same height as the sump, which is to say well below the fuel level, so it's very unlikely to trap or suck air.</p><p></p><p><strong>Temperature. </strong>Took it out for a drive. Weather was less than ideal with a very cold ambient and high wind, but I drove it until it started to lose rail pressure. It took about 15min of city driving. Fuel was drained from the pump and measured with a thermocouple and IR thermometer. Both indicated no more than a 15 deg F increase in fuel temperature, both well below 80 deg F. Lines, filters, and pump were lukewarm at best to the touch, again well below 80 deg F. Granted that methodology is less than ideal, but it would seem to indicate that it's not getting very hot. Cavitation shouldn't be an issue until 120 deg F, so I would think I should have margin. Further testing is warranted with real time temperatures measured in the sump. Probably won't get a chance until later in the week when ambient temperature comes up.</p><p></p><p>Beyond that the next question comes to regulator function. If none of those efforts bare any fruit, then when pressure loss occurs, I'll try cracking open the return line to see if there's any flow below the set point. If there is, that would mean a faulty regulator.</p><p></p><p>Just more food for thought. Stay tuned for more testing.</p></blockquote><p></p>
[QUOTE="SecondhandSnake, post: 16416078, member: 116684"] Latest update- went through the Fuelab checklist. Theirs seems to point toward cavitation of some sort. It doesn't seem to have any of those causes though. [b]Excessive restriction/low fuel inlet pressure.[/b] The inlet line is -10, very short, and has an 85 micron filter, all of which seems to match their recommendations. If it persists, I might try to put a gauge somewhere to see what the actual value is at the pump inlet. Fuel tank vacuum due to a faulty vent valve is a possibility as well. I didn't get any hiss opening the cap, but I'll try running it with an open cap just to make sure. [b] Aeration.[/b] The return line goes to the corner of the tank below fuel level. That's as far away from the sump as possible, and shouldn't churn the fuel when it enters. The pump is at the same height as the sump, which is to say well below the fuel level, so it's very unlikely to trap or suck air. [b]Temperature. [/b]Took it out for a drive. Weather was less than ideal with a very cold ambient and high wind, but I drove it until it started to lose rail pressure. It took about 15min of city driving. Fuel was drained from the pump and measured with a thermocouple and IR thermometer. Both indicated no more than a 15 deg F increase in fuel temperature, both well below 80 deg F. Lines, filters, and pump were lukewarm at best to the touch, again well below 80 deg F. Granted that methodology is less than ideal, but it would seem to indicate that it's not getting very hot. Cavitation shouldn't be an issue until 120 deg F, so I would think I should have margin. Further testing is warranted with real time temperatures measured in the sump. Probably won't get a chance until later in the week when ambient temperature comes up. Beyond that the next question comes to regulator function. If none of those efforts bare any fruit, then when pressure loss occurs, I'll try cracking open the return line to see if there's any flow below the set point. If there is, that would mean a faulty regulator. Just more food for thought. Stay tuned for more testing. [/QUOTE]
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