im in need of suppling fuel for 900-1000hp. does anyone have any ideas or recommendations.

 

Try this link http://216.242.145.16/products/product.phtml?p=29

Yedi

 

looks nice but might be tough to mount. im really looking for an electric pump setup.

 

When I raced(long ago), I used to get fuel from the local airport. I think it was around 112 octane, but really don't remember. I know you can get racing fuel through your local Sunoco and Unocal, of course I did this 20 yrs ago.

 

maybe i was not clear on what i was asking for. im not looking for fuel type, i can get 110 cam2, im looking for a good and faily easy way to deliver it.

 

i think i answered my own question. i just talked to tpis and they have a pump capible of 900hp that will work in the tank. that will make it much easier than installing an lines front to rear.

 

This is the pump I used. I made a custom pickup for it.

http://productengr.com/PE_4550.htm

It's much quieter than a Weldon and it mounts pretty well right behind the rear plate. Maybe some day I'll get back to modding the car to use it's potential.

-Mike

 

http://www.aeromotiveinc.com/product...ive+Fuel+Pumps

 

What is the flowrate (lbs. per hour) and pressure at 12 vdc of the TPIS pump? err on the side caution when dealing with TPIS. I found out the hard way.

yedi

 

I run a -12AN hard line discharge from the bottom of the factory tank (picks up in the center), through a Weldon filter, into a Weldon external pump, through -10AN hard line to the front of the car. Under the passenger footwell, it goes through a large filter, then proceeds through a -10AN until it splits to twin -8AN feeds to the rails. It discharges out of the fuel rails in twin -6AN lines to the regulator. It returns to the rear through a single -8AN line into the top of the tank. It is hardlined into the tank to allow discharge into the fwd passenger corner of the tank. This set-up will handle anything that I will push through it.

When I designed the system three years ago, TPIS was one of the first companies I called. They had no recommendations for anything over 550RWHP on a C4. Jim had never heard of Weldon.

Aaron

 

Can I ask what your planning on making 900-1000hp with?



Furthermore something to consider if you need to get that much fuel to the motor which was brought up by your comment about not wanting to run new lines from front to back....

is if your motor is going to drink that much fuel you need to use a pump that large, then you NEED to run HUGE lines from front to back!

I would not use anything less than -10 lines. Remember EVERY bend in the fuel line or coupling reduces the VOLUME of fuel the pump will ACTUALLY deliver. And one this is for sure, the stock lines are not going to get it done.

Also if your going to be running fuel injection, you are going to need special $$$ fuel rails, again to carry the volume you will need.

Just some thing to consider.

 

i am buiding a 11.5/1 cr 396 ci, yes it is efi and jeb is building me a supervictor intake as we speak. the motor n/a will be around 600 hp but im going to spray it at least 300 made 400 contolled by a dfi. jeb recommended i use a remote fuel tank and run a holley electric carb pump on it own for the nos. sounds simple but finding a place for a 1-2 gallon tank is another story. if i found a way to do the remote tank then the 270lph pump i have now "should" be enough to feed the motor.

its not that i dont want to run new fuel lines, i was just trying to avoid it if possible. if i must then i will. i just am trying to visualize how to hook up -10an line to my stock fuel tank. maybe its easier than i think.

aks racing, how did you hook up the fittings to the tank. i wish i had a trunk to run a fuel cell.

i have the 550hp tpis pump you speak about. so far it has handled over 600hp and i only loose about 2 psi max. they do have a 400 lph pump that will fit in the tank and has handled 800 hp with stock lines but nos need a lot of fuel fast so im kinda concerned.

 

The pump I mentioned earlier uses a bypass with a regulator. This way you're not sending a ton of fuel to the rail and back for no reason.

I have a -12 coming out of the pickup (it was and probably still could be a -10) that goes into the filter and becomes a -8 to the rail. I use the stock fuel line back to the tank. The fuel pumps bypass uses a -8 back to the pickup as well.

Just a little more info you you.

-Mike

 

One last general comment to make is no matter what you use to plumb your system its always a good idea to open the system up and see what it will flow into a bucket.

I have thought about this MANY times in the Fuel injector size conversations that come up and people say they can't use size X for the same application that someone else is using a much smaller injector on. It very well could be that their fuel line is kinked or have a little too tight of a bend in it and that is reducing the volume supplied. The smaller injectors will have a longer "draw" time to supply the same amount of fuel as a larger one and the supply line might not have enough time to replenish itself, hence a lean condition - where the other guy can drowd in fuel.

And one other thing that people to do NOT consider very often, granted it probably much less on a high pressure fuel system opposed to a carb type fuel system (but your nitrous pump will have this effect on it so don't overlook it) is the effect that the launch forces have on the fuel supply. If the pump is trying to push the fuel forward, during that launch is going to be much tougher then once moving. This is a rather large concern in carb cars. (this incidentally into a dyno debates that come up on occasion. )

Just somethings to ponder about.

 

mos90,
I run with a single -12AN hard line that comes in at the bottom of the passenger side of the tank. This -12AN line makes an "S" inside the tank such that it picks up near the back area of the tank. The -12AN feeds through a bulkhead fitting (used the washers with the built in o-ring and a liberal dose of weatherstrip adhesive; don't laugh, it works). The bulkhead fitting makes a gradual turn under the car and around to the drivers side where it feeds into the -12AN Weldon fuel filter/pump assy. The exit from the pump is reduced to a -10AN that again makes a loop under the rear of the car and feeds to the main feed that goes over the batwing and fwd on the car. Everything is hardline until you get to the front fuel filter, then it goes to braided lines.

I also cut some phenolic "walls" that go up about 1.5 inches in the rear of the gas tank that simulate a sump when the front of the car is at about 18" raised. These walls have no area for the fuel to escape, but represent ~1 gal of fuel when you first take off.

I hope this helps,
Aaron

PS I have a seperate stand-alone N2O system that runs off a single 255L/hr Walbro in dedicated lines (uses the factory lines for the feed and return and a factory type L-98 regulator). I haven't used the N2O in many years.

 

If you are planning on spraying that hard, I'd be planning on using full strength C16 as a fuel. In a stock tank I'd feel safe with ~10 gallons. At $8+ bucks a gallon it gets expensive. Work out that seperate fuel system for the spray.

Plus if you're planning on a wet shot, fuel pressure is a major tuning tool. If you're only using one pump, the system has a habit of regulating itself down the the pressure setting of the lower set regulator.

Work with a piston manufacturer using high NOS levels as a goal to get a custom piston made. Ring package height and piston top thickness at the valve relief pocket to the top ring gets thin with a 6" rod combo with the longer strokes on a standard deck height block. I didn't take this stuff into consideration when I bought my rotating assembly and it's going to limit my nitrous level to 250 to 300 hp.

I put 2 walbro 307 pumps on a stock hanger that I modified in the stock tank and ran a -10 line to the front splitting to 2 -8s feeding the fuel rails for my fuel system. Used the stock 3/8" feed line for the return. Both pumps run constantly with no pressure control problems. Ultimately it should end up feeding right around 800 hp at 60 psi fuel pressure. Overkill, but the fuel system isn't a place you want to be on the margin with.

 

all good input. i really need to think this out. does any one know of a fuel cell that can bolt in rear in place of the stock one. the problem with that is filling it.

 

If you can go mechanical with your pumps, waterman, kensler, crower or hilborn have pumps that will flow just abut any rate you want, they will also be happy to provide the diagrams and specs. for you. You should be able to find your fuel cell in the back of national dragster, if not it shouldn't be to $$ to have one made that will pass tech.(about 3 bills in this area) good luck ...joe