DIY 5th Gen Fuel Pump Assembly in stock 1968 Camaro Tank
10-08-2018, 09:13 AM
#41
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Just thought I would post an update for this modification. Along with moving the car back and forth here and there under it's own power, I recently took the car on it's first drive and put about 15 miles on it. The fuel pump worked flawlessly and had no issues with fuel pressure. I'm going to be installing a new fuel rail soon that has a fuel gauge mounted inline so I can verify full pressure, but I have no doubts about it providing the full pressure. Fuel pump is loud enough that I can hear it running while the car is not running, but I have no interior at the moment, so I'm sure once the seats and package tray is installed I won't even hear it. Once the car is running I can't hear it over the exhaust.
Hoping to finish up the car over the winter and put some serious miles on it in the spring. Until then, very pleased with the modification.
Hoping to finish up the car over the winter and put some serious miles on it in the spring. Until then, very pleased with the modification.
10-08-2018, 10:13 AM
#42
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Doing a little investigative work on rockauto and it seems that many Chevrolet passenger cars used the same fuel module mounting arrangement. Both the Impala and the Malibu seem like good options to source the mounting ring from. Those should be plentiful in the wrecking yards. I am not saying this is gospel, so do your own research...
Andrew
Andrew
10-29-2018, 06:10 PM
#45
The mounting ring assembly and basic hat dimensions all fall under a common USCAR size. In other words, the primary hat dimension, o-ring sealing, cam ring, etc. are commonized. A new 5.0 Mustang fuel pump hat will fit into the same ring as a Gen5 Camaro pump. So, there's basically the "small" version used in the Corvette, and the larger 112.5mm x 6mm o-ring size used in most all other applications.
10-29-2018, 07:11 PM
#46
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Anyone running this setup without the PWM setup? I bought a Ricks tank and ZL1 pump for my chevelle, and am almost finished with the build. Just wondering if the PWM is really worth the $500.
10-29-2018, 10:27 PM
#47
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Yes that's what I did when I modified the fuel pump assembly. It's been modified with the kit from Vaporworx to allow the fuel pump assembly to run constant vs PWM. I think all in it was around $125 to modify the stock 5th gen pump.
10-31-2018, 11:44 AM
#48
I'm also running the Vaporworx kit (essentially a 4th-gen regulator with an insert to drop it into the 5th gen pump) in lieu of PWM. It works flawlessly.
To answer LS1 pwrd NOVA, yes I have the same setup as ryeguy. Same 5th gen pump, albeit with a ring out of an HHR. I have some pics in my build thread, but honestly this is a better resource. You will need to make a recess panel if using the stock tank. If it had been available when I did the swap, I'd have gone with a Rick's restomod tank - it has clipped corners and is already setup for the 5th-gen pump.
To answer LS1 pwrd NOVA, yes I have the same setup as ryeguy. Same 5th gen pump, albeit with a ring out of an HHR. I have some pics in my build thread, but honestly this is a better resource. You will need to make a recess panel if using the stock tank. If it had been available when I did the swap, I'd have gone with a Rick's restomod tank - it has clipped corners and is already setup for the 5th-gen pump.
06-10-2019, 08:27 AM
#49
06-10-2019, 10:48 AM
#50
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I need to consider this. My Tanks, Inc tank was fine when I wasn't going around corners. However, now that I have some handling tires on the Cougar, I have noticed fuel starvation at anything less than half tank.
Andrew
Andrew
07-07-2019, 11:23 PM
#52
I am confused why you would spend all this time and effort.
The aem 380 frame rail mount pump can draw fuel out of the stock tank with no mods and return through the vent or a fitting in the filler neck.
No sump, special rings, cutouts, etc needed. I just tuned a 72 Chevelle with one with a stroked ls2 and you cannot hear it with the engine running.
The aem 380 frame rail mount pump can draw fuel out of the stock tank with no mods and return through the vent or a fitting in the filler neck.
No sump, special rings, cutouts, etc needed. I just tuned a 72 Chevelle with one with a stroked ls2 and you cannot hear it with the engine running.
07-08-2019, 09:32 AM
#53
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I am confused why you would spend all this time and effort.
The aem 380 frame rail mount pump can draw fuel out of the stock tank with no mods and return through the vent or a fitting in the filler neck.
No sump, special rings, cutouts, etc needed. I just tuned a 72 Chevelle with one with a stroked ls2 and you cannot hear it with the engine running.
The aem 380 frame rail mount pump can draw fuel out of the stock tank with no mods and return through the vent or a fitting in the filler neck.
No sump, special rings, cutouts, etc needed. I just tuned a 72 Chevelle with one with a stroked ls2 and you cannot hear it with the engine running.
07-09-2019, 09:39 AM
#54
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I am confused why you would spend all this time and effort.
The aem 380 frame rail mount pump can draw fuel out of the stock tank with no mods and return through the vent or a fitting in the filler neck.
No sump, special rings, cutouts, etc needed. I just tuned a 72 Chevelle with one with a stroked ls2 and you cannot hear it with the engine running.
The aem 380 frame rail mount pump can draw fuel out of the stock tank with no mods and return through the vent or a fitting in the filler neck.
No sump, special rings, cutouts, etc needed. I just tuned a 72 Chevelle with one with a stroked ls2 and you cannot hear it with the engine running.
Personally, I question the solution that you have proposed and have the same question as Andrew. Without the proper fuel baffling, what's causing the fuel to stay where you want it in low fuel or long sweeping corner scenarios? Just because it can draw the fuel doesn't mean it's optimal. With the 5th gen pump, it returns the fuel into the integral fuel "bucket" so that the fuel pump is always surrounded by fuel and will not go dry. I've run the tank on less than 1 gallon with heavy acceleration to test the pump and it performed without even a stutter. I'm not claiming that this is the best solution, but it has worked for me and several other's on the site quite well.
07-11-2019, 11:51 AM
#55
Clearly the newer pump setups are a superior option, especially at low tank levels. But there are also folks who have good luck with external pumps as well. I think the external pumps might work well with a full return system since air has an opportunity to return back to the tank while with a returnless setup once the air is ingested past the regulator it has no choice but to be delivered through the injectors. Either option can work depending on how you use the car.
Looking forward to seeing more of your work.