fuel pumps 2013
cool. well cant find all the specs on the turbo but it has a .83 a/r ceramic coated. only thing I found was a placard p/n 168215 model s300s008 serial 27041059
Last dyno run with this turbo at 14psi max 380
Last dyno run with this turbo at 14psi max 380
I found this also:
Turbocharger Name - S362
Compressor Wheel Inducer - 62mm
Compressor Wheel Exducer - 80.6mm
Compressor Wheel Trim - 54
Turbine Wheel Inducer - 76.3mm
Turbine Wheel Exducer - 67.6mm
Turbine Wheel Trim - 79
Turbine Option - Outlet - V-Band
Turbine Option - Inlet - T4
Turbine Option - A/R - 0.83
Horsepower Rating - 350-680
OK I think you have enough info. I love the way the power comes on with this turbo and my set up. it feels really linear and the dyno sheet proves that. For now my main question is still fuel line routing. Size is my main concern. Im not into over building cars thus im trying to just shoot for a certain number. I asked the question in another thread and I was told to use -8 feeds and -6 return? Doesn't make sense to me, but I have no experience in this subject.
Turbocharger Name - S362
Compressor Wheel Inducer - 62mm
Compressor Wheel Exducer - 80.6mm
Compressor Wheel Trim - 54
Turbine Wheel Inducer - 76.3mm
Turbine Wheel Exducer - 67.6mm
Turbine Wheel Trim - 79
Turbine Option - Outlet - V-Band
Turbine Option - Inlet - T4
Turbine Option - A/R - 0.83
Horsepower Rating - 350-680
OK I think you have enough info. I love the way the power comes on with this turbo and my set up. it feels really linear and the dyno sheet proves that. For now my main question is still fuel line routing. Size is my main concern. Im not into over building cars thus im trying to just shoot for a certain number. I asked the question in another thread and I was told to use -8 feeds and -6 return? Doesn't make sense to me, but I have no experience in this subject.
Thread Starter
Joined: Oct 2001
Posts: 6,279
Likes: 728
From: Florence, Alabama
thanks for digging up the info on your S300. there are over 900 iterations of the S300 and there is a big variance so we needed to get it right to be of help...
part number 168215 is a John Deere app. the John Deere part number is RE63160 which crosses back over to Borg Warner 178014.
the correct current part number for your turbo is 178014.,
these are Schwitzer derived part numbers. the turbo is called the S300S-008 by BW. it was initially offered in 1995 as the 168215.
after a lot of searching i have a suspicion as to size but have emailed Borg Warner just to be sure.
anyone knowing the actual compressor sizing on this turbo let's hear from you... i will get back to you when i find the concrete numbers.
howard
part number 168215 is a John Deere app. the John Deere part number is RE63160 which crosses back over to Borg Warner 178014.
the correct current part number for your turbo is 178014.,
these are Schwitzer derived part numbers. the turbo is called the S300S-008 by BW. it was initially offered in 1995 as the 168215.
after a lot of searching i have a suspicion as to size but have emailed Borg Warner just to be sure.
anyone knowing the actual compressor sizing on this turbo let's hear from you... i will get back to you when i find the concrete numbers.
howard
Last edited by Howard Coleman; Apr 5, 2013 at 02:45 PM.
cool...thank you. I have come to the decision that I will add another bosch 044 to my set up if we need too. if the turbo is going to run out of air before 500hp then adding a bunch of unnecessary parts is not ideal. thank you for assisting me with this.
Thread Starter
Joined: Oct 2001
Posts: 6,279
Likes: 728
From: Florence, Alabama
i expect to have info from BW early next week.
if you are able, you could remove the front compressor cover and measure the exducer (larger O D of the compressor wheel.)
it should be either 3.00 inches or 3.17
inducer will be either 2.305 or 2.44
howard
if you are able, you could remove the front compressor cover and measure the exducer (larger O D of the compressor wheel.)
it should be either 3.00 inches or 3.17
inducer will be either 2.305 or 2.44
howard
I wasn't about to mic the wheel today but I can do this tomorrow in the garage. I really like the way the power comes on with this turbo and I would hate to change things up. Im building a competition drift car and I need all the low/mid range power I can get out of a rotary. Having linear power is what im looking for right now. Now I just need to decide what will the optimum fuel set up for my application.
Thread Starter
Joined: Oct 2001
Posts: 6,279
Likes: 728
From: Florence, Alabama
I do hope you are able to measure your compressor…
Based on the PN the turbo was built between 1995 and 2001. Later models of this turbo carried a different PN. 168215 appears to cross over to a model that does have disclosed wheel dimensions which are approx 89% of the GT35/S362. Of course it is possible that your turbo may have been upgraded so it would be worthwhile to get the measurements.
You initially posted that you are wanting to make “500 hp” and were considering fuel requirements for an upcoming dyno session.
Both the gt35r and S362 have made 500 but they are on the ragged edge of output. Neither are turbos that you would pick for 500. Both are much happier around 400/450.
There is a chance, that your turbo is 11% smaller. I think 475 is a good real world top number for the GT35r and S362 on a rotary talking SAE.
If your turbo is 89% of the GT35r S362 you are looking at approx 422 hp.
Either way, 500 SAE will be a stretch. I suspect that whatever you make you will be very happy performance-wise as Ray is a top echelon tuner.
He reports output in STD correction rather than the common SAE correction. That adds 2.55% by using differing climatic assumptions. (13 hp at 500)
Let’s look at fuel requirements:
500 rotary rwhp SAE
500 X 1.92 = 960 CFM/ 14.471 = 66.4 pounds/air per minute
66.4 / 10 (max rich AFR) = 6.64 pounds fuel per minute/ 6.35 = 1.045 gallons fuel per minute
1.045 gallons fuel per minute = 3956 CC/Minute.
3956 CC/Minute is net of 85% duty cycle and lag ( 13%)…
3956 X 1.352 = gross (nominal) injector capacity needed for 500:
5348 cc/min
You have:
850 X 2 = 1700
1680 X 2 = 3360
Total gross/nominal = 5060 CC/Min
You are close. Keep in mind my calculations are based on assumptions. For instance I assume you want enough fuel to tune to 10.0 to 1. You will tune a bit leaner but it is good to have a bit of excess capacity.
Further, since Ray tunes in STD correction, his 500 STD number is 487 SAE. (5211 CC/Min Gross).
If, however my lag (13%) assumptions are low, and they may be, you might be in further deficit.
You can make up for deliverability by running higher static fuel pressure. Do keep in mind that flow is not linear w pressure increases.
If you raise fuel pressure 10% from 43.5 to 47.85 you do not get a 10% flow increase, you get the square root of the increase or 4.8%...
Getting back to your turbo output:
If anyone can give you a 500 number from a GT35r/S362 Ray will be on the short list. So you better have the fuel for 500 if you want the number.
At 11.1 AFR it takes approx 109,000 BTUs to make 500 rotary.
If you use 100% water to cool things at 500 CC/Min the water subtracts 1% from the energy BTUs requiring a touch more fuel.
If you use 500 CC/Min of 50/50 water meth you are adding 3245 BTUs of energy thus requiring about 3% less fuel.
As to fuel lines… Ari Yellen ran the stock lines at 700 rwhp when he was winning a lot of NHRA events. Stock lines, given their size, do create more restriction in the system but may be way down the list of things to do assuming your 500 hp objective.
The 044 pump at 43.5 rail pressure, 25 psi boost and 3 psi system restriction puts out 4083 CC/Min at 13.8 Volts. Unless your pump is hardwired you don’t have 13.8 volts.
If it is hardwired you most likely have 13.5. Voltage at the pump is very important w re to output.
you need more flow.
There are many ways to add flow. I like the Kenne Bell Boost A Pump option. Instead of having too much flow constantly cycling thru your system, heating the fuel, you have all the flow you want only when you need it…. in boost. it is a simple bolt in that solves your fuel problems… around $230.
Finally, w re to fuel, given your power objective I think it is essential to log fuel pressure.
You can set your injector on-time in your base fuel map, do a run, look at duty cycle and find it is on the money and warp your apex seals. The pressure needs to be there. it is not enough to have the proper fuel settings if you don’t have the fuel. Logging pressure closes the knowledge gap.
of course Ray can answer all your questions but since you posted, and others may have an interest, i thought it would work well in this fuel pump thread...
do let us know re your compressor.
howard
Based on the PN the turbo was built between 1995 and 2001. Later models of this turbo carried a different PN. 168215 appears to cross over to a model that does have disclosed wheel dimensions which are approx 89% of the GT35/S362. Of course it is possible that your turbo may have been upgraded so it would be worthwhile to get the measurements.
You initially posted that you are wanting to make “500 hp” and were considering fuel requirements for an upcoming dyno session.
Both the gt35r and S362 have made 500 but they are on the ragged edge of output. Neither are turbos that you would pick for 500. Both are much happier around 400/450.
There is a chance, that your turbo is 11% smaller. I think 475 is a good real world top number for the GT35r and S362 on a rotary talking SAE.
If your turbo is 89% of the GT35r S362 you are looking at approx 422 hp.
Either way, 500 SAE will be a stretch. I suspect that whatever you make you will be very happy performance-wise as Ray is a top echelon tuner.
He reports output in STD correction rather than the common SAE correction. That adds 2.55% by using differing climatic assumptions. (13 hp at 500)
Let’s look at fuel requirements:
500 rotary rwhp SAE
500 X 1.92 = 960 CFM/ 14.471 = 66.4 pounds/air per minute
66.4 / 10 (max rich AFR) = 6.64 pounds fuel per minute/ 6.35 = 1.045 gallons fuel per minute
1.045 gallons fuel per minute = 3956 CC/Minute.
3956 CC/Minute is net of 85% duty cycle and lag ( 13%)…
3956 X 1.352 = gross (nominal) injector capacity needed for 500:
5348 cc/min
You have:
850 X 2 = 1700
1680 X 2 = 3360
Total gross/nominal = 5060 CC/Min
You are close. Keep in mind my calculations are based on assumptions. For instance I assume you want enough fuel to tune to 10.0 to 1. You will tune a bit leaner but it is good to have a bit of excess capacity.
Further, since Ray tunes in STD correction, his 500 STD number is 487 SAE. (5211 CC/Min Gross).
If, however my lag (13%) assumptions are low, and they may be, you might be in further deficit.
You can make up for deliverability by running higher static fuel pressure. Do keep in mind that flow is not linear w pressure increases.
If you raise fuel pressure 10% from 43.5 to 47.85 you do not get a 10% flow increase, you get the square root of the increase or 4.8%...
Getting back to your turbo output:
If anyone can give you a 500 number from a GT35r/S362 Ray will be on the short list. So you better have the fuel for 500 if you want the number.
At 11.1 AFR it takes approx 109,000 BTUs to make 500 rotary.
If you use 100% water to cool things at 500 CC/Min the water subtracts 1% from the energy BTUs requiring a touch more fuel.
If you use 500 CC/Min of 50/50 water meth you are adding 3245 BTUs of energy thus requiring about 3% less fuel.
As to fuel lines… Ari Yellen ran the stock lines at 700 rwhp when he was winning a lot of NHRA events. Stock lines, given their size, do create more restriction in the system but may be way down the list of things to do assuming your 500 hp objective.
The 044 pump at 43.5 rail pressure, 25 psi boost and 3 psi system restriction puts out 4083 CC/Min at 13.8 Volts. Unless your pump is hardwired you don’t have 13.8 volts.
If it is hardwired you most likely have 13.5. Voltage at the pump is very important w re to output.
you need more flow.
There are many ways to add flow. I like the Kenne Bell Boost A Pump option. Instead of having too much flow constantly cycling thru your system, heating the fuel, you have all the flow you want only when you need it…. in boost. it is a simple bolt in that solves your fuel problems… around $230.
Finally, w re to fuel, given your power objective I think it is essential to log fuel pressure.
You can set your injector on-time in your base fuel map, do a run, look at duty cycle and find it is on the money and warp your apex seals. The pressure needs to be there. it is not enough to have the proper fuel settings if you don’t have the fuel. Logging pressure closes the knowledge gap.
of course Ray can answer all your questions but since you posted, and others may have an interest, i thought it would work well in this fuel pump thread...
do let us know re your compressor.
howard
Last edited by Howard Coleman; Apr 7, 2013 at 10:09 AM.
Awesome response howard. This was excatly what i was looking for. Now since im running a atl fuel cell with 2 -8 fittings as outlets i might as well run an extra bosch 044 rather than a bap. The car is only going to see track time and the insurance of running another pump than a bap might be the best solution for me event though i would need all that extra fuel. What do you think?
Thread Starter
Joined: Oct 2001
Posts: 6,279
Likes: 728
From: Florence, Alabama
i forgot about your ATL.... a nice cell BTW. sure, you should do bigger lines given your app.
take your pick on 2 pumps or the Kenne Bell. either one will work well. i do hope to hear back from BW, or another key BW engineer on your turbo.
your chassis looks nice, do try to keep the front weight down. ideally you want 53% rear weight and 53% inside weight.
howard
take your pick on 2 pumps or the Kenne Bell. either one will work well. i do hope to hear back from BW, or another key BW engineer on your turbo.
your chassis looks nice, do try to keep the front weight down. ideally you want 53% rear weight and 53% inside weight.
howard
Howard i first want to say this is an outstanding thread and i really appreciate all the time you put into this to help everyone out.
I have a question for you regarding fuel needed. I am currently trying to hit 1000 RWHP out of my 2 rotor set up on E85. Full bridge, motec M84, etc. we are currently at 810 RWHP at 23 psi with injector duty cycle according to the motec was 71% running the Borg warner S475 T4 1.10 AR housing with 83mm exhaust wheel. We are switching to the Borg warner s480 T4 housing with the billet wheel.
I'm running the numbers and it looks like i will not have enough injector to be safe (under 85% duty cycle). I was wondering if you had the time if you could see if that is the case.
The fuel system is as follows:
3 in tank Bosch 044 pumps getting 14 volts to each pump (car actually never goes below 14.2 but I've been using 14.0). Each pump feeds through a -6 line to its own fuel rail with 2 injectors.
2 ID2000 primary injectors
4 Bosch 1680 injectors
Weldon fuel pressure regulator
-6 feed lines to rail
-8 return line from FPR to tank
Turbo:
its a S400SX-80 ET-R Billet rated for 1350. We will be using a T4 1.10 A/R housing and an 83mm turbine wheel.
My other concern is that the exhaust wheel may be too small and will start showing back pressure issues. I'm contemplating going up to either a 87 or 92mm exhaust wheel while staying with the T4 housing.
I appreciate your help.
I have a question for you regarding fuel needed. I am currently trying to hit 1000 RWHP out of my 2 rotor set up on E85. Full bridge, motec M84, etc. we are currently at 810 RWHP at 23 psi with injector duty cycle according to the motec was 71% running the Borg warner S475 T4 1.10 AR housing with 83mm exhaust wheel. We are switching to the Borg warner s480 T4 housing with the billet wheel.
I'm running the numbers and it looks like i will not have enough injector to be safe (under 85% duty cycle). I was wondering if you had the time if you could see if that is the case.
The fuel system is as follows:
3 in tank Bosch 044 pumps getting 14 volts to each pump (car actually never goes below 14.2 but I've been using 14.0). Each pump feeds through a -6 line to its own fuel rail with 2 injectors.
2 ID2000 primary injectors
4 Bosch 1680 injectors
Weldon fuel pressure regulator
-6 feed lines to rail
-8 return line from FPR to tank
Turbo:
its a S400SX-80 ET-R Billet rated for 1350. We will be using a T4 1.10 A/R housing and an 83mm turbine wheel.
My other concern is that the exhaust wheel may be too small and will start showing back pressure issues. I'm contemplating going up to either a 87 or 92mm exhaust wheel while staying with the T4 housing.
I appreciate your help.
Thread Starter
Joined: Oct 2001
Posts: 6,279
Likes: 728
From: Florence, Alabama
E85 for 1000 rw rotary SAE hp
it takes 218,000 BTUs
E85 has 82,293 BTUs per gallon
2.65 gallons per miinute or 10,031 CC/Min NET
10,031 X 1.35 (lag and 85% duty) = 13,541 Gross/Nominal injector capacity
you have 10,720
to substantiate my math...
you made 810 at 71%... is that SAE or STD correction?
810 requires 176,580 BTUs
you were 71% of 10720 or 7611 CC/Min
my formula calculates 8100 CC/Min so it is within 500 CC.
was static rail pressure exactly 43.5 PSI?
turbo
1000 rotary rwhp is 1920 CFM or 133 pounds of air per minute
you have a 7.6 average sq inch turbine wheel. BW offers a
88 X 95.7 hot side wheel which is 10.29 area. i think this may only come in the T6
housing but am not sure. others on the forum might be of more help in this area.
howard
it takes 218,000 BTUs
E85 has 82,293 BTUs per gallon
2.65 gallons per miinute or 10,031 CC/Min NET
10,031 X 1.35 (lag and 85% duty) = 13,541 Gross/Nominal injector capacity
you have 10,720
to substantiate my math...
you made 810 at 71%... is that SAE or STD correction?
810 requires 176,580 BTUs
you were 71% of 10720 or 7611 CC/Min
my formula calculates 8100 CC/Min so it is within 500 CC.
was static rail pressure exactly 43.5 PSI?
turbo
1000 rotary rwhp is 1920 CFM or 133 pounds of air per minute
you have a 7.6 average sq inch turbine wheel. BW offers a
88 X 95.7 hot side wheel which is 10.29 area. i think this may only come in the T6
housing but am not sure. others on the forum might be of more help in this area.
howard
Joined: May 2004
Posts: 2,988
Likes: 0
From: Home of the 305 Boyz(miami)
JUST TO PUT MY .02 in here Howard... Used to have two Aeromotive A1000 fuel pumps.... got rid of both and bought myself a MagnaFuel ProTuner 750......
2 rotor 810whp @ 23 psi on a bw s475? damn
Howard i first want to say this is an outstanding thread and i really appreciate all the time you put into this to help everyone out.
I have a question for you regarding fuel needed. I am currently trying to hit 1000 RWHP out of my 2 rotor set up on E85. Full bridge, motec M84, etc. we are currently at 810 RWHP at 23 psi with injector duty cycle according to the motec was 71% running the Borg warner S475 T4 1.10 AR housing with 83mm exhaust wheel. We are switching to the Borg warner s480 T4 housing with the billet wheel.
I'm running the numbers and it looks like i will not have enough injector to be safe (under 85% duty cycle). I was wondering if you had the time if you could see if that is the case.
The fuel system is as follows:
3 in tank Bosch 044 pumps getting 14 volts to each pump (car actually never goes below 14.2 but I've been using 14.0). Each pump feeds through a -6 line to its own fuel rail with 2 injectors.
2 ID2000 primary injectors
4 Bosch 1680 injectors
Weldon fuel pressure regulator
-6 feed lines to rail
-8 return line from FPR to tank
Turbo:
its a S400SX-80 ET-R Billet rated for 1350. We will be using a T4 1.10 A/R housing and an 83mm turbine wheel.
My other concern is that the exhaust wheel may be too small and will start showing back pressure issues. I'm contemplating going up to either a 87 or 92mm exhaust wheel while staying with the T4 housing.
I appreciate your help.
I have a question for you regarding fuel needed. I am currently trying to hit 1000 RWHP out of my 2 rotor set up on E85. Full bridge, motec M84, etc. we are currently at 810 RWHP at 23 psi with injector duty cycle according to the motec was 71% running the Borg warner S475 T4 1.10 AR housing with 83mm exhaust wheel. We are switching to the Borg warner s480 T4 housing with the billet wheel.
I'm running the numbers and it looks like i will not have enough injector to be safe (under 85% duty cycle). I was wondering if you had the time if you could see if that is the case.
The fuel system is as follows:
3 in tank Bosch 044 pumps getting 14 volts to each pump (car actually never goes below 14.2 but I've been using 14.0). Each pump feeds through a -6 line to its own fuel rail with 2 injectors.
2 ID2000 primary injectors
4 Bosch 1680 injectors
Weldon fuel pressure regulator
-6 feed lines to rail
-8 return line from FPR to tank
Turbo:
its a S400SX-80 ET-R Billet rated for 1350. We will be using a T4 1.10 A/R housing and an 83mm turbine wheel.
My other concern is that the exhaust wheel may be too small and will start showing back pressure issues. I'm contemplating going up to either a 87 or 92mm exhaust wheel while staying with the T4 housing.
I appreciate your help.
Thread Starter
Joined: Oct 2001
Posts: 6,279
Likes: 728
From: Florence, Alabama
"Just picked up the Aeromotive 340...Looking forward to seeing how it performs"
fuel pump output is very dependent on voltage...
this would be an excellent time, if you haven't, for you to hard-wire your pump so you get 13.4 V to it instead of 11.something.
hc
fuel pump output is very dependent on voltage...
this would be an excellent time, if you haven't, for you to hard-wire your pump so you get 13.4 V to it instead of 11.something.
hc
Full Member
Joined: Mar 2013
Posts: 67
Likes: 0
From: New Zealand
'separating fiction from reality... a couple of days on the DYNO' bump bump bump. I know I am on the wrong thread here Mr C but it would be great to see this thread unlocked and back on track. Hope to see some developments soon. All the best 
Cheers Darryl
Cheers Darryl
The May issue of D-Sport has a really nice tech article testing in-tank multi pump set ups. All of which is relevant in this thread. Real world testing and real numbers.
Testing voltage parameters are 12.5 volts and 14 volts. Pressures tested are 45PSI through 100PSI. Outputs are flow in LPH for gasoline/E85 and AMP's. I thought the results were shocking. Pressure is a fuel pumps worst nightmare but I had no idea how much so. There are lots of benefits to running higher fuel pressures if you are able to. I knew the 044 was a great pump with OEM reliability but if you plan to push fuel pressure this is the only pump you should consider, especially in a single pump application.
Testing voltage parameters are 12.5 volts and 14 volts. Pressures tested are 45PSI through 100PSI. Outputs are flow in LPH for gasoline/E85 and AMP's. I thought the results were shocking. Pressure is a fuel pumps worst nightmare but I had no idea how much so. There are lots of benefits to running higher fuel pressures if you are able to. I knew the 044 was a great pump with OEM reliability but if you plan to push fuel pressure this is the only pump you should consider, especially in a single pump application.
talking head
Joined: Apr 2008
Posts: 2,775
Likes: 15
From: Perth, WA, OZ
and be aware that that thread brings troublemakers who will go out of there way with multiple false accounts to disrupt it and also to spam their agenda
the issue is very bad,, at the point ( and maybe already beyond ) of being demonstrable as libel and the mod team is making an effort to stamp it out before it escalates to the next level
it would appear odd at only post 11 you have bee-lined straight back to that thread
that makes a mod team very .. very suspicious
.. be aware that your IP is now being watched closely and any electronic links to the banned persons will amount to your account being shut down..
consider this a friendly warning.. you have tripped suspicion in the mods with that last post..
do not make any more refers to that HC thread .. also do not post anything further in this thread that is not on topic
.. and do not bring rice racings agenda with you
if you are a clean skin,, you will be able to use this forum unhindered .. if you break the above simple rules you will be brought under direct scrutiny
i agree howards thread shall be allowed to live.. all in howards time..
but as mods we will not allow further prodding or diversion of any other quality thread to support the hidden agenda of others
please understand what it is i just said.. and please place nice and keep within simple rules .. do so and this forum is a friendly and helpful place
//
now.. back on topic people
PS
// if you are not rice or TTT...// ....peace.. understand the mods are looking closely for new users from that region who come with an RR agenda as a method of weeding him out wherever he shows
Last edited by bumpstart; Apr 13, 2013 at 08:17 PM.
FAST BATTY
Joined: Aug 2008
Posts: 29
Likes: 0
From: New Zealand
Holley 12-1800 Billet Pump
Hi Howard, some great info in this post, many thanks for your continued expertise.
Our circuit car is nearing completion, FD 13B REW Bridgeport turbo, custom S363 .91 divided, Xcessive LIM 4x1680cc & 2x880cc, Haltech PS2000 & display dash.
Using the Calcs from earlier in the post we have plenty of injector (Total 8480cc), could maybe just run 4x1680cc??.
Have been told to stay clear of the ID2000 with E85 - apparantly they block, gum easily, as opposed to the Bosch 1680cc pintel type not having the issue.
The issue we are facing is the supply of the E85 & the pumps required to meet our 540rw/Hp target, The Turbo builders have speced the turbo to achieve this @ approx 16-18psi (may run up to 25psi if needed) with V60 tial w/gate & 3.5" exhaust (side exit).
We were intending to run 2x carter black as lift pumps to surge, then 2x044 Bosch, with 100 micron S/S filter (pre main pump) & 10 micron S/Steel post pump - CANNOT find a suitable high flowing 10 micron (dash 10) anywhere - all seem to be paper - NOT a good mix with E85??
We have had suggestion that the new Holley 12-1800 (1800HP EFI) Dominator In-line twin pump design could be the answer. The flow chart supplied on the holley website shows a pump flow of 138GPH @ 66psi @ 12V ??, pumps are rated to 18.5V both pumps can be wired for full time duty.
The Pump can also be run as one pump & the additional pump activated on boost, (staging the second pump).
We are at the point of being really confussed, would it be possible for you to help with some calculation, to either confirm the Holley is suitable or not.
We estimate we need 55GPH (gas) for 650 flywheel HP - could be wrong!!
Hopefully we could then apply the calulation & format to check other option ourselves if required.
Many many Thanks.
Our circuit car is nearing completion, FD 13B REW Bridgeport turbo, custom S363 .91 divided, Xcessive LIM 4x1680cc & 2x880cc, Haltech PS2000 & display dash.
Using the Calcs from earlier in the post we have plenty of injector (Total 8480cc), could maybe just run 4x1680cc??.
Have been told to stay clear of the ID2000 with E85 - apparantly they block, gum easily, as opposed to the Bosch 1680cc pintel type not having the issue.
The issue we are facing is the supply of the E85 & the pumps required to meet our 540rw/Hp target, The Turbo builders have speced the turbo to achieve this @ approx 16-18psi (may run up to 25psi if needed) with V60 tial w/gate & 3.5" exhaust (side exit).
We were intending to run 2x carter black as lift pumps to surge, then 2x044 Bosch, with 100 micron S/S filter (pre main pump) & 10 micron S/Steel post pump - CANNOT find a suitable high flowing 10 micron (dash 10) anywhere - all seem to be paper - NOT a good mix with E85??
We have had suggestion that the new Holley 12-1800 (1800HP EFI) Dominator In-line twin pump design could be the answer. The flow chart supplied on the holley website shows a pump flow of 138GPH @ 66psi @ 12V ??, pumps are rated to 18.5V both pumps can be wired for full time duty.
The Pump can also be run as one pump & the additional pump activated on boost, (staging the second pump).
We are at the point of being really confussed, would it be possible for you to help with some calculation, to either confirm the Holley is suitable or not.
We estimate we need 55GPH (gas) for 650 flywheel HP - could be wrong!!
Hopefully we could then apply the calulation & format to check other option ourselves if required.
Many many Thanks.
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