Just looking around at what fuel pump upgrade options are available, I came up with the following list. Feel free to add to it. In order from lowest capacity to highest:

Aftermarket stock replacement: Airtex E8289, same form/fit as stock, good for about 450 fwhp, about $250.

Stock SRT6: Pierburg 7.22156.50.0 (old number 7.21960.04), 450 fwhp.

255 L/Hr: Walbro GSL 392, non-stock form/fit, good for about 600 fwhp, about $130. Note: this pump can draw as much as twice the current of stock pump (almost 20 amps), depending on pressure load. Losses through the stock wiring can affect max fuel delivery.

300 L/Hr: Bosch 044, non-stock form/fit, 18 amps max, about $200, good for about 700 hp (although rail pressures would be so high a change to larger injectors would be smart).

360 L/Hr: Pierburg "800" 7.00228.51.0 (A0014704994) for the SL55 AMG, 20 amps max, not really needed; too much fuel flow (95 gph at 45 psi and 70 gph at 75 psi !), it would probably overwhelm the stock pressure regulator unless it was changed to a higher capacity one. Same form as stock pump but 20 mm longer, good for 800+ fwhp, about $210 (ebay, cyberspace auto parts).

A word on stock wiring: I don't know what the stock gauge wire(s) is that feeds the pump, but if voltage drop becomes an issue, one could use the stock wire to trigger a relay that connects power right off the alternator via larger gauge wire to the pump. Relay (or "hot wire") kits exist for current-hog pumps that are too much for stock wiring as this is a common problem.

Pump performance graphs are here: https://www.crossfireforum.org/forum...ad.php?t=31993

 

Whoa, Waldig I think you have some competition.

Welcome and thanks for your input 70gs455.

 

In order to utilize the extra fuel you want to pump into your cylinders; your going to need:

1) A lot of air to mix with that extra fuel to make the proper Air/Fuel Ratio

2) A lot more PSI to force that extra air in the combustion chamber

3) A larger Supercharger or Turbocharger to make that much PSI

4) An ECU that won't shut down your engine when it sees 22+ PSI

IMHO #4 needs to be solved before you spend your time and money on another fuel pump and #3.

Seems to me the Bosch ECU is limiting factor in this equation.

 

Not competition,assistance, back up, support, peer, team member or whatever. More is the merrier.

BTW I agree with Professor Brave on #4.

I would like to see additional traction aids to utilize the power available. I for one have a battery box ready to pop the mass from the front to the trunk for better weight balance, and I hope traction -grip................A real posi would hit my spot.

Woody

 

I didn't mean to be competing w/ anyone - I merely wanted to contribute - to the greater good so that we all collectively can get more informed. This blurb was just meant to look only at fuel flow delivery, I wish I was smart enough to consider all the nuances at play, but I've been reading till my eyes are blurry, and can't come up with any more answers.
I know that with my experience with turbo-buicks, it was found that it's not a good idea to run the injector pulse-width (duty-cycle) to 100% or static. The issue was two-fold: first the injectors didn't like to be run static or near static - the magnetics of opening/closing while those events were occuring simultaneously caused irregular/sketchy behavior. Also the ECM (1987 technology) didn't like 100% DC - when the code tried to calculate 110% or 120% or whatever, it would sometimes "hiccup". Plus the ECM inj drivers (hardware) didn't like giving electrical commands at/near static. So the answer was to get larger injectors and pull back DC to 80 to 90% (which I could do on my laptop in the garage) or turn the screw on the top of our boost-referenced adjustable fuel pressure regulators.

 

hey, we love the extra help! thanks for being a part of the team!

i looked into the SL500 fuel pump instead of the SL55. any thoughts on that pump?

but i think ONE of the biggest problems facing big hp numbers on this car is the MAP sensor. just a thought.

i think running an AEM standalone would help if you are REALLY hardcore about 450+ whp on this car.

me.... i'm happy running 12's with 20" wheels!

 

According to the limited info I have, it corresponds to Bosch p/n 003-091-53-01 or Pierburg 7.22156.60.0 which essentially has the same performance as the stock pump.

 

Anyone considered running a MAP clamp?

 

Scary i wouldn't do it. This ecu is amazing we just need a map sensor that can see the extra boost. Neon srt4 owners had to do this as the stock ecu only saw up to a certain pressure. Real question is can our map sensor just be swapped out for different one. Then obviously you would have to re-tune the fuel maps.

 

Hi Scott,

the pump above is the one, AMG in Affalterbach/Germany installed on my SLK32, when they deleted my Speed-Limiter. They said it is necessary to avoid Lean-Issues, if you drive faster than 250 Km/h (155 Mph) for a longer time.

 

Quote:

Originally Posted by SLK32Germany

...if you drive faster than 250 Km/h (155 Mph) for a longer time.

Not sure how many yanks have that problem.

70GS455 – welcome.

 

I was wondering if anyone knew which pump the C32 has? It is different from the SLK32 and the Crossfire isnt it? And where would it lay on that graph?

Thanks,
Jm

 

With that hefty of a pump you should never have any more lean issues.

 

The C32 is (I think) an in-tank pump. I would have to look around a bit to find any info.

 

I'm assuming the issue with the MAP is that it reads such a high voltage from the excess boost that the actual boost goes out of range of measurement and it also sets a fault code in the ECM. MSD, AEM, crane, accel, GM, etc all make 3-bar map sensors (MSD is Bosch style), which will read up to +30 psig, they are 0 to 5 volts. I assume the OEM MAP is also 0-5v but xx psig. It would take some corrections in the ECM to account for this new "scaling" of MAP, as fueling would no longer track with this new MAP voltage.

Then there's the lean issue. Higher fuel pressure helps, but too high will cause the injectors to be lazy on opening or not open at all (the fuel pressure is working against the pintle opening). Do the guys that are running 20+ psi know for sure that the injectors are running static (100+ % duty cycle)? If so, the only good solution is larger injectors. If not, it would be a fairly simple task to work up an add-on "pulse-stretcher" to make sure the inj pulsewidth is maxed out. It could look at FAR and add an appropriate amount of inj PW as needed to keep it in a safe range.

I suspect from reading that the problem guys are having is that the PW is 100% and they need more injector (as well as more pump). There are a fair amount of hi-impedance injectors that have the standard bosch form factor that will fit right in, you would just need 10-20% more flow. This may or may not require an ECM re-program as it should have some "adaptation" or learning built in. And when it went open-loop at WOT, it would be requesting the old inj PW (unless it used a long-term correction -measured at closed loop with the O2S-from the now larger inj) and now would be getting 10-20% more fuel (although open-loop idle till it warmed up might be a tad rich).

 

By routing the boost 20PSIG to the Fuel Presure Regulator I was running about 10:1 or WAY rich. THe injectors have much more capacity if the pressure differential across them is held at a modest 60 psig.

I was going to 80 psig on the fuel rail and see that that has to be tailored to more like 65 to 70 psig with my data logger doing the open loop correction of the F/A to dynamicaly tune the fuel pressure , giving the f/a numbers that I want to get.

I just installed the fuel pressure sensor on the rail so I can log it also. Woody Enjoy.........

 

Hey slk32. I know your running a 71mm s/c pulley with a 178mm crank i have a couple of ?'s. What psi are you making at WOT ? At what elevation ? What a/f readings are you making at WOT ? Have you had any lean conditions since amg installed your new pump ? thanks for your input ILLCYA

 

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