Help! Fuelsystem Set Up!
Help! Fuelsystem Set Up! WHAT IS THE BEST SET UP FOR A 91 camaro ls1 CONVERSION ! HERES what i have! i have a walbro 60psi inline and the stock 305 intanke fule pump to get the fuel to the 60 psi pump . when the walbro pump heats up it starts to screem. just let me no what you used and any othere use full info this is the second inline pump ive ate up and moneys running out! any help will be great because im lost.
Last edited by LS1rscamaro; Sep 27, 2005 at 08:50 PM.
I haven't done mine yet but read several post here about different options including info in the Sticky. Seems most have gone with a replacement pump although I've seen some that have used the original thirdgen pump which is what I'll do initially. I plan to use the Corvette filter/regulator but have seen some use a regulator mounted in engine bay.
Hope that helps, try using the search too that's how I found the ones I've read as I was trying to plan this out.
Hope that helps, try using the search too that's how I found the ones I've read as I was trying to plan this out.
Launching!
Joined: Dec 2004
Posts: 274
Likes: 4
From: Kansas City, MO
Your solution or if you prefer a solution is to use just a high output in-tank pump that the fuel will keep cool, then to use a Corvette fuel pressure regulator/filter to filter the fuel down to the 58psi the engine needs. The benifit of the Corvette fuel pressure regulator/filter is it provides three ports:
1. Fuel inlet from the pump
2. Return back to the tank
3. One port output to the fuel rail for a single line feed.
And your done. Simple setup and plenty of samples on this forum for this setup and plenty of pictures.
You will probably need to change your tank to a FI (Fuel Injection) style tank with the proper baffles, sender, and connections. There are plenty of aftermarket versions to add to a tank but a stock FI tank is the way to go.
With the low flow of your intank pump feeding your external high pressure pump is probably starving the external high pressure pump thus burning it up.
1. Fuel inlet from the pump
2. Return back to the tank
3. One port output to the fuel rail for a single line feed.
And your done. Simple setup and plenty of samples on this forum for this setup and plenty of pictures.
You will probably need to change your tank to a FI (Fuel Injection) style tank with the proper baffles, sender, and connections. There are plenty of aftermarket versions to add to a tank but a stock FI tank is the way to go.
With the low flow of your intank pump feeding your external high pressure pump is probably starving the external high pressure pump thus burning it up.
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On the new model camaro's there is a pressure regulator in the tank, but since you arent using the tank from a newer F-Body, best thing you could do if you want to save money is just what everyone else said. Ive got a 1985 Camaro with an LS1 and I used a high pressure inline pump (mounted right in front of the rear axle at the backside of the rear seat) and used a Corvette Fuel Filter/Regulator. You can get a fuel filter for a 2001 Corvette from O'Reillys, Autozone, wherever...but mine does not hum, it did before I put the regulator on, but it doesnt anymore. Hope this helps.
Searching around for the filter/regulator best price I've seen ($49.99) was at www.ecklers.com.
Still trying to scope this out and quetsion came up last night. Is it better to put this filter close to the tank or in the engine compartment. Question was asked in regards to heat of fuel returned to tank. Would a longer return line have some cooling effect? I'm working with a 3rd Gen that's got the return line running all the way up there anyway so it wouldn't be a problem.
Still trying to scope this out and quetsion came up last night. Is it better to put this filter close to the tank or in the engine compartment. Question was asked in regards to heat of fuel returned to tank. Would a longer return line have some cooling effect? I'm working with a 3rd Gen that's got the return line running all the way up there anyway so it wouldn't be a problem.
ok last question i still have my inline fuel filter on the car does that make a difference should i pull that off, also the best mounting spot for the filter regulater is?? sorry to be asking these questions i just want to get it right this time because with 400 $ in fuel pumps gone i dont have the money to do it a 4th time? just want to get it right.
TECH Enthusiast
Joined: Jun 2004
Posts: 544
Likes: 0
From: Itasca, IL
Just for reference...I bought the conversion fuel lines from Fbodymotorsports/Hawks. It comes with an adjustable fuel pressure regulator. Its like 250 or something. Then I put in an intank 255 LPH walboro and Im done. Well actually I replaced the intank pump 3 times but that was misfortune/my own fault.
Not sure what you found on ebay but sounds like a regular filter w/o regulator. The one you need has one input from fuel pump and two outs, one for return to fuel tank and second (regulated output) going to fuel rail.
Launching!
Joined: Dec 2004
Posts: 274
Likes: 4
From: Kansas City, MO
Originally Posted by LS1rscamaro
ok last question i still have my inline fuel filter on the car does that make a difference should i pull that off, also the best mounting spot for the filter regulater is?? sorry to be asking these questions i just want to get it right this time because with 400 $ in fuel pumps gone i dont have the money to do it a 4th time? just want to get it right.
The ffr can be mounted anywhere just as long as you connect the inlet, return, and outlet properly to their respective connections. Mounted by the tank lets you keep the return line short and connect to the stock frame rail fuel line to the fuel injection manifold on the LS1. There are plenty of pictures on the forum or check out John Bzdel's web page.
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Joined: Sep 2005
Posts: 618
Likes: 3
I discussed this topic with reps from Street and Performance at the Goodguys in K.C. this past weekend. One thing they strongly recommended was running dual lines to the engine. They said for the most part, single line was fine, but the dual line went a long way toward preventing vapor lock. Of course they also said that teh electric pump in the tank helped with that as well.
Just something to consider. Given that I've fought vapor lock, even with a good elec pump at the back (350 chevvy, not LS1), I'm inclined to consider that when I make my conversion to an LS1 in my '56 Convert.
Just something to consider. Given that I've fought vapor lock, even with a good elec pump at the back (350 chevvy, not LS1), I'm inclined to consider that when I make my conversion to an LS1 in my '56 Convert.
Launching!
Joined: Dec 2004
Posts: 274
Likes: 4
From: Kansas City, MO
Originally Posted by ewingr
I discussed this topic with reps from Street and Performance at the Goodguys in K.C. this past weekend. One thing they strongly recommended was running dual lines to the engine. They said for the most part, single line was fine, but the dual line went a long way toward preventing vapor lock. Of course they also said that teh electric pump in the tank helped with that as well.
Just something to consider. Given that I've fought vapor lock, even with a good elec pump at the back (350 chevvy, not LS1), I'm inclined to consider that when I make my conversion to an LS1 in my '56 Convert.
Just something to consider. Given that I've fought vapor lock, even with a good elec pump at the back (350 chevvy, not LS1), I'm inclined to consider that when I make my conversion to an LS1 in my '56 Convert.
I think the question to answer is what exactly is vapor lock. Vapor lock is when the fuel boils in the line and creates a gaseous pocket that displaces the liquid fuel. What causes vapor lock? Fuel lines running close to exhaust. So the prevention is to run the fuel lines away from high heat sources.
So how will dual fuel lines prevent vapor lock? Well the fuel will be under constant motion to the fuel rail and back to the tank minus what the engine burns. The fuel will be under constant circulation and any gaseous generation due to heating should be mixed and pushed back to the tank.
The LS1 uses 58psi and the injectors do flow fuel. So I think that the early C5 Corvettes had duel lines but they went to a single line for later versions and the reason why is probably 2 fold. One is was probably cost effective to run one line; two, vapor lock isn't a problem with the psi and volume used, and the fuel lines are properly routed away from heat sources.