[robc1976]

Man, thussis a hard decision, really hard decision lol! Both kits are unreal lol!

[Deebo]

Steve is the man!!!

[hardviper10]

bump!!

[Aerotest]

Bump

[INR96]

Definitely interested. I also have an new Walbro 455 sitting around that I've been hesitant to use because of the potential reliability issues. I would be interested in sending it in along with my old bucket for an additional core charge refund. Looks great!

No problems with fuse blowing with with single drop in Walbro 455?

[SteveAZ]

That's no problem...

I've been accumulating cores but my supply is still fairly limited so those that have their own core will be able to expedite their order and not have to wait for a core to be returned.

As for sending in and utilizing your own pump, that's no problem either...just know that once it's been converted...there is no going back. Not that I can imagine you'd want to.

As for blowing fuses....no, I haven't had any issues with that. On my bench test rig at 72 psi the Walbro pulls 21 amps at 100% duty cycle. The car has a 20 amp fuse but I suspect that when installed, they aren't pulling quite as many amps due to the plumbing and ECU management as I haven't had an issue nor have I heard of one where somebody was running just the 450 pump.

Those that are uncomfortable with that may want to consider either replacing their stock fuse with a 25 amp fuse or carry one in the car.

Looks like a great kit...nice work, as usual!

[iturbo_bmw]

damn wish i had known this kit was going to come out before buying the previous kit..

[SteveAZ]

Originally Posted by FCobra94

Looks like a great kit...nice work, as usual!

Thank you

Originally Posted by iturbo_bmw

damn wish i had known this kit was going to come out before buying the previous kit..

I didn't address this in this thread because it is only to gauge interest.

Not to sound corny but I really do appreciate you guys and you all have been the reason I'm continuing to push forward.

That said...I'll take care of ya

But just to be clear...Stage one is more than enough fuel until you do something to get over the HPFP restriction. i.e. supplementary fueling and even then, it's going to take some pretty decent HP numbers and fat AFRs before you're LPFP limited.

[SteveAZ]

Here's a couple logs for you all. These are from the 2nd beta test car. This car is running E50, stock turbos, is FBO -meth, and is a 6mt with an otherwise stock fuel system. Prior to this he was running my stage 1 fuel system with no issues but given how hard he is on the fuel system...I wanted him to test this so he let me upgrade him. Prior to coming to me for a solution and having stage 1 installed, I believe he had three 450 failures due to burst lines.

At the bottom of this post I've included a picture of one of his lines I discovered when installing the stage 1 for him. It had actually burst like this in 2 places but I didn't take a pic of the second location because we had dug at it to investigate and it was exaggerated by the time I took pics.

And the logs....

Here's a 3rd gear pull.



And this second one exhibits why I say he's so hard on the fuel system.

This was him F'n around with me in the car doing what basically starts out as a second gear rolling burnout and then slamming 3rd gear. You can see he routinely causes a pressure spike on the LPFP side that is in excess of 100psi and sometimes as high as 120psi.



and here is another screenshot of the same 2nd gear log that gives a better idea of what's going on.



Given the design of the new fitting...I've reduced the strain on the venturi system by further isolating it. In addition the fuel lines to the venturi I use are nylon and have a burst rating of 700+ psi. Beyond that, there are no additional fuel lines or connections introduced to the system.

And as promised, here is the picture of the burst line before coming to me and he started running my fuel systems.

[Aerotest]

Very nice logs.

[n54door]

Put me down for one! This is EXACTLY i was looking for. Love the idea!

[Augster]

Hmmm...

So my choice is this complete replacement of the stock LPFP with a Walbro 455, or to augment the existing stock LPFP with an "inline" Walbro 455 that hangs outside the bucket (and the potential for the stock 20A fuse popping unless replaced with a 25A one).

I'd rather do this mod if it can fully supply RB/Vargas S2 turbos to their maximum potential (or at least max the current OEM fuel system capacity).

[SteveAZ]

Both stage 1 and stage 2 will max out your stock fuel system.

My stage 1 inline only pulls 17amps as measured on the test bench.

[suprchrgd]

Maybe an option for a "stage 3" kit? Include the larger fuel lines to the hpfp and an upgraded fpr?

[SteveAZ]

I've been running "Stage 3" for a year on a daily basis. This was how I verified the limitations of the HPFP and what I did in preparation for E85 CP injection. In doing so I have created what is arguably the most powerful LPFP system on this platform with the help of Fuelab.

My "stage 3" includes an external inline pump rated for 1000 hp and in these logs its being fed by my stage 2 in tank. You can see no matter how much fuel and pressure I throw at the HPFP...the curve looks the same. More data to come on that soon.

*Don't confuse my logs with the logs from above. That flash targets about 1500 psi up top as does virtually everybody else running a flash. My flash targets 2500 psi to redline.

Here's my LPFP, I target higher pressures for better atomization when injecting E85.



Here are the HPFP pressures when I'm not injecting E85 but running stage 2 intank and the 1000hp external inline pump...exactly the same as if I'm running just a stage 2 or stage 1. My HPFP system is stock in these logs.



And here is the HPFP when I'm injecting E85 in the CP



These logs were all taken on the same tank of fuel and it was verified at E80.

So basically, if somebody wants tosay you can 100% E85 and all you have to do is fill up.......I don't care what you're running. Unless you are running supplementary fueling of some sort or the HPFP is upgraded...it's not going to make a difference.

References:

Links to my logs from above

With CP injection

http://datazap.me/u/steveaz/450-test...&data=1-5-6-11

Without CP injection

http://datazap.me/u/steveaz/450-test...&data=1-5-6-11

Link to my external inline pump

http://fuelab.com/products/performan...e_efi_in_line/

[Cloud9blue]

Wow, really glad to see how far the N54 community came along in all these years!

Definitely interested in "drop-in" stage 2 solution.

Steve, just a few questions:

- Once this 450 bucket becomes available for purchase, what advantages does it have over the inline 255 pump (stage 1) solution?
- Is this a truly a drop in replacement? As in I only need to take out the existing fuel bucket and the attached old stock pump, and then drop in and hook up the new bucket?

[Augster]

What defines the differences between "Stage 1" vs "Stage 2" vs "Stage 3" fuel pump upgrades?

From what I've read, the different LPFP upgrades are:

1) Replace stock pump with higher flow pump

2) Augment stock pump with "inline" high flow pump

3) Replace stock pump and add inline pump

[SteveAZ]

Originally Posted by Cloud9blue

Wow, really glad to see how far the N54 community came along in all these years!

Definitely interested in "drop-in" stage 2 solution.

Steve, just a few questions:

- Once this 450 bucket becomes available for purchase, what advantages does it have over the inline 255 pump (stage 1) solution?

Easier install but if you're not running supplementary fueling and to some extent, even if you are...there is no advantage to going with Stage 2. Stage 2 flows a bit more fuel and is e85 certified but unless you have big plans...that's the extent of the benefits

- Is this a truly a drop in replacement? As in I only need to take out the existing fuel bucket and the attached old stock pump, and then drop in and hook up the new bucket?

Exactly...you've got it

My answers are in bold but stage 1 remains the most cost effective solution for virtually everybody. Although I can understand the appeal of stage 2....most won't need it and I wouldn't recommend it unless you're running high concentrations of e85 or are FBO and making good power on pump gas.

Originally Posted by Augster

What defines the differences between "Stage 1" vs "Stage 2" vs "Stage 3" fuel pump upgrades?

From what I've read, the different LPFP upgrades are:

1) Replace stock pump with higher flow pump

2) Augment stock pump with "inline" high flow pump

3) Replace stock pump and add inline pump

Stage 1 adds an inline 255 pump and increases your potentially fuel flows by approx. 50%

Stage 2 replaces the stock assembly with an upgraded PNP assembly that is E85 certified and flows even more fuel.

Stage 3, I'm running what could be construed as stage 3 but none of that has been finalized and I'm still evaluating what I'm going to do for stage 3. What I'm running may actually become stage 4 and it provides crazy amounts of fuel. The only reason I'm able to run it is because everything has been upgraded accordingly.

[Augster]

Well then count me in on ready to buy the Stage 2 thing-a-ma-boobie!

[Aerotest]

Steve,
Have you tried adjusting the HPFP targets in the flash with your stage 3?

[SteveAZ]

Originally Posted by Aerotest

Steve,
Have you tried adjusting the HPFP targets in the flash with your stage 3?

Yes, my tune is pretty dialed when it comes to fueling. Those targets you see on my log are not standard. I returned my high pressure side to stock so I could replicate what my customers would encounter but I'll stress it over and over...for those running or wanting to run very high ethanol content or big HP....the tune is a critical part. That is why even with my stock high pressure system, my rail pressures dip, but they don't dive like most you see...