^ I don't think its an FPR on the 3.5 rail, because there is no vacuum line going to it. It's a fuel "dampner"

Did you even bother reading above? The VQ35 fuel rail does NOT have fuel reulators on the fuel rail. If it did it certainly would NOT be a returnless system. If you have fuel regulators on your fuel rial then you do NOT have a returnless system.

No one said there was. The VQ35 regulator is in the fuel tank. It is part of the fuel pump ASSEMBLY.

The only car that has an in tank fuel filter and NO FPR is the A33 (2k0-2K1) Maxima. So what part do you actually have?

This is pretty funny listening to everyone argue. If I were to do the swap I would probably use the returnless system. I mean come on SR20DEN has ran a 12.8 NA so I think he knows what he is talking about. Plus it is nissan engineering.

It's not really arguing...it's just trying to convince people that a way different than what they are used to will work just as well as the old way. It was the same with wet n2o setups. In the beginning, there was all kinds of fuss because one company couldn't do a wet setup worth a damn, and they said ALL wet setups were crap and would not work well. We know this to be untrue as one particular wet setup works absolutely wonderfully right now for many of us here on the .orgy...

Returnless fuel system just makes sense. It's relatively simple, and doesn't heat the fuel (at least not easily) to the point where you vaporlock the damn car...

well to convince my self i will go look at a 2k2 gas tank which i have in my car.

The diffy bearings in 4th gen 5spds were also Nissan engineering

The day my VQ30 kicks the bucket in my '98, i'll do a VQ35 swap, but take it to a professional shop

one ?, would the 4th gen auto. tranny be a direct bolt-up to the VQ35 or would I have to get an auto from a 5.5Gen max?

This has been covered before in at least 2 threads in this forum. Yes the 4th gen auto bolts on.

So, Vasily, if I read your post right, you have the 96 pump assembly in your tank, but the returnless system fuel rail on your engine. So you have no fpr. Do you know what your fuel pressure is? Pretty high, I bet.

One reason I can think of why the boosted VQ35 people are converting to return type fuel systems is because of the pressure differential across the injector. NA engines handle the pressure differential between full and zero vacuum by injector duty cycle programming in the ecu. But once you add a turbo or SC, the programming isn't valid anymore. So the ecu would have to be programmed for positive as well as negative-zero MAP in order to keep from leaning out at high boost. Maybe some people are doing that, but I bet a lot of people are taking the simpler and probably less expensive route of switching back to the older but proven technology. Just speculating here.

Stephen... Do you think I will run into any fuel problems if I run this setup on a 3.5, and stock 4th gen ECU?:

Stock fuel pump
DE-K Injectors
DE-K FPR
3.5 Rail

yes i am running the stock 96 fuel pump assembly and the returnless system fuel rail.

With no FPR, correct?

I'm going to ask the same thing, except that I have

Stock fuel pump (1995)
Stock FPR (1995)
VQ35 injectors
VQ35 Rail

Anyone see a problem with that?

Ya...way to keep on this one Ice. I to am asking myself the same thing and am eagerly awaiting the final answer. It sounds like, from this thread, that you pretty much can put the pieces together as Vasily did and simply put an aftermarket FPR pretty much anywhere in the feed between the tank and rail? Even if he comes back with a normal FP it seems logical to put a FPR on anyways just to be doulby sure. I'm getting ramped up for the swap and plan on moving the 3.0 timing components over to the 3.5 and retain the current ECU (loosing variable cam timing). After talking to Tilley this route is the way I'm most comfortable with. It's a seasoned wrench's chance to begin breaking into tearing the engine apart. I plan on sending my intake cams to Tilley for drilling. I am still rummaging through threads regarding which throttle body/IM setup would best suit my application. Am I correct in understanding that the PF TB is a direct bolt on to the 2k2 IM in order to retain cable driven accleration?

Oh...and I do plan to retain the N2O..preferably get to a 100shot. Considering also getting ARP connecting bolts.

The VQ35 runs at a higher fuel pressure, around 1 bar at idle, I believe. Somebody correct me if I'm wrong.

So it would be better to use an adjustable fpr rather than the stock one. The stock fuel pump should be okay for NA use since it is good to about 65 psi.

The PF TB is not a direct bolt-on to the 2k2 IM. You will need an adapter plate.

VQ35 returnless fuel systems; 3.5 BAR constant.
VQ30 reutrn fuel systems; 2.5 BAR Idle, 3.0 BAR WOT.

Oops. Thanks, Matt. I meant 3 bar, not 1 bar, but I see I was still off.

Reading up a storm and I guess the electronic throttle, ECU/wiring and loss of CVT are the bigger headachs concerned with the full 3.5 swap. I have heard people mention Motec and had a look at their site

http://www.motec.com/products/ecu/control.htm

Would the M800-M880 solve the bulk of the problems I've mentioned? Has anyone tried it?

If I can fit a Z32 CAS in the existing VQ35 cam sensor holes, we'd have a muuuuuuuuuuch better solution, but I'll have to take a closer look. I'm just waiting on someone for the actual sensor.

Information I found about Returnless Fuel Systems

http://www.findarticles.com/p/articl...10/ai_n9426858

Is a 3.5 full swap returnless stock?

Hey Stephen...did you attach your FPR to the vaccum fitting? I just read that to keep a constant pressure you don't use that? Is that valid?

I set the fuel pressure with the vacuum line disconnected, but then reconnected it after setting it. So the fuel pressure is 53 psi (3.5 bar) at WOT, and about 44 psi at idle.

You can also use an external FPR AND still have a returnless system. I call it the 'BMW Style' because they put the fuel regulators under the vehicle.

Thanks for the quick followups. The minor grey areas are coming together nicely