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Message: [QUOTE="backwoodsboy, post: 907792, member: 5415"] I couldn't find my original schematic, but here is one I put together in paint real quick between classes. [ATTACH=full]127946[/ATTACH] My theory is, there is a very limited amount of time where you are going to be WOT in a high pulse-width tune. After 20 seconds or so you're either at the end of the track, the sled isn't moving, you're going 120+ and there is a curve up ahead, or the dyno pull is over. Towing heavy where you are deep in the throttle for extended periods of time hopefully your p.w. is pulled back enough that the injectors aren't using anywhere near their capacity. All of the lines between the 'reserve' tank and engine (both supply and return) are 5/8". When you are light in the throttle, the HVLP lift pump is able to fill the 'reserve' tank. At the point where this tank is full, from a combination of the HVLP and engine return line, it is then returned back to the same tank it is being drawn from via the stock selector valve. Times when you are using all the fuel your injectors will supply, you have the stock line coming from the selector valve feeding fuel to the 'reserve' tank via a lift pump, the 5/8" return line from the engine is dumping into the reserve tank, and you have an additional 2L of fuel already in the reserve tank. An additional benefit of the 'reserve' tank is that by feeding into the top and drawing from the bottom deairation should be occurring. I've also though about submersing the Bosch 044 pumps in the tank to reduce inlet restriction, minimize the number of items hanging off of the frame, and use fuel to cool the pumps. A lot of these ideas I borrowed from Tarm's fuel system thread and adapted for use with dual tanks, so credit where credit is due. [/QUOTE]