Tripple pump config for street

[80FoxCoupe]

At 13.5V and 87 psi, the 285 will "free flow" roughly 361 liters/hour. That doesn't account for head loss from lines and fittings or the loss from the siphon system. At 12.5V that free flow drops to about 290 liters/hour.

The easiest way to factor the head losses is just to add a few psi to the system (in order to deliver 87 psi to the rails, it's pumping slightly higher at the pump outlet) so let's just use 90 psi (3 psi drop to overcome the filter and lines and fittings) so at 13.5V that's about 340 liters/hour and at 12.5v that's 282 liters/hour.

So on the low voltage end, 3 pumps would be about 846 and at 13.5v about 1020. Then subtract off roughly 40 liters/hour for the siphon system, so between 806 and 980 liters/hour.

Lastly, 295's only work if all pumps are running all the time OR you run an external backflow (which defeats the purpose). If any pumps in the system don't have either an internal backflow or an external then it'll bleed/push fuel back through them into the tank if they're not pumping. (not to mention the startup issues).

We are close on calcs. I recommended running 295s as primary and a 285 as 3rd so there won't be a check valve issue as you described. We are saying the same thing.

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[Angrey]

We are close on calcs. I recommended running 295s as primary and a 285 as 3rd so there won't be a check valve issue as you described. We are saying the same thing.

Even with 295's as primary, it'll have start up issues if you don't immediately start the car after you touch the clutch or the ignition. After the initial prime and pumps shut off, the pressure will drop. Furthermore, because it will backflow, on initial prime, there'll be air pockets and voids in the line for the first few seconds until it burps them all out.

For a full on race car, probably not as big of a deal, for a daily that sees a bunch of ignition cycles, probably not ideal.

 

[80FoxCoupe]

Even with 295's as primary, it'll have start up issues if you don't immediately start the car after you touch the clutch or the ignition. After the initial prime and pumps shut off, the pressure will drop. Furthermore, because it will backflow, on initial prime, there'll be air pockets and voids in the line for the first few seconds until it burps them all out.

For a full on race car, probably not as big of a deal, for a daily that sees a bunch of ignition cycles, probably not ideal.

This is true.

 

[andrewtac]

What about boosting 2 on them with a JMS when I spray? Blower only tripple 285s should be plenty, then signal from nitrous to jms to give it some more pad?

 

[80FoxCoupe]

What about boosting 2 on them with a JMS when I spray? Blower only tripple 285s should be plenty, then signal from nitrous to jms to give it some more pad?

https://aeromotiveinc.com/product/b...2017-mustang-s197-s550-2018-2020-gt-ecoboost/

 

[Angrey]

What about boosting 2 on them with a JMS when I spray? Blower only tripple 285s should be plenty, then signal from nitrous to jms to give it some more pad?

If you can configure it to only boost when necessary, that's preferable. Tuners don't really like hobbs switches or added complexities in the system that increase the potential for catastrophic failure. This is why true variable is better than staged fuel systems. The JMS will do ramping and variable boosting that can be tied into APPS (accelerator pedal position) and with some added multiplier to resolve any off throttle conditions it's better than a crude on/off arrangement.

I was in discussions with JMS and they can set it up to either stage/tier or ramp in.

 

[andrewtac]

https://aeromotiveinc.com/product/b...2017-mustang-s197-s550-2018-2020-gt-ecoboost/

This is what I should use.

 

[andrewtac]

If you can configure it to only boost when necessary, that's preferable. Tuners don't really like hobbs switches or added complexities in the system that increase the potential for catastrophic failure. This is why true variable is better than staged fuel systems. The JMS will do ramping and variable boosting that can be tied into APPS (accelerator pedal position) and with some added multiplier to resolve any off throttle conditions it's better than a crude on/off arrangement.

I was in discussions with JMS and they can set it up to either stage/tier or ramp in.

Was planning tps with ramp for simplicity if I went that way.

 

[Angrey]

This is what I should use.

Wish that was available when I was doing my build. I spoke with Aeromotive and the gentleman basically said they weren't interested in in tank brushless solutions. He said they examined it with the corvette crowd and there was unresolved saddle tank issues (with siphoning).

The 3.5 flows less than a pair of DW440 and is about $600 more expensive. The 5GPM unit flows significantly more but is $800 more expensive than a pair of DW's. These aero units do include the hat with them so there's that savings. You can also fit the smaller brushless pumps in a Radium bucket which helps reduce the naked pump starvation issues. The big singles from Aeromotive are naked and subject to low fuel level starvation.

If you're wanting the flow of a 5GPM pump, I'm guessing low level fuel isn't a concern as you're probably not taking it on long trips or doing anything other than straight line rips.

 

[bankyf]

https://aeromotiveinc.com/product/b...2017-mustang-s197-s550-2018-2020-gt-ecoboost/

Didn't realize this was out yet. Looks like I'll likely scrap my Fuellab setup before it even makes it in the car. In my opinion, this setup is absolutely the safest way to go about adding fuel (assuming you have enough fuel in the tank).

 

[80FoxCoupe]

Wish that was available when I was doing my build. I spoke with Aeromotive and the gentleman basically said they weren't interested in in tank brushless solutions. He said they examined it with the corvette crowd and there was unresolved saddle tank issues (with siphoning).

The 3.5 flows less than a pair of DW440 and is about $600 more expensive. The 5GPM unit flows significantly more but is $800 more expensive than a pair of DW's. These aero units do include the hat with them so there's that savings. You can also fit the smaller brushless pumps in a Radium bucket which helps reduce the naked pump starvation issues. The big singles from Aeromotive are naked and subject to low fuel level starvation.

If you're wanting the flow of a 5GPM pump, I'm guessing low level fuel isn't a concern as you're probably not taking it on long trips or doing anything other than straight line rips.

I agree having an oem type bucket around the pump(s) is ideal. With my 285 triple setup I keep at least 3/4 tank. Have you see any testing with a fuel bucket and triple pumps? I'm interested in the amount of fuel available in the bucket looks like the the regulator return shuts off.

I don't care for multiple pumps either and would like to move to a brushless single pump solution.

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