A bit of background. TurboKraft rebuilt the FH and the WUR for max fuel flowing modified my intake manifold (ported and polished). This was only a few years ago. The engine was built by Henry at Supertec. He added a few internal goodies to boost HP and reduce turbo lag. Chris at TurboKraft shipped new billet aluminum intake bodies ported to match the intake manifold and has individual injectors for water/methanol.
The diagram shown in post 33 is close to mine - but I have additional access plugs and bolts. The main feed needle valve is off to the side as shown (my bad - I rushed my post). However I have a threaded hex head plug at the center of the main retaining bolt. This plug controls the outer travel limits of the valve spring. If you remove this plug the valve spring could be removed.
I do not have any shims in the main valve spring body/housing. So I am at the max on reducing pressure. However I did install/stack additional copper washers at the hex head plug to increase the travel limits of the valve spring. This resulted in reduced fuel head pressure, however my readings are still beyond the gauge markings. I would estimate it is at 8bar.
I do have the valve of the testing gauge on the WUR side. I went thru everything again. Made sure that the filter in the WUR was clear, check fittings, etc. My readings at system and control pressure are the same.
I am not sure how I can reduce pressure to the WUR. The vertical valve at the top of the FH has no springs or adjustments of any kind. I can substitute a thicker copper washer to gain a bit of travel, but that is it.
Haven't tried starting the motor again. I may do this tonite.
Do I need to check the return pressure from the WUR to the fuel head? I do not see how the WUR receives lower fuel pressure in this situation - let alone pushing more pressure when the WUR gets to temp. I appears to me it is all in the return line - after the WUR.
Suggestions?
PICS:
Fuel head numbers
