Racetronix
Well-Known Member
- Joined
- Oct 1, 2001
TI Walbro Pumps
The new Walbro pump configurations may not be compatible with the Buick senders like the GSS340M is.
The new DCSS turbine pump can flow up to 300LPH and supports E85 but the package shape is not the same as the old legacy pumps:
The new brushless screw pump (used in the ZR1) can flow up to 300LPH or more and can work at pressures as high as 600kPa. Brushless motors are very efficient and offer incredible reliability. Unfortunately they require electronic commutation systems, rather than mechanical commutators and brushes. This pump requires a 4-wire hookup. This pump is quite long compared to most other fuel pumps.
We have seen many Chinese turbine pumps such as the Aeromotive unit. The problem is that they use very hot armatures to spin the pumps fast enough to get these flow numbers. There are a few problems inherent with this approach.
- current demands are very high which will cause problems with most older factory sender electrical connections / wiring.
- excessive heating and gassing of the fuel
- shorter brush / commutator / pump life
- excessive audible noise
- EMI / RFI
The real art is trying to achieve higher flow and pressure capabilities without any of the adverse effects listed above. TI has the technology. Whether it makes it to the HP market at an affordable price has yet to be seen.
The new Walbro pump configurations may not be compatible with the Buick senders like the GSS340M is.
The new DCSS turbine pump can flow up to 300LPH and supports E85 but the package shape is not the same as the old legacy pumps:
The new brushless screw pump (used in the ZR1) can flow up to 300LPH or more and can work at pressures as high as 600kPa. Brushless motors are very efficient and offer incredible reliability. Unfortunately they require electronic commutation systems, rather than mechanical commutators and brushes. This pump requires a 4-wire hookup. This pump is quite long compared to most other fuel pumps.
We have seen many Chinese turbine pumps such as the Aeromotive unit. The problem is that they use very hot armatures to spin the pumps fast enough to get these flow numbers. There are a few problems inherent with this approach.
- current demands are very high which will cause problems with most older factory sender electrical connections / wiring.
- excessive heating and gassing of the fuel
- shorter brush / commutator / pump life
- excessive audible noise
- EMI / RFI
The real art is trying to achieve higher flow and pressure capabilities without any of the adverse effects listed above. TI has the technology. Whether it makes it to the HP market at an affordable price has yet to be seen.
