Test fuel filter housing

I'm on the cusp of swapping my housing on the D2 TD5, I've brought 'the lot' with all unions, filter, nrv, abv, etc and expected it to be ready to bolt on.... However all the unions are just fingered in loose which is zero problem but how do I know that the non return valve and air bleed are in the correct position? Googled the question, forum Search etc and yet there doesn't seem to be (that I can confidently take) a DEFINITIVE answer to where they are correctly located.....
I'd like to think that if I put them to where they are currently on my truck it should be right but with all the other discoveries how can I trust it

If your's ran well put them as they were, it's a whole mess with the NRV location cos there are cases when it's in front other cases when it's in the rear inner port and others when it's not there at all(early modells), accoding to the D2 WSM the NRV should be in the rear inner port where i see the logic of it to heep the LP primed but in the front inner side IMO it's useless, the air bleed valve is very important to be in the correct position

Well no it hasn't started well since I've had it and it deffo isn't getting the fuel it wants to match the boosts, the housing I've received has the non return in the inner right port and the air bleed outer left....

craigoodwood said:

Well no it hasn't started well since I've had it and it deffo isn't getting the fuel it wants to match the boosts, the housing I've received has the non return in the inner right port and the air bleed outer left....

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Then fit it the way it came to see what happens eventually swap it after a test drive to see if there is any difference or not but you can fit it without the NRV to rest your mind cos it can't have much benefit as long as it wasn't there at all on early modells

That wasn't the emoji I meant to press
So just looking at the fuel system diagram (that I can't just attach, still ) inner rear location being low pressure feed and inner front being high pressure return.... In that case then logic tells me that in either position the fuel pressure in the filter will be maintained....

craigoodwood said:

That wasn't the emoji I meant to press
So just looking at the fuel system diagram (that I can't just attach, still ) inner rear location being low pressure feed and inner front being high pressure return.... In that case then logic tells me that in either position the fuel pressure in the filter will be maintained....

Click to expand...

Sorry, i edited my first post cos i meant LP and wrote HP in my reply, my logic is that on the inner rear side it can keep the pump "primed" on the LP side which can have a certain benefit for the HP delivery unless it's clogged and reduces the LP too but on the return from the cooler it's completely useless cos there is the diaphragm of the FPR on the other side which manages the pressures there, IMO it's better without it

And the confusion continues ha ha ha

I'll be swapping the pump at the same time too so one way or another I'll have a maintained pressure

craigoodwood said:

And the confusion continues ha ha ha

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Not for me, i'm 100% convinced that it's perfect without that NRV

Ok how about this then, what's stopping me putting it on both of them....

craigoodwood said:

Ok how about this then, what's stopping me putting it on both of them....

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Nothing can stop you to do that, then maybe would be good to put an air bleed valve in the right outer port too to keep the symmetry

No need, I care little about symmetry and the two front outers are straight through anyway

So new fuel pump and filter housing fitted today, I found the pump nice and straight forward and the only issues I had with the housing were the two ridiculously tight bolts holding it on (for future reference they were 13mm head bolts and 15mm nuts) and the inner front pipe would not click back on and secure....
Ran the priming sequence and checked for leaks with success and it fired pretty quick, but then it was still warm, misfired a couple of times and then purred, great success
Edit, and I did infact fit the two non return valves in the front and rear ports, it was just because I brought a new one a couple of months ago but didn't get round to fit it and then saw the logic of fitting the whole assembly, and I could see the logic in either port having the nrv so why not eh

Two days in now and there is a noticeable difference in drivability, it's much more keen to get past 3.5k rpm and it will pick up from 40mph in fifth, yesterday morning I got in to leave for work a little excited at the prospect of a quick fire and it did not it just wound and wound before eventually starting, which miffed me some what, did the 25 mile journey to work and checked for codes and had 3030 high air flow, cleared it and left it for the day, it had frozen by 5 last night and I was apprehensive getting in but low and behold it fired with bearly a turn, this morning I didn't know what to expect but no same again bearly a turn and it was running