ok im confused, aeromotive claims 600 lbs/hr of fuel from their a1000 pump, and 800hp with FI, but a walbro 255 can do only 404 lbs/hr and can also do 800hp?? whats up with that? i cant decide on twin intank 255's which would be 808 lbs/hr ...or the a1000, which by their claims of only 800 hp, wouldnt be enough, but 600 lbs/hr is alot of fuel!! can someone clear this up for me?

im just trying to decide on a fuel system for a twin t-70 355 lt1, 8.4 CR ...looking for 1000rwhp on race gas

 

We promise 600 #/hr @ 45 psi. This is the minimum volume expected from a shipping pump @ 13.5 volts. That is good for 1100+ horsepower naturally aspirated @ around .55 bsfc. The reason we rate the forced induction horsepower lower is two fold: One you can expect the pressure to be higher in the fuel system under boost, which lowers the flow of any pump. Two if a blower is used your bsfc will be higher because of the parasitic drag of the compressor. It may take 50+ horsepower to drive the blower that you lose from the flywheel. So your fuel requirements are higher than measured horsepower.

I do not have a flow sheet from a Walbro 255lph pump and I do not know if the flow rating is at pressure or free flow. Maybe one of the supporting vendors such as Racetronix can provide that information to you. It is not on the Walbro public site.
We will probably pick up a pump to test at some time and map out the flow. I will try to provide that information to the forum when it is available.

From what I have found on the net the rating is @ 43.5 psi. In which case the dual intank setup would be enough for well over 1000 hp assuming the rest of the fuel system was up to the task.

 

All Walbro specs are at 43.5PSI @ 13.5V unless the application is specific to a 58PSI / 4 bar system in which case it would be apx. 220L/Hr. Stoddard solvent is used. A DP will support in excess of 1000HP in theory but most people want to run them with factory lines, rails and filters which drops that number considerably. There are many published charts that can be found on the internet listing Walbro's specs.

Here is a chart showing the spec @ 12.0 volts http://www.racetronix.com/images/Fue...s307_graph.jpg
Here are a few charts comparing the various in-tank pumps on the market: http://www.stealth316.com/2-fuelpumpguide.htm
Here are some other flow charts for their in-line pumps: http://www.gnttype.org/techarea/fuel...albroflow.html

Hope this helps.

Jack
Racetronix

 

yes, that actually helps alot, thanks. ive got the lines and rails set up just about as good as possible...haha...so depending on price, im leaning toward the dual setup, thanks for all your help, racetronix and mark

 

These threads are good too:

http://forums.corvetteforum.com/show...69&forum_id=87

http://forums.corvetteforum.com/show...95&forum_id=87

 

I used to be a fan of the aeromotive pumps, but I have found that a pair of walbros offers the needed flow, similar cost, but MUCH quieter, and seemingly more reliable.

 

I can't tell you any specifics other than I was running out of fuel at 650 RWHP and the A1000. Moving up to 2 of them now.

--Sean

 

In all fairness to Aeromotive, many people who install their pumps do not realize that they must be gravity fed with a properly sized non-collapsing suction line but instead end up mounting them way above tank level using undersized rubber hose. To install a gravity feed system in a street driven car can be somewhat tricky as most factory fuel tanks are pretty low in the vehicle as it is.

There is a wide variation in pump gasoline composition. Depending on where you are located, certain types of solvents (Xylene, Toluene, MTBE, Ethanol etc.) in pump gas attack the adhesive used in the assembly of Aeromotive pumps. markinkc69z can correct me if I am wrong but supposedly Aeromotive has a special-order fix for this?

The Walbro pump's design stems from the OEM market offering the following advantages:

They are very quiet when compared to most other external in-line pumps.
They need not be gravity fed
They exhibit exceptional MTBF ratings
They have low current demand
They are small in size
They can be run in parallel independently thanks to an integral checkvalve
They are tolerant of most solvents and alcohols in today's pump gas
They are very affordable with an average internet / street price of $130-$160 each

Walbro and Aeromotive pumps both perform well when properly installed and each has its own benefits over the other depending on the application.

Jack
Racetronix

 

We addressed the magnet delamination issue some time ago by a redesign of the magnet retention in the flux ring. This applies to all shipping pumps.
We test the A1000 and rate it at 2500+ hours lifespan at efi pressure. There is almost always a pump running for durablity testing here.
Our pumps make exceptional vacuum compared to a typical performance fuel pump. This vacuum can cause cavitation if the inlet is restricted. It also allows for a bit more mounting latitude if need be as long as all of the inlet plumbing is as recommended. Our pumps can be tank mounted as well, and there is a gentleman that has built his business off of this.
As Racetronix says, each of our approaches has its application. At Aeromotive we do not try to be all things to all people. Our product mix appeals to much of the market, but is not appropriate in some instances. If you were to call and ask we would tell you if we thought there was a better solution to a specific application and try to tell you where to aquire it. I'm glad to see that we are building a bit of harmony.

 

So you're saying you can mount some of your pumps in tank as well, or not sumped anyways? Have a 82 Vette making 400-450 hp at the engine as well as a 150 wet shot of nitrous. It's running a carb, so it doesn't need high pressure. Got an electric pump we can use on this without sumping the tank? Who is this gentleman you're referring to, and do you have any pics of these installs? Thanks.

 

http://www.rickshotrodshop.com/

He offers a selection of stainless steel replacement tanks that incorporate our A1000 pump.
Our 11203 pump is suitable for over 900 hp carbureted. Its bypass is set @ 19-20 psi. Its a t-style vane pump designed for continuous use. 3/8" pipe fittings.

 

So would the A1000 be able to support more horsepower on a turbo motor since there is no drag from a blower belt?

I've been leaning towards two external GSL392 pumps on my S10, but if I can use a single pump to meet my goals then I'm all for it.

 

Just as a note, a single GSL392 will support upwards of 600RWHP+ @ 43.5PSI given the proper plumbing and wiring system. You need to be making some serious HP to justify two GSL392 pumps.

 

The plans are either a 383 or larger small block with Dart 215 heads, and a pair of PT-61 turbos. 15 PSI on the street and autocross (maybe less). Probably low 20's at the track. Just have to finish my TA project before I can continue with the S10. I've got everything pretty much mocked up, all I need right now is a rotating assembly for it. I'll pick one when I decide on how many CID I want to run.

 

A single A1000 will supply enough fuel @ 60 psi for at least 800 hp. You need to figure your fuel volume requirements at your base pressure + boost. With base pressure being 43.5 stock and your boost being 15+ figure your requirements at 60psi. The A1000 will flow over 400# /hr there @ 12 v. Over 500# @ 13.5 which is what the pump is likely to see on a street car with an alternator.