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Dual walbro's

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TSITurbo95

Probationary Member
2,506
17
Oct 26, 2009
Ohio, Ohio
Ok, so I know that one walbro has been taken pretty far, same with the stock feed/return lines. I am in the process of finishing up my double pumper (dual 255's) setup. How did you all (who's running one) fit both pumps in your tank (do I need to remove the plastic tray, or?)

And two, will the stock lines still be fine? My power goal's are only 550awhp, and a single wally should get me there (pump), however id rather be safe than sorry, plus getting the car ready for more power down the road.

Thanks for any input.
 
are you AWD? from what iv heard the 2G AWD tank is a nightmare to get duals in, most people throw the idea out and just stick with a single, i wouldnt imagine you have to be to safe saying for 550hp you only need about 231lph. As far as fuel lines go -6 AN sending and recieving lines are perfect for this goal.
 
AWD yes. As for the -6, size of stock is fine for that. But i may make the switch to e85 so I figured rather be safe than sorry. I have a spare 255 laying around so that's why I was throwing around the idea instead of buying a single wally 450
 
AWD yes. As for the -6, size of stock is fine for that. But i may make the switch to e85 so I figured rather be safe than sorry. I have a spare 255 laying around so that's why I was throwing around the idea instead of buying a single wally 450

if your switching to e85 run different fuel lines and fuel filter as these will restrict the flow of e85... i would really honestly not mess with the duals... you will be throwing them out the window from all the frustration you will de dealing with LOL
 
The inside diameter of -6an lines isnt significantly larger than stock. The stock filter has also been proven to flow more than enough for 550hp on E85. The biggest restriction in the fuel system is the banjo fitting on the filter, which can be easily replaced with a filter-rail kit.
 
"Compound" fuel pump set up is by far the best in my opinoin. Walbro high flow 255 in-tank pump in the gas tank, by pass the factory feed line (metal hard line that's basically just a piss tube) with a 5/15" or 3/8" hose, route hose "short route", hose comes into fire wall and into engine bay, hose goes thru fuel filter, then you have a walbro highflow 255 in-line pump mounted about ten inches away from the fuel rail.

Most people have the wally 255 in gas tank that feeds a bosch 044 mounted on the fire wall. That's awsome too. I run twin 255's one in gas tank and one inline mounted about 8-10 inches away from my fuel rail.

Factory return line will work, but where it actually returns into the tank it goes thru a plastic lil insert thiny that's in the assembally right there where return meets the tank, that plastic piece needs drilled out a tiny bit to enlarge the hole. That trick makes controlling fuel pressure a whole lot easier with the AFPR.

Tryin to stuff twins in the tank is more trouble than what its worth.

I can't say this for sure but I'm willing to bet compound beats twin set up any day, when u think about it, the inline that's mounted under the hood of the car is the money maker.

Forget intank twins. It sucks. :)
 
Say what?! I wish someone would tell my car that...

OP, a 450 in tank and 255 inline and you'll be fine.

You were running out of fuel with a single 450? What is your feed, return, and power wire situation like? 500hp is about the limit for the 255 and the 450 flows much more. I imagine the stock feed line becomes a larger restriction the more the flow increases.

That is an interesting solution, I have not seen a 450 with a 255 before. Thank you for your input.
 
I replaced the hanger in the drivers side of the tank that holds the other fuel level sensor with an additional fuel pump hanger so there is a pump in each side of the "saddle" style tank. From there, I simply did each hanger like you would a single pump.....welded -6 bungs in each hanger so I have two -6 feed lines that Y to a -8 up to the inline -8 filter, rail, afpr, and a -6 return that Y's back to each hanger so each side is fed and returned equally. Also, this eliminates the silly factory siphon system. Both pumps are hardwired individuallly with relays. Aside from welding the feed and return bungs to the fuel hangers, this is pretty much a straight drop in solution. Honestly you could do this with even the FACTORY connections with some simple adapter fittings and Y's. Why nobody else has done this yet is completely beyond me. It was super easy and really is almost an OEM feel.
 
Compound will deliver more than twins

wow. that's soo wrong it's not even funny.

From personal experience, a 255 intank feeding a 255inline is tapped out at about 550whp. (or what ever it takes to go 130 in a 3400lb car)

A pair of 255 in-tanks will make 650( or whatever will go 140 in a 3400lb car) and still be good.

both of these was with a stock feed line and a stock filter, but upgraded filter to rail lines.
 
You were running out of fuel with a single 450? What is your feed, return, and power wire situation like? 500hp is about the limit for the 255 and the 450 flows much more. I imagine the stock feed line becomes a larger restriction the more the flow increases.

That is an interesting solution, I have not seen a 450 with a 255 before. Thank you for your input.

All -an line for the supply and return so I have zero restrictions. The 450 really does not flow that much more than the 255 honestly. Last dyno was restricted by intake(long story), but we got 592awhp and IDC was around 90%. So a single 450 wouldn't have a chance really.
 
So ## sayin twin intank 255's is gonna out flow compound that's 255 intank and BOSCH 044 under the hood? ? ?

At higher pressures, especially with high boost, yes.....by quite a bit. Saying that compound flows more than parallel using equal pumps is TOTALLY incorrect. Just look up the flow charts online.
 
I replaced the hanger in the drivers side of the tank that holds the other fuel level sensor with an additional fuel pump hanger so there is a pump in each side of the "saddle" style tank. From there, I simply did each hanger like you would a single pump.....welded -6 bungs in each hanger so I have two -6 feed lines that Y to a -8 up to the inline -8 filter, rail, afpr, and a -6 return that Y's back to each hanger so each side is fed and returned equally. Also, this eliminates the silly factory siphon system. Both pumps are hardwired individuallly with relays. Aside from welding the feed and return bungs to the fuel hangers, this is pretty much a straight drop in solution. Honestly you could do this with even the FACTORY connections with some simple adapter fittings and Y's. Why nobody else has done this yet is completely beyond me. It was super easy and really is almost an OEM feel.

how is this working out for you still?
 
I have the full blown hanger for dual 255's intank, fitment was fine no problems. I feed with a -8 and return -6.
 
Slightly reviving this since this is thread I read that lead me to get my 255 inline pump. I'm running a 450 in tank and a 255 in line. I have 1450cc injectors. Plenty of IDC left at 600HP. Problem is I'm having a fuel delivery issue of some sort. The other day rail pressure started to drop off at the track. By the time I left the track it was around 34psi with the vacuum line still on. My fuel tank was low so I thought that may be the problem. So I went to put fuel in it the next day and the pressure didn't go up. So I turned the regulator up some until the pressure was 44psi with the vacuum off. This made my fuel trims go crazy positive. Like +28%. I thought it might be a sticking injector but I got them back today and the shop said they flowed fine. Only thing I can think of is the FPR is failing (I pulled it apart and the diaphragm looked fine) or the 450 in tank pump is failing. IDK
 
Slightly reviving this since this is thread I read that lead me to get my 255 inline pump. I'm running a 450 in tank and a 255 in line. I have 1450cc injectors. Plenty of IDC left at 600HP. Problem is I'm having a fuel delivery issue of some sort. The other day rail pressure started to drop off at the track. By the time I left the track it was around 34psi with the vacuum line still on. My fuel tank was low so I thought that may be the problem. So I went to put fuel in it the next day and the pressure didn't go up. So I turned the regulator up some until the pressure was 44psi with the vacuum off. This made my fuel trims go crazy positive. Like +28%. I thought it might be a sticking injector but I got them back today and the shop said they flowed fine. Only thing I can think of is the FPR is failing (I pulled it apart and the diaphragm looked fine) or the 450 in tank pump is failing. IDK
How long does your fuel pressure stay up after you turn off the car?
 
Stays at 20psi quite a while.
Well this indicate that the valve at the bottom of the fuel regulator is not leaking and you have confirmed that your injectors are not leaking my only other conclusion is do you have both pumps wired with two separate relays or are they triggered by the same relay?
 
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