Since I'm replacing the HFCM, I have been thinking about a regulated return, ease the load and such. This is what I found:

Stage 2 Regulated Return Kit - Dozer's Diesel Performance

Dozer's Stage 2. I like the addition of the larger ID lines from the OEM housing to the front of the heads. However, what bothers me is how close the rear fuel lines are to the up pipes. Is this nature of the beast? Deal with it kind of thing?

The BIG question is, do I even need this $550 marvel of modern technology?

So many upgrades, so little money.

 

do not buy from dozers diesel they have terrible track record and do not even include instruction in the RR kits

 

Aside from the obvious, what would you recommend, is a regulated return system worth the money/effort on truck with just an SCT and exhaust?

 

RR kits for your truck would be a waste of money. Spend the money on an AirDog 150 and sump the tank.

 

After reading the Driven Diesel instructions, once you get to step 21, this is a waste of money! I don't care whose name is on it, this method doesn't look good.

1. Unregulated fuel to the front ports, does anyone know the gph/psi of the HFCM pump?
2. Splitting the old return port fuel to the new regulator and the return line to the tank.
3. Fluid follows the path of least resistance, how much fuel is actually going to that shiney new regulator? How much as in volume? I can crank the poop out of a 50gph pump via a regulator to get 65 psi, but it won't have the volume of a 100gph pump.
4. Why isn't the boost reference used? This in itself would prevent psi drop on the throttle. If you don't trust the regulator (the boost reference point becomes an emergency blow off port should the regulator fail), then why use it?

Looks like an AD150 and a low profile -8 or -10AN bulkhead fitting ($25 vs $164) will be my move when I upgrade my fuel system.

Yes, I am still on the "low-profile bulkhead fitting over a sump" kick. But that's another rant.

 

Yea..I know about the bulkhead fitting.

 

Yeah, avoid Dozers at all costs at this point, I can not believe how that guys has handled himself and his business recently. His track record took a sharp downhill turn.

Karl, I don't see a RR being a bad thing for your truck, but like HA said, not needed at this point. I'm actually kind of curious to see who's done what without using a RR. You know, kind of like a highest HP or fastest ET without a RR.

 

I'd like to build my own system in the future.

 

I really don't like the way these systems look. Driven Diesel looked the same as Dozer's with a different regulator. What I see are 2 DIFFERENT flow rates being pushed into the heads from opposite directions. The UNREGULATED fuel into the front of the head being the most alarming. The only advantage to feeding the head from opposite sides would be if you were running two different fuels. Does that sound like anyone that we know?

I don't think you're going to see a 6.0 without some form of an RR system. Like I have said before, the "Return To Tank" line is all you need to know to disprove the dead head theory. A true dead head pump (ie Holley Red/Blue/Black) doesn't use a return of any kind. That being said, I think that you would be really hard pressed to find a true dead head pump that could produce the pressure/volume needed for these motors.

My suggestion would be an AD150, a big B.A. pump, and a boost referenced bypass regulator up by the heads. However, without the sticks and turbo to necessitate this, HA's input of an AD150 is the best idea that I have heard so far.

 

The OEM return line is to allow the fuel to return that bypasses the regulator. IIRC the blue spring is good for 60+ PSI. So that tells me the HFCM pushes harder than 60PSI. No one has really shown the HFCM output PSI.

I don't run a FP gauge at all I have the blue spring, AD100, tank sump and 6.4L banjos. I don't have any issues but then I can't tell you my FP either.