Initially, I was only going to upgrade the secondary injectors and retain the stock primaries. Planning out the fuel system required a good deal of thought and effort, and I eventually succumbed to upgrading the primaries as well. Namely, it didn’t feel right mixing new and 2-decade old technologies together.

I went with Full Function Engineering CNC’d and anodized rails with flow-matched Injector Dynamics 2000’s for the secondaries and Injector Dynamics 725’s for the primaries. This set up should be able to support past 500HP, although I won’t be pushing anywhere close to that. I was eventually able to amass this collection of goodies:



I bought more push lock fittings than necessary to have spares, and it’s a good thing I did, because 3 of them were sacrificed in the process of the install. I first measured out and cut the lengths out of a Fragola 8000 hose, but when I tried to push on the fittings, it just wasn’t happening. The tolerances between the Fragola hose and the Red Horse Performance fittings I had were slightly off, and that was enough to make it impossible. So I switched over to an Earl’s Super Stock fuel hose, and that was a good match – but still by no means easy.

I wasted enough effort with the first setup and it was getting late by the time I finally got one fitting installed. So the next morning, I decided to enlist the help of someone I thought would be better suited for the job. I wanted to hedge against uncertainty and make sure all the fittings would be pushed on all the way, there were no more second tries – supplies were dwindling. By the design of the push lock barbs, if you stop pushing while half-way on, it becomes very difficult to fully seat the hose.

To help further guarantee a successful outcome, I took all possible preparations: the fittings were left in the freezer to contract the metal, the barbs were lubricated with oil, and the hose was boiled in water to expand the rubber. Mr. Freshlove (check out his blog) made the job look like easy money.


Fuel lines complete. I used Oetiker stainless clamps over the barbs as added security.


Here’s a look at the fuel rails installed on the car. Impeccable machine work, everything fit together flawlessly.


And with the lines plumbed.


I’m maintaining the stock Series routing, but I chose to feed the secondary rail first to help with the transition to the big 2000cc injectors. The factory setup feeds the primary first and then the secondary. I didn’t feel that it was necessary to add in clutter and run a Parallel setup (where both the secondary and primary rails are fed simultaneously via a Y-block).

I’ll need to finish it off by hooking up the Fuel Pressure Regulator, but I will get to that when the UIM goes back on.

2 thoughts on “Fuel System

  1. Just wanted to say you’re doing an awesome job with this FD build. I stumbled upon your site when you were selling your wheels.

    I’m just about at the same phase of my FD as you are with yours. I’ve been eyeing this FFE fuel system. I think it’s the best one out there right now. Anything you didn’t like about it? Why the 725s over 850/1000s as your primary injectors?

    I’m about maxed out with the factory fuel system on my car. I run ~12lbs of boost with my twins and I’ve hit 90% duty cycle. I’ll be upgrading my fuel system hopefully this year.

    I noticed you removed your twins in an earlier post. What’s the plan? BNRs, single or sticking with OEM twins for now?

    1. Hi Kent,

      At first I thought you were my buddy from SoCal who is also named Kent, and one of the only people who comments on this site… lol

      I looked over all the other offerings for fuel systems and I don’t think the others come close. FFE is definitely the way to go, it is the most complete and well-engineered kit imo. The rails and everything fit together uneventfully. I chose to go with 725’s because I still wanted to retain a good idle, and the 725’s should be similar to the stock primaries in that regard.

      And I will be going Single :)

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