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Discussion Starter · #1 ·
Ok I am trying to figure out a few things here about the Nissan Titan fuel system.

First off I have a flex fuel if that makes any difference in the following questions.

The Titan has one intank pump and the Fuel pressure regulator is mounted to the fuel pump basket correct?

Ok so now say if I wanted to go the forced induction (Turbocharger) route and added a set of 750cc injectors and an Aeromotive Stealth 340lph pump or DW300 pump or walbro fuel pump.

Would UPREV be able to tune with these fuel components or would I have to go to Return style?

Because I'm wanting to go ahead and buy my fuel injectors and pump and go ahead and have them installed and get UPREV to tune and allow these components to work with my current setup until I get my new intake manifold, and turbo setup.

The intake manifold I'm going to use is a custom HOGAN's manifold with a front inlet TB flange that will be using the Relentless 90mm drive by wire TB, and with HOGAN's own custom fuel rails, but I will be using factory style Bosch 14mm style injectors such as Injector Dynamics 750cc, they aren't much more than what RC Engineering is charging for their same size injectors of $835 with PnP harness.

I'm going to add AN fittings to the factory fuel 'FEED' hard lines to the Hogan manifold's rails and a crossover line for both rails in the front.

I've been looking over all this and it looks pretty easy as far as running getting the manifold installed and getting the lines to work.

Now I'm prepared to run larnger fuel lines to the rails from the fuel tank once I get the turbo setup, but I just want to get the basics for now.

So if anyone can answer my questions about if I can keep the Returnless fuel system and UPREV can tune for whatever setup I go with OR do I need to go return-style like toomnymods...?

Thanks,
 

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Discussion Starter · #2 ·
My goal is to go the Normally aspirated route first with a new manifold and JWT cams and see what she makes. Once I have established that rwhp goal. I'm going with forced induction and the new HOGAN's manifold will work great with a turbo. I've been planning all this out. I know to some it might seem obsurd, but this is what i'm wanting to do.

BTW i have already priced out a bottom end rotating assembly or a complete shortblock for the VK56 ($4400) with core exchange from GTM. I'm most likely just going to get rods and pistons from Relentless RPM's supplier. This is the last step though.

I also spent a long time talking with a guy from PORT FLOW DESIGN (look in the Superstreet and DSPORT mags for their info) they do a lot of work on the R35 GTR cylinder heads, and major HONDA head porting company.
Well we talked about the VK56DE cylinder heads and honestly, unless you wanted to oversize the valves and add inconel exhaust valves(all made by SUPERTECH) then I wouldn't really bother.

They gave me prices on 5 angle valve job, exhaust/intake porting, bowel shaping etc... the only reason to do all this and spend upwards of $3000 for a set of full go thru heads is that yeah you would probably pick up 30rwhp NA, or make the same power on less Boost in a forced inducted application.

Needless to say the heads are being left alone minus the JWT Valve springs and cams. The VK56de head shares components with the VQ35DE head, that shim over bucket design is a royal PITA to get shimmed and reinstalled correctly, I was told its an all day affair.
 

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A return-style fuel system is a lot easier to work and tune with when it comes to pushing more fuel for boost. I was originally planning to run a return style setup on my Altima's 175 shot setup and opted for a standalone fuel system. Which for my setup worked a **** ton better but for boost I would definitely have gone return style.
 
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