Yep, found a pinched line.... but I am sure we fried the pump from overworking it. I wholeheartedly believe that pump cannot keep up anyways. I did research into it all this morning, and found my GPH (gallons per hour), will not do. Back to the drawing board. In essence, the pump can't keep up, even if conditions were perfect. Our friends at TPI-Parts.net scolded me for running a stock GM part for this system. We run a GM 454 Vortec pump at the right pressure for TPI, but even it doesn't have the GPH. I will say this..... if anyone decides they want to build a fuel injected car.... I will know all the bugs by the end of this season.
The injection is awesome though. Right from idle to 5500, smooth as glass (until the pump died out). Very predictable, and super nice not having to worry about timing. Set it and forget it. The knock sensor, and engine controls always max timing out and keep it running smooth. There are some flaws in this system, it despises high engine temps. anything over 220' , and it cuts timing down to 20' max.
Looks like I need to open up the front and get WAYYYY more air to that rad. This season, we will get it nailed. Next year, we will be faster 😉
Not sure if you are looking at new parts or used (everybody's budget is different).
Have you considered the Ford rail pumps. They used them in the pick ups and vans.
Not sure if you are looking at new parts or used (everybody's budget is different).
Have you considered the Ford rail pumps. They used them in the pick ups and vans.
You basically read my mind.... close to it 😉
Well.... here's how it works. The Bosch Fuel Injection system is pre-programmed to run the system at a minimum 40 PSI. It measures air through the Mass Air Flow, and trims it to the O2 sensor, coolant temp. Same as a carb setup, you can rearrange springs, needles, seats, throttle fulcrums. The only diff is you do it with a laptop. We have yet to purchase ours, but we will get it next year.
Therein, lies the problem. This system is told to run the injector pulse width within 15% of its preset time (as coolant, O2 sensor trims it.) Most injectors maximum bandwidth (time open) is milliseconds. If your pressure is down even 5%, it serious "F's" up the running. It is weird, it usually won't set codes, and if it does... its usually a Hall Effect code. For those of you wondering what that is.... Crank sensor or distributor pickup coil. Same idea when the car goes flat and won't scoot up to RPM when the HEI goes bad.
I actually thought it was the module, until I found the kink in the fuel line. Took the kink out, but the pump had already suffered it's evil fate. Ah well. We will be ready for next one 😉
have you thought of pulling out the sending unit, removing the stock pump so the the whole sending unit is just basically a fuel pick-up? then you could run an aftermarket in-line pump with an adjustable regulator. not sure is the rules allow it though. Aeromotive p/n 11109 "The Aeromotive Inline EFI Fuel Pump is Durable, universal inline pump, designed for external mounting, may be run submersed but custom mounting and plumbing required. Rated for continuous duty applications. Flows 325 lbs. per hour @ 13.5 Volts and 45 PSI. Flexible, 5/16" hose barb inlet and outlet are standard. When installed on its own, the 11105 pump may be upgraded to -8 AN (1/2") with use of Fitting P/N 15114, sold separately. Mounting brackets, noise isolator and hardware included. Suitable for use with Aeromotive Digital FMU P/N 16303." http://www.aeromotiveinc.com/products.php?prod=52 cost is about $165 CAD. just a thought.
You are right on the sending unit system. I would not run this now, but currently I have to compensate for my bad design. I am now running a Walbro Pump that flows 255 GPH ( Gallons Per Hour). This doesn't increase horsepower like many think it would. It just makes sure I have enough to keep from running lean.
Wait a tick... Snotrod2?? There is only one Snot, unless you wear green Hanes like me!!!! ;D