I run my bypass return to the inlet of the water separator which buffers the pulses a little bit, never did plumb it to the tank. I have been told by "experts" that this won't work, however I been running 1050+ hp this way for 4 years and 950 hp before that for 3 years, with ZERO issues ,Smitty

Good info

In most cases going back to the seperator is ok. The bigger the filter, the better it is. It's certainly much better than going to the suction side of the pump. You are obviously very mechanically inclined and can keep an eye on fuel pressure and would know if something wasn't right. I have to make it dummy proof. It has to work great and work everytime. Most all of my customers have no mechanical knowledge. Most don't pay attention to the gauges like they should. I have to be sure that there is no way the fuel pressure will fluctuate. I know that returning the fuel to the tank works great and works everytime.
There is almost always more than one way to do something. This is what works for me.
Eddie

"Dummy Proof".....cmon now Eddie.....just what exactly are you insinuating? :lolhit:

so who's going to be the new "tuner" for the engine PCMs? . . .

Seeing how you're going to be getting new PCMs, are you going to do a dyno tune with a wide band?

Good job Ed, keep up the great work :drink:

I will be doing the building, dynoing, tuning, etc.
Eddie

Nothing personal buddy.:lolhit:

You got any pics for us Eddie from the hardware that you have seen in the boat , or concerns ?

As a matter of fact, I do. My biggest concern in the boat is the fuel system. The 90* brass fittings coupled together, along with the ball valves could def. be causing a problem.
I also don't like the fuel being returned to the inlet side of the pump. That pretty much never turns out real good. IMO, the best way to go is to return it to the tank.
The filter head is also pretty restrictive.
Here are a few pics.
Eddie

Eddie , met you at 2011 loto for a bit. Your attiude and demeanor must exempllify your work. You are a true builder and genleman.

As to what is posted above..... My 2002 K.E. engines were set up better and I can not beleive the radius fittings in that boat. Im sure after you are done that machine will run like a sowing machine. Keep us posted.

Wow, those first few images of the fuel line rigging are scary. Is that the factory setup from Fountain???

Wow,WTF?!?!?!?!!! I can't believe with the money Eric has spent on this project that the bilge would look like that, what a freaking mess!!!

In RF's defense, they have installed and pulled these motors 3 times since they have had the boat. I know when I get it that it will be spotless. When we first went up to lake test the boat before Labor Day, it was presented to us in showroom condition.

If we can just get the engines/fuel/whatever right, i have full confidence that RF will deliver a spotless finished product.

Im not saying that its not dirty....its just been a struggle for RF to keep it clean when they have to pull the motors every time they start it....:lolhit:

Honestly, it makes no difference who did the fuel setup. I would rather try to keep this thread about the solution to the problem, without pointing fingers to what has happened in the past. I feel that the engines/boat are in the right hands now and that Eddie and RF are on the same page.

Trust me guys....no one...I mean NO ONE would like to start throwing people under the bus more than me. However, that will do no good at this point, and i want to keep this thread as positive and informative as possible.

Again, I appreciate everyone's concern and I honestly think some of you are almost as angry/dumbfounded as I am (ALMOST) :lolhit:....and I appreciate the support.

I was going to say there has been to much traffic in the boat in the past few weeks ,thats trivial right now lets get this back on track , focus on the future !!!

Here is the other issues that concern me. The wiring harness(s). The cannon plug on one engine is completely melted. Also, the wiring on the back of the engine is a mess. None of the relays or fuses are mounted to anything. Wires are hanging everywhere. I don't know if it was always like this or it was just taken apart. I'm not sure if any wires in the efi harness were damaged as well. I don't think I want to chance it and will be replacing the harness(s).
Eddie

Looks like Gerbils Have been nesting back there....LOL. Now that......is a mess...lol.

Like I said before, I'm not going to point fingers or turn it into a pissing match. I don't know if the fuel system was like that originally or not. It doesn't matter. I don't believe RF did it. I have full confidence in their work. You have to remember that this was a 525 boat originally. It would work fine with a 525. Only now that the power has been increased does it cause a problem.
I see this a TON. A guy ups the power in his boat but doesn't address the fuel system. He takes it out and promptly blows it to the moon. Or, someone adds a Whipple or Procharger to their Merc engine and doesn't do anything with the fuel system. Then they blow it up and can't figure out why. It happens more than most would think.
Eddie

It has happened 5 times now......count em....5!!!! :lolhit:

One of these days alice, bang , zoom !!!!!!!!!!!!! like I said now you can get rid of the wing nuts holding those buggers in .

Im waiting to see if there are Bud Light cans for pistons...:lolhit:

http://www.offshoreonly.com/forums/f...hipples-2.html

Check out this thread. Identical boats from Fountain, identical fuel setups.

All of the brass 90's removed when Whipples first installed.

What's with the firing order? I've heard of doing it on Fords. Same reason here?

Eddie is that the only oil cooler hanging on the back , if it is that thing is super small , I cant believe what that harness looks like , its screwed ! I see they did the C swap on those mtrs also .I keep looking at those pics and wonder why they would go out the door looking like that , wholly C.O.W.-- can o worms

Is this detonation from possibly no fuel + boost?

Ouch!

Sure looks like to me, pretty bad too! :drink:

I can't imagine installing a SC and leaving that choked up fuel system!!! Honestly, I'm almost surprised it wasn't an issue with just the 525's. :eek:

X2 that's crazy, I agree that it " may" have been ok for 525s, I don't understand why it hasn't been addressed until now? It's amazing all the details that easily get overlooked when adding power

ive been thinking the same thing as SS930 and lil red about the fuel system....wow

Those pics look strangely familiar.......

that's a lean condition, not enough fuel + too much timing

meaning . . . bad tune, poor fueling

you dug deep for that thread....:coolcowboy:

look at this almost 400 posts , crazy

I haven't been able to get away from that boat even after I quit boats. It is in my building at Texoma now...new owner has had great luck with it.

Half of them were from you:drink:

That's called a "C" swap.It swaps 4-7 and 3-2. It is what the LS engines use. Even though the cylinders are numbered differently, the firing order works out to be the same as a Ford.

That is the oil cooler on the bottom and a thermostat on top. The cooler is the original 525 cooler. It's a 2"x15" bundle, and yes it's to small. I will put a 3"x 25" cooler on it.
THe other thing to keep in mind is cooling. There was mention of the engine and headers getting hot. That doesn't surprise me at all. Everyone seemed surprised that they had 30 psi of water pressure, but everything was still running hot. A 2" diameter cooler has approx. (30) 1/4" tubes in it. The water runs through the tubes and oil goes around them. A 3" cooler has approx. 75 tubes. That's a huge difference in the ability to move water. A 3" cooler has almost 3 times the number or tubes, so obviously it can move quite a bit more water. They were reading water pressure on the inlet side of the cooler. That is just before the biggest restriction in the whole system. That would make the pressure high there, but probably pretty low in the engine block. It was mentioned that it needs a 2 stage water pump. In this case, it wouldn't have help a bit.
Little stuff like this adds up quickly. It doesn't take many items like that to hurt a 1000 hp engine. There isn't much room for error. Again, I don't know who is responsible for the above, nor do I care. My job is to find the flaws and fix them.
Eddie

Soooooo....I was minding my own business reading that 2007 thread....and then noticed that I had posted on there...LOL. Wow how time flies when you are spending 50k a year on new motors. It was shortly after that thread that the engines started their yearly grenading....Im so glad that I have had such good luck since then...and been associated with such quality minded professionals....or not. :evilb: