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Yes, please take the advice of the folks on this board, and run the fuel system as intended, in both pump arrangement and wiring. Using both pumps is a good way to go, if only because it is our tested and proven setup.
Experimentation with different combos is best left to those who can fully explore the ramifications of the changes through experience and instrumentation, or don't mind going into the engine to repair the effects of said experimentation, or both! Let our successful efforts be your guide. Throwing the dice is for when you go to Vegas, not when you are having fun with your car!
Hades: With all due respect to the auto teacher, auxiliary pump setups such as we use are a proven method, also used by many other forced-induction companies. It works so well because pump output is directly related to the pressure being maintained: with all EFI fuel pumps, the more pressure they must maintain, the more their output in volume (LPH, GPM, etc.) is reduced. With this in mind, your stock fuel pump can actually flow 500 HP of fuel at zero fuel pressure. But what good does that do...can't get the job done with zero pressure, right?
When we install a strong auxiliary pump such as our ACCEL unit, the pressure between the stock pump and our unit becomes just that: zero! Since the bigger pump flows more fuel than the stocker, the stocker can never actually build pressure in the fuel system between the pumps. The best part is, they help each other: the stocker eliminates any suction losses the auxilary pump might see without it, and the auxiliary pump makes sure that adequate fuel pressure AND (pay attention, this is the important part!) adequate FUEL FLOW exist at those higher boost pressures.
Works for us on our 11.7 second, 122 MPH Street RS, so it will work for anyone making up to that kind of HP. Something else to keep in mind: our RS uses only 70 PSI fuel pressure (our 1:1 FPR and DFI fuel control system replace the high gain regulator) @ 25 PSI boost. As a result of the lower pressure, we are not working the pump as hard as you Stage II fellows do at over 100 PSI. I bring this up to point out that should you think a 475 HP capable fuel system is too much for you Stage I and II guys, you must remember that at 100 plus psi, it is not a 475 HP capable setup. At 100-110 PSI, it's good for about 350 HP. Of course, in HRC practice, we replace the VROG and triple digit fuel pressure when we achieve high HP levels (Stage III-V).
Bill Hahn Jr.
98 RS Turbo: 10.87 @ 136 MPH
HRC Stage V with N20
Nation's Fastest Street FWD 2G DSM
www.turbosystem.com
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