Just landed in our hotel room. I'm beat. 11 hours to get here after a very long week of work. Gotta meet R3 in a few hours. Need sleep.
Eddie

Not trying to ninja this thread, but Tyler, could you explain what you mean by the fuel pump running backwards after the key is off? What kind of pumps? I've been running a 4a for a little over a year and certainly don't want something like this happening to me.

Thanks!

And we know how Eddie needs his beauty sleep , he tries but its not helping much .:evilb:

Griswald,
I imagine he is talking about kick back when the engine is shut off or a slight diesel.

I don't think that's it since he mentions a spike to the fuel pump driver in the ecm itself. Hopefully, he'll chime in.

PM him...or call...he will get back to you in a few weeks...

Just talked to Eddie a few hrs ago......hes on his way back from NC. needless to say there r several things that he feels need to be changed in relation to the fuel system/ignition system/oil coolers. I have a funny feeling that this is just the surface of the problems that will need to be fixed. Part of me is excited...and part of me is dreading the final diagnosis. Regardless...i feel very good about the direction we r going. Thanks to both Eddie and R3 for pulling all this together!!

We just pulled in. We covered right at 1300 miles in about 30 hours. I'm done.
I did find a few no-no's in the boat. I took a bunch of pics but left my cable at the shop. I will post some on Monday so everyone can see where some of the problems lie. None of them are really major in themselves, but combined can result in some big problems or an engine failure. The main issues were as follows:
-the switching valves to change from the saddle tanks to the main tanks. The valves are not full flow ball valves. Also, the mulitude of 90* brass fittings are VERY restrictive. There are several 90* brass fittings coupled together to make 180* and 270* turns. They are small, sharp turning brass fittings that don't flow very good at all.
-the fuel needs to be returned to the tank instead of the suction side of the pump.
-The fuel filter head is to small and restrictive.
All of these items would have been fine with the original 525's and probably never caused any problems. However, with the power in the boat now, these issues are very important and must be addressed.
We are going to dig into the engines on Monday and see what we have to work with.
I have not nor will I turn this into a pissing match pitting myself against Tyler. I really appreciate him reaching out to me and offering help. I very well may take you up on that Tyler. At this point, you know the entire rig much better than I. There is always more than one way to get the job done. I am going to do what works for me. That doesn't mean that Tyler, or anyone else's, way will not or can not work. Tyler has been at this for a long time and didn't get to where he is by not doing something right.
I am just going to focus on doing what I do best and what works for me. I will keep everyone posted as we progress.
Thank you.
Eddie

....spoken with diplomacy and like a true professional.

Give me a holler next week Eddie and let me know what you find out. Im sure both you and I will be in touch with R3 over the next few weeks. I know we (you and RF) can get this thing right....finally.

I recently heard this too from a tuner, I have always simply used the power supply from the mefi that normally powers the pump to instead turn on a 50 amp Bosch relay to power the pump. Takes stress off the mefi's overall power draw and ensures that your pump will not have a voltage drop under wot and with this "new" problem that has been mentioned it would be a NON issue, Smitty