No Crust Racing

Fair enough, I'll stick with standard barbs then, cheap enough and I'll add decent hose clamps for safety.

I simply assumed it would be a better/tighter fit than hose clamps (which I'm not super keen on - though they are used in the standard fuel system). If there's no gain from them I'll just use standard hose and 5/16th barbs.

Can someone help me find the bloody part numbers. Rather than use standard barbs and clamps I thought pushlock fittings would be better, but trying to find 6an to 5/16 pushlock is proving difficult, I'm waiting to hear back from Speedflow but if anyone knows let me know. Also any idea if I can just use standard EFI fuel hose with pushlock or if it must be the specific aeroflow/speed flow pushlock hose?

Appreciate the input

Cheers, seems like I'll need some larger diameter fuel hose there then it can step down to 5/16th on the outlet end as per the standard fuel system. Just thinking any reason I can't fit the pump to the tank directly with suitable connectors and have no hose in between? Mounting heights permitting so it's all level/no load on the fittings.

Question regarding the feed from the surge to the pump. Given the feed out of the pump and into the fuel system will be 5/16 EFI fuel hose like what's already there, can the feed into the pump be the same or must it be bigger? I ask only because that fitting is 10AN compared to the 6AN used everywhere else. My plane was simply to buy AN to 5/16th barb fittings like these. Though I'm having trouble finding a 10AN to 5/16 barb to so I might have to go 10AN to 8AN then to 5/16. http://www.ebay.com.au/itm/Speedflow-5-16-8mm-Barb-to-6AN-AN6-AN-6-Female-Hose-Fitting-Adapter-Push-On-/271437188344?pt=AU_Car_Parts_Accessories&hash=item3f32eaccf8&_uhb=1 And then just use something like this hose for everything and these clamps. http://www.ebay.com.au/itm/370906965297?ssPageName=STRK:MEWAX:IT&_trksid=p3984.m1423.l2649 http://www.ebay.com.au/itm/160749548016?ssPageName=STRK:MEWAX:IT&_trksid=p3984.m1423.l2649

Same thing was suggested in another thread actually.

No actually, forgot about that. So left completely as is but block the pcv? What's the logic?

So correct me if I'm wrong. Green - Feed from surge tank through additional fuel pump (to be purchased) that feeds the engine. Red - Return from surge tank to fuel tank. Blue - Can be either feed from fuel tank to surge tank or returning from engine Yellow - Can be either feed from fuel tank to surge tank or returning from engine Also, standard fuel hose is 5/16th? Black circle is a hole I'll likely have to cut into the spare wheel well. Do I need to section off the boot from the cabin now?

OK here's what I've got and what I'm thinking. How it looks now. Intake pipe is blocked, can is vented to atmo just near wiper motor. Excuse rag, it was put there during the track day. Everything plumbed to can. What I'm thinking. Plumb intake side as per factory (green) Plumb exhaust to can (green) and would include oil/air separator Plumb Intake pipe back into can (red) Plumb can to dump pipe (blue) using one of those one-way valve crankcase evacuation kits. So it should have vac from the intake and the exhaust under all conditions. The other option is do the same but plumb the intake side into the can as well and block the PCV. Thoughts?

Ahh I was looking at that Moroso setup.

Ideally I'd like to solve this issue without adding fittings to the sump.

Not yet, haven't had any time. Apparently I need to un-tee the two cam covers also. They are currently both connected to the catch can, as is the PCV, can is baffled and vented to Atmo. The connection to the intake is blocked. This is all sorts of wrong but I'm not sure what is the best step to take to fix it. And what should be routed where. Originally I had the intake side cam connected to the PCV as stock and the exhaust side connected to catch can and then vented atmo but it was still filling with oil.

CA's have a "balance" tube, which goes from head to sump which certainly helps but is obviously not doing enough and the only other connection into the sump is the turbo return. I'll do some more reading.

I assumed I i'd use it to feed the engine but your comment implies it can't be externally mounted?

It's trailered. Also a mate just offered me a free surge tank and I remembered I have a spare stock pump I can use as a lift. Do I need to put a plate on the rear firewall to seal the boot in?

It's been suggested I tee into the turbo return for the same reason.

Yeah I've got 2x 20L but with the upper half of the tank being another 20L or so it means there's only really 60L of fuel, or just over 1 full tank worth. During a full track day, up to 150ks plus I can easily go through a full tank and almost both 20L containers. I could just buy a 3rd 20L container but it's a pain in the ass carting them around. Not to mention carrying an extra 20-30kg i don't need.

Any special pump required for external mounting? Also where doors the "good" pump go? Feeding the surge or feeding the engine?

Fair enough, the standard tank has push on rubber hose into hard lines, can't be that bad. That said, can't hurt to look at prices. I'll do some searching for some diagrams to show me how all this stuff is supposed to work/be mounted.

Only using 235 RS-Rs I thought with half a tank in it, there should be enough fuel but maybe not. Budget would be as low as is safe. It doesn't need high end stuff as it's only tracked from time to time and it doesn't use a heap of fuel so flow is not a big problem. No idea about pumps, whatever is cheapest and easiest. I know I need a second pump but I was under the impression the second pump could be basically anything?

CA18 track car, not fast but potentially fast enough to move fluids around too much. During a hot session where I'm going for it, the car recently filled the 1L catch can twice. I did not put the fluids back in as the dipstick seemed to indicate it had enough in it, but it should not have been overfull as I'd checked it before the track day. I am also finding that it would like to shoot out the dipstick if allowed - I have it wired to hold it shut. After removing the oil I could hear ticking/rattling in the top end when going hard around corners implying no oil supply to the head/lifters. I've checked and cleaned the balance tube when it was out last during head gasket replacement. Both rockers are are plumbed to the can, the can has baffled and vented to atmo with a filter on it. The factory connection back to the intake pipe pre turbo is blocked. I assume the PCV valve is working properly from the basic rattle test. I thought perhaps it was just lots of blowby but it comp tests indicate it's healthy (but it is running 17-18psi). I am now thinking it's either not breathing as it should or during hard cornering/braking/accel the oil is loading up one one side and blocking the balance tube or some other form of return. Thoughts?

CA18 track car, not fast but potentially fast enough to move fluids around too much. I'm assuming it's fuel surge. Walbro 400lp/h pump. Car will cough, splutter and miss coming out of right hand corners when the tank is below 1/3rd -so fuel moves to the left. It's now happening with the tank half full/a little under half. Still likely to be fuel surge or more likely a wiring issue? The pump is hose clamped to the hanger as low as I could get it without it touching, I also remove the lower mounting surface from the arm so it was not obstructing the picking. Surge tank time or something else? And if surge tank, what's the easiest/cheapest way to achieve this?

Booster fixed it, felt good today. Wasn't a great day all round but brakes felt much better at least. I'll detail the rest in my build thread when I get to it.

Hose on manifold. Cheers