The V8 Owners Forum -

As an example.

Assuming you have the pump exit sorted.

1/4 BSP pneumatic fitting into Earls 981606 using a male to male coupler 991002.

This would give you a -6 male thread at one end, and the 10mm pneumatic at the other.

For nylon straight into the pump, I guess if you wanted it straight into the pump, you could buy a 1/4 BSP fitting, and have its body threaded to M12x1.5 to screw into the pump direct.
Same with filter fitment, whatever thread sizes they happened to be.

Im not saying it would all be easy, but it is doable.

Might be worth getting a filter, to see what threads are used on it, then take it from there.

If the pneumatic fittings could be stripped down, they could be welded together etc or adapted easier.

Is there any reason why you couldn't run flexible (braided or non-braided) feed and return lines all the way from the tank to the fuel rail and not use any hardlines at all?

I hope so as I have no hard lines either!

Has anyone used the "fake" Aeroquip type units?
The one that look like Aeroquop coloured ends but underneath are a Jubilee clip?

Ian

14500rpm wrote:Is there any reason why you couldn't run flexible (braided or non-braided) feed and return lines all the way from the tank to the fuel rail and not use any hardlines at all?

Quite often people use braided the full length of the car.

I was chatting to a guy with a Bowler, and they preferred hydraulic style hose over braided, as the braided punctures too easily.


If the hose is suitable for the job in hand, then no reason why rubber couldnt be used all over.
Although I dont think Id use a rubber based hose inside the cockpit. Although if it was quality hose, there probably isnt any real reason why you couldnt.

Ian - Yes I have them jubilee-fakey type things. They are suitable for high pressure hoses. Only using them for the swirl pot and engine bay for cosmetic reasons, using the cheaper high pressure ones elsewhere like under the car etc.

Having a nightmare sorting it out actually as bits have different sized connectors and i needed various adapters for my 910 pump. Should have sorted it now though, just need some 10 or 12mm hose from swirl pot>pump.

It really does pay to draw everything out on paper, then you can determine exactly what adaptors you need, shapes etc.

stevieturbo wrote:It really does pay to draw everything out on paper, then you can determine exactly what adaptors you need, shapes etc.

i have started doing this like you said mate,
have it roughly mapped out, just need to find a fitting now to go in the 044 outlet so the -6 hose can fit to it.

Earls do a couple of M12x1.5 to -6 adaptors.

In the paper catalogue, might be under carb fittings.

Alu one is 9919DFG ERL online page 2 aluminium adaptors.

Or speedflow
(731-06) JIC -06 to M12 x 1.5mm thread

ta stevie
did you use a non return valve in the end of the 044 when you fitted yours?

Nope, Just pumps straight to the rails.

Dont see the point in a non-return valve. The pump primes when you turn the key anyway. Why would it need to hold pressure in the system when the engine is off ?

Thats good then,
started working out bits and bobs,
trying to find the thread sizes in the ends of the 2.8i fuel filter now, so i can see if there is an adaptor for that in speedflows listings,
also need to sort out a fuel take off for my nitrous,
but thats another thing,
want to sort the main parts first

What thread is it ? What screws into it ?

Spark plug is M14x1.5

Lambda sensor is M18x 1.5

Some Ford Banjos, as used on water cooled Garrett turbos are M16x1.5, as are some PAS fittings.

are you regarding the filter here mate?
if so it has a banjo either end, but two different sizes.

Yes, talking about the filter. It may be a banjo....but the banjo has threads too.

Seeing as its a bolt, just measure its OD.

More than likely the thread pitch will be 1.5mm....although I am only guessing.