Forged pistons are much less prone to damage from detonation than the stock cast pistons. This will not prevent detonation, but it should help protect the engine in the event of some knock. If I ever have to tear my motor down to that extent, whether or not I have damaged pistons, forged ones will be going in.

Ok obviously the fuel pump goes inside the fuel tank; but where does the fuel pressure regulator go? :?

In the fuel rail. Plugs in directly to the rail. You'll see a vaccum line going to it.

TheEngineeer, Series 1 L67 pistons ARE forged. For this very purpose.

An adjustabale FPR will only give you problems with tuning. Only time I'd use a adjustabale FPR is if you went turbo. Just get a stock FPR and upgrade fule pump and boost voltage to the pump.

I've had no tuning issues whatsoever. I make an adjustment and give the PCM time (a day) to learn it, then check fuel trims. No problem at all. An adjustable fuel pressure regulator can come in handy, as it can effectively negate the need for an AFC calibrator.

This is the reason I chose this path personally. Alot of research and talking went on with Fuel Injection Enterprises first. As well as INTENSE. My adjustable FPR solved all my fueling issues.

Bill, I'd have to see your fuel trims to believe it.

You can't 'see' them because my scantool doesn't record. I have a CP9110. And quite honestly, I really don't have anything to prove to anyone here. Other than the fact that I speak of what I experience and test PERSONALLY on my own cars.

if you use an aftermarket regulator that is adjustable and increase the base pressure of the regulator, the amount of boost to max out the pressure of the pump will be less.

The PCM will also compensate for changes to the base fuel pressure, negating them over time by changing the fuel trim value.

The slightly higher pressures that I run give me more efficient atomization of the fuel, translating to slightly more efficient power and fuel economy. I noticed an immediate difference when I switched from a new stock 3.0bar regulator.

The PCM will compensate for pressure changes, but not by affecting the regulator itself, rather adjusting the duty cycle of the injectors. This is fine. A 29lb injector is still capable of higher than stock flow at a higher than stock fuel pressure. You still get the advantages of running a higher pressure and a lower duty cycle, assuming your PCM is capable of figuring out what the sensors are telling it.

In my case, I was running lean on the top end because I increased my port velocity in the LIM. Running the Gen3 swap on the top end with a 95 TB and MAF I was able to boost my fuel pressure to solve the problem permanently. This will not be true in all cases, but it was in mine. The FPR was chosen after careful consideration and discussions with several experts in the field. All agreed it was the best solution. It'* important to keep in mind that you MUST have a good fuel pump before using an adjustable FPR at a higher pressure.

We have another car here (2k+ SSEi) in the 13'* that chose to adjust fuel pressure rather than go with larger injectors. It worked perfectly for him. FIE backs this up. The higher fuel pressure negates the need for larger injectors up to a point. And delivers more efficient atomization of the fuel.

Your raising the fuel pressure all the time with a adjustable FPR. It solved your problem of running lean at a higher RPM but now you are running rich at lower RPM. Your fuel trims must be all over the place.

if you use an aftermarket regulator that is adjustable and increase the base pressure of the regulator, the amount of boost to max out the pressure of the pump will be less. If your injectors are going static and you want to get a little more out of them you should raise voltage that the pump will see. That will raise max fuel pressure (not base fuel pressure) that the pump can put out giving you more 'head room' at higher RPM/Boost. This can be done many ways with many of them being cheep and easy.