can anyone recommend a good dual-feed fuel pump that will work on the 3.0? preferably something thats 155lph +.

thanks!

 

um um dur...um...may i ask why?

 

... nitrous coming

 

just becarfuly with a stock motor and btw you shouldnt be running over a 50shot on a stock motor and if you use a wet kit you wont need a pump

the last one i installed the guy got stupid and ran a 75 shot on a stock motor to much on his civic....he still wonders why his #3 spark plug shot out of the cylinder head...moron...oh well live and learn

 

How do you figure that? I think your backwards. Dry shot is all nitrous, no extra fuel, in which case he wouldn't need a bigger pump. A WET shot adds fuel, thus suggesting the need for a higher capacity pump to ensure enough flow to provide the extra fuel under spray.
1.6L vs 3.0L is a big difference, I would think a 75 wet shot would be fairly reasonable for his 3.0 so long as he ensures hes not running to lean, as you would with any amount of juice.

 

i'm planning on keeping it at 35 - 50 shot... nothing bigger than 50. i'll probably be getting the nx stage 1 wet kit, with the nx genx-2 accessory kit which comes with a fuel pressure safety switch... but i want to be extra careful with my setup, so i figure investing in a new fuel pump would be worth it.

 

this isnt dual feed, but its much higher lph than stock;

http://cgi.ebay.com/ebaymotors/Ford-...spagenameZWDVW

would it work in the 3.0? its a 255lph ford focus zx3 fuel pump. would i need anything else to make it work, or would it be pretty much a bolt-on replacement?

so i'd tap into the fuel line after the pump, and put the fuel pressure safety switch on the line running to the engine, right? (as opposed to putting it on the line running to the fuel solenoid for the n2o setup).

 

Keep the pressure shut off switch, and use a WOT switch. Watched more people back off the gas, then turn off the juice, next time they open it up, bang. Mix it at LEAST 5:1 and you wont have a problem.

 

so a return-style pump has an outgoing fuel feed to the injectors, and another outgoing fuel feed used for sending fuel BACK to the fuel tank? so i wont be using it to send fuel back to the fuel tank, but to send fuel to the fuel solenoid for the n2o setup? is that right? i'm a small bit confused. why would you want to "return" fuel to the tank anyways?

 

Basically, it's because fuel pressure regulators are "shunt regulators".

These work by running the pump always at full capacity, and shunting unwanted fuel back into the tank. The regulator is just a valve that opens up as the pressure rises, bypassing the fuel back to the tank, and keeps the fuel pressure constant.

The regulator used to be in the engine compartment (a "return type" fuel system) and so the fuel pump pushed fuel up to the engine, and the regulator shunted excess fuel back to the tank.

The new "returnless" systems regulate back at the tank. The disadvantage of this system is that it is slow to respond to load changes, but it IS cheaper to make. The PCM can compensate to a great extent for fluctuating fuel pressure these days, so it's not seen as being as critical to keep a constant pressure as it was at one time.

With a return type systems you could tap off of before the regulator without affecting the injectors much (assuming there is excess flow of course) and all you were doing was taking some work away from the regulator.

In a returnless system, if you use a lot of fuel at the engine, it could affect your injector pressure a bit. But assuming you have enough capacity, it shouldn't make much difference I wouldn't think. The PCM should increase the injector pulse width to compensate.

 

so then if i decide to go nitrous without upgrading the fuel pump, will i still be safe as long as i add a fuel pressure safety switch? (assuming i keep it at 35 and 50 shots) where along the line do i tap for fuel, and where do i place the fuel pressure safety switch?

 

with dry you get lean very easy, thus the need for more fuel. with wet theres still a need but.. ummm dont listen to me haha im gona end this post now cause im outa my element

 

Tap it at any convenient place in the engine compartment, with the following in mind:

The safety switch needs to be near the injector rails. You want to know when the pressure AT the injectors has fallen. That's the place where it's particularly critical. You should probably tap your nitrous wet feed there as well. Then you are measuring the critical pressure AT the juncture where your fuel is branching off to be used.

The further back from the "load" you measure it, the less useful and indicative the reading will be, and the slower it will respond to demand.

 

ok i think i'm going to go with this one;

http://cgi.ebay.com/ebaymotors/190-L...QQcmdZViewItem

or

http://cgi.ebay.com/ebaymotors/Walbr...QQcmdZViewItem

its a walbro 190lph pump. from what i've been reading, i should just be able to swap it out with the existing 60lph pump, right? is there anything else to it, like modifying the sending unit to fit it or anything?