Walbro 255 l/hr + BAP single FI: 550-600rwhp 600-800rwhp w/turbo
ECS System:
A&A system: 700+ rwhp
APS Fuel system ( Duel intank ): 600-1000rwhp 2003-2004
Lonnies Duel intank , 255l/hr duel: 600-1000rwhp 1998-2007
Aeromotive A1000 + Welbro 255 single intank: 500-900rwhp
Bosch 044(325l/hr) + Welbro 255 intank: 700-800rwhp
Bosch 044 duel: Est. 450-1100rwhp


Bosch 0581254 044 = 200 l/hr @ 5 bar at 12volts
324l/hr @ 43 psi
Bosch B261205 413 = 200 l/hr @ 8 BAR at 12volts
rating @ 43 psi ????

Aeromotive A1000 = 280 l/hr (450 lb/hr) @ 5 bar
rated 600 lb/hr @ 43 psi
Aeromotive Iliminator = 360 l/hr (575 lb/hr) @ 5 bar
rated 650 lb/hr @ 43 psi
Weldon 2015 = 325+l/hr


Well this is what i'd like to know.
What is the FI limits to different systems available today?
For example intank walbro 255 l/hr alone vs + Bosch 044 inline vs dual 255s vs 255 l intank + Aeromotive A1000 or Eliminator, etc. It would be nice to put it all in one place. You really can't go on size/flow of pump alone because some are parallel and some are in series. In addition boost pressure can make a small difference in flow as well.

One thing is see is the bosch 044 / walbro combo which flows 325lb/hr at 73 psi. That does not seem like enough for 800rwhp that people are getting out of the system.

Any ideas?

Post: System/ Horsepower/ auto or stick/ boost reference yes or no/ maximum boost/ and if possible estimate of total flow.

Thanks

 

2 intank pumps or a big externial .

255's support 600 hp but i wouldnt rely on that to much , ide run 2 for safety @ 800 .

 

Anybody running an A1000 aeromotive pump, issues at load? Noisy?

 

What's up with everyone no support? Give some real world info on how far your system has gone and limits.

Thanks.

 

I'm running twin Bosch 044's with a -8an feed and a -6an return on a custom diy system in an fbod. One pump is hobbs activated. Very quiet. Ran 9.2 with it with plenty of future capacity.

 

I had A&A install there system in my car and it is handling my 700HP 402 motor fuel needs very well.

 

11104 eliminator and 255 lph hp in tank

not tested at real high hp yet, but seems like it should easily get me to 800 rwhp

Eliminator only runs when in boost....

Pump primes when key is turned to on...ou can hear it...but when in boost, you cannot over al the rest of the noise.

Overkill, unless looking or 1000 rwhp or better or if someone gives you one free...otherwise..there are other cheaper solutions.

I have the ffs fuel system.....but in any case, i would recommend running a second pump for boost only.....add up the flows to match your potential power level.

In my case, the 11104 alone is rated at 1000 fwhp after accesories and blower, so no real need for me to calculate anything else.along with the 255, i should have plenty of headroom.

Ask me how it works after I swap engines...

 

I have the LPE pump, Kenne Bell BAP, Aeromotive Reg, and return line. I have been running this system for a few thousand fun miles and have done many 0 to 170 mph pulls, a couple 0 - 180 pulls and one 0 - 190 pull and it holds at least 62 PSI on all runs. I don't log but I have the warning light set at 62 PSI so I know when to back off. I have never had to back off. All done on a track in a controlled environment. I've had it on the dyno, though I don't believe this is a long enough run to mean anything, but it held 750 without issue. It's a great combo for a min of 700 RWHP and there are others running 800 RWHP but I don't know how hard they run their cars. Definately the most bang for the buck!
Dan

 

Thanks that's what I'm talking about. Interesting running duel 044s.

So Tom when do you activate the second pump 2 psi, 3 psi?

 

I decided to use twin 044's to keep the fuel cool on the street. A single pump big enough to feed twin GT35R's would cycle too much fuel at part throttle and heat it up.

Hobbs switch is set at 5psi for the street.

At the track I unplug the Hobbs switch and run both pumps at the same time for safety....

 

All that I can tell you is that I have made over 800rwhp easily with fuel system that I have. I suspect it could have fueled more hp as when it was being tuned on a load dyno...it was rich....and all that was really done over the course of the next pulls was to lean out the AFR.....the hp was increasing after each adjustment to the AFR, about 20-30hp. If I remember correctly it went something like 780, 800, 835 whp by just leaning it out (to 11.7)....18#s boost.

My 01 fuel system was moddified with the following:
60lb Mototrons
Aeromotive Regulator
MDMC billet adapter for rail w/aeroquip return line.
1997/8 Fuel Filter
LPE 255lbh pump
KB BAP

347cid.

As I mentioned during the first tune this system was supplying enough fuel to show it as rich.....and the readings were being taken with dual widebands immediately after the turbo on the downpipes....can't get much more accurate then that.

Car has made the same hp (within 5hp) on two different dynos, in two different parts of the state, during two different seasons of the year. (Synergy November 06, and A&A June 2007). Never missed a beat.

Based on consistant results, I think a lot of this fuel system stuff is bull****.

 

This is the same system I am running on my car as mentioned above and I have Shinobiz to thank for it. Thanks for your advice Shinobiz, and your help in locating the needed parts, it has worked perfectly without issue.
Thanks, Dan

 

I did my own setup on the cheap, it still was $650, and it's way overkill (1/2" line up to the rails). I think you (Hool97) posted in the DIY twin pump thread.

The stock fuel feed is 3/8" in most places but does neck down to 1/4" in a few spots (gas bulkhead, plastic hose connectors). The fuel pump doesn't just push fuel through that line, but also fights against the filter and the checkvalve.

I found the stock filter and checkvalve are both very restrictive. Just replacing the filter frequently may be enough for some setups. Often you don't know the filter is clogged until the car starts acting up, or if a fuel pressure gauge exists, pressure slowly drops. A used filter is hard to blow through, and a clogged one that causes the car to act up you just can't blow through. Not good to put used components to your lips though, gasoline is toxic and people will look at you oddly.

The checkvalve is even more restrictive than a used fuel filter. However it's harder to replace because it's part of the stock plastic 'Y-connection' hose. After I removed it, I got a head rush trying to blow air through the damn thing. It may be worth looking into a checkvalve replacement.

 

I am only @575 to 600 hp. I decided to get just the return portion of the A&A fuel system. I think I paid around$350.00 for Andy's quality parts ready to install. Fuel pressure is holding 68-70 psi @9-10 lbs of boost. The car is currently getting retuned for the new fuel pressure.I installed a new racetronix fuel pump due to the old one starting to die. I also have kenne bell BAP and racetronix harness.

 

Yeah, maybe BS as far as sales and marketing, but every system has a limit.

You bring up a good point though about Turbos vs Blowers. The rwhp will be about 50-100 off for the same amount of fuel delivery. The motor must use some HP to turn the blower and that take more fuel. Also the increase in load needs a slighlty richer AFR to resist knock.

Thanks for the info.

Again another good point about return systems vs returnless and the ultimate Hp stablility of the system. We also have to becareful about what is possible with a system and what is routenely achieveable.

 

I used to run an A1000....wasnt that loud TBH. Once the engine is running, you caant hear it.

Im now using a pair of 044's. I just run them all the time. Havent had any problems with them yet, over 18 months usage, and maybe 12k.

 

Stevie, very nice, how do you think they compare the A1000 vs the twin 044s? Did you change due to failure?

Also do you run an intank pump as well? ( I figure with your set up that's a NO ).

 

I ran the A1000 inline with my stock fuel pump on my first FI system ATI D1...ran lean and blew the motor...I was losing fuel pressure with it. It probably was more due to the stock pump then the Aeromotive A1000...which is a kick *** pump...but also very loud when put in the rear wheel well behind the driver. If anybody was a near new Aeromotive A1000 Pump with FMCU..I have one I will sell for cheap.

In reference to your post above...agreed that a supercharger application will place a higher load or at least appears from what I have seen to need more fuel.

But the same principle should apply no matter which setup one is running...if you have a system and it is providing enough fuel where you can continue to make adjustments in the tune to make it rich..then the fuel system is adequate. When I had my D1 with the stock pump and A1000...the afr was tailing off towards 13 in the upper rpms, no further adjustments could be made within the tune and the tuner told me that larger fuel injectors would fix it....I was doubtful at the time of this recommendation. Also this was kind of when people were tuning FI cars like NA cars...and a number of them switched to those larger fuel injectors (tuned by the same guy)... there cars blew up too.

 

Thank you, I understand what you're saying.

My personal plan was to go with a Weldon 14000 controller with a hob switch and rotary dial. Oh, and I have a 98 system so no need to add a return.

 

Has anyone tried to put a Bosch 044 intank or even duel 044 intank?
Puting one intank and running a second even in series would add a bit of headroom. That would be like 70 psi behind the second 044 increasing the flow at 5 bar 800 lb/hr.