FUEL PUMP TECH FUEL PUMP SIZING

Transcription

1 FUEL PUMP TECH FUEL PUMP SIZING Everyone knows that "You can't make horsepower without fuel." Pump sizing is relatively easy. If your engines output is to be increased 25%, then it's fuel pump output must be capable of supplying 25% more fuel. 40% more power - 40 more fuel. Some fuel system (return style), require a switch to activate the pump at "0" vacuum (naturally aspirated) or 3 psi (turbocharged or supercharged). At part throttle and cruise when the engine consumes relatively little fuel, the BOOST-A-PUMP is not activated. Therein is the basic problem with larger aftermarket "full time" in tank pumps. They are "active" at all engine speeds and loads pumping all that unused fuel back to the tank or circulating it through it s internal regulator - and heating it in the process. Any flow of liquid through piping creates friction (heat). The higher the flow, the greater the friction (heat build up). Remember that gas begins to boil at 95 degrees. That s why professional drag racers all use cool cans to cool and stabilize their fuel supply. This is an example of where larger and more i.e. bigger in tank pumps aren t better than the BOOST-A-PUMP (BAP) concept. Kenne Bell offers the ideal BAP set up for any fuel system. ACTUAL TEST ON FUEL PRESSURE BEFORE AND AFTER THE KENNE BELL BOOST-A-PUMP AFTER BOOST-A-PUMP 60 PSI 11.5 AFR MUSTANG GT PUMP PSI 12V vs 21V 549L 21 VOLTS FUEL PSI BEFORE BOOST-A-PUMP (pressure dropping off causes lean condition, poor performance, possible engine damage) 50 PSI 13.5 AFR FLOW (ltrs/hr.) 217L 12 VOLTS RPM PRESSURE (lbs/sq.in.) "The BOOST-A-PUMP is the best thing to ever happen to a stock fuel pump. Jim Bell, President FUEL PRESSURE DROP OFF Get a fuel gauge. You can't tell what your fuel system is doing without one. Fuel pressure "drop off" can be a serious and expensive problem. If a fuel pump is incapable of supplying an adequate volume at WOT, then the pressure will drop off at the higher rpm levels. 10 psi of fuel pressure will lean or richen an engine 8%. 5 psi is 4%. 20 psi is 16% etc. The BOOST-A-PUMP is your best guarantee against fuel pressure drop off. And since the BOOST-A-PUMP is also a voltage regulator, it automatically adjusts the pre-set voltage to the pump when the accessories lower the input voltage - or even if the alternator fails! In other words, it's also a voltage regulator/fuel regulator.. PUMP CURVES (STOCK vs. + 75% BOOST-A-PUMP ) How many times have we heard "I've got plenty of pressure but I need more volume." Wrong analogy. If the desired pressure is there, don't increase or even worry about volume. Pressure is everything to the fuel injectors. The two pump flow curves above illustrate the operating principle of the BOOST-A-PUMP. The ingenious device merely increases the flow (volume) of any pump up to 100% by raising the voltage supply to the pump. A mere 1 volt variance will affect pump output up to a whopping 17%. Study the graph and you'll notice that as pressure increases, flow decreases - and as pressure decreases, flow increases. To determine the flow and pressure of any pump, one must look at the pump's "curve." All pump manufacturers rate their pumps this way. Again, the BOOST-A-PUMP merely spins the pump faster allowing it to produce more fuel. No new expensive billet hats, supply and return lines, valves, regulators, relays, wiring, connectors and fittings are required. And no driveability issues.

2 KENNE BELL FUEL FLOW DYNO 3000 The industry s most technically advanced and sophisticated fuel flow bench. Measures fuel flow (up to 3000HP), pressure losses, temperature, pump current (up to 10 amps) and voltage in complete fuel systems or individual components (pumps, hats, pressure lines, return lines, regulators, filters, fuel rails, fittings, injectors, etc. Complete vehicle supply line being flow tested Fuel rail and injector test ports BOOST-A-PUMP and Data Logger control and test center. Fuel flow is regulated manually or via computer. Measures fuel flow of pump(s), fuel lines, fittings, filters, injectors, regulators, valves at any pressure. Also measures fuel temps. Measures pump(s) voltage and amps in and out of B O O S T- A - P U M P. A l s o battery vs. fuel pump and wiring losses. Measures differential fuel pressure loss, static and flow pressures in lines, fittings, filters, valves, regulators, baskets, billet hats, etc. Calibrated manual gauges are also used to verify accuracy.

3 FLOW SENSOR CHASSIS DYNO - FUEL FLOW DYNO INTERFACE Mounting a fuel flow sensor in the fuel line at the fuel rails gives a true reading of how much fuel the dyno engine is using. Since our Fuel Flow Dyno is located adjacent to our chassis dyno, we are able to actually plug our fuel flow sensor on a vehicle directly into the Fuel Flow Dyno and compare vehicle to same fuel system on Fuel Flow Dyno. PUMP VOLTAGE COMPARISONS ON KENNE BELL FUEL FLOW DYNO There s much more to pump efficiency than advertised numbers. Pump performance and flow is TOTALLY DEPENDENT ON VOLTAGE, which varies considerably. Wiring accessories (lights, stereo, ignition, alternator - and fuel pump) require current to operate and wiring to transmit the current. Voltage losses in ANY wiring network lowers the available voltage (energy) to the pump. A single (1 volt) drop in pump voltage is 7-17% LESS FLOW. That can destroy your engine. The BOOST-A-PUMP incorporates a built in VOLTAGE REGULATOR that compensates for pump voltage (flow) variations. Above are 3 different pump input voltages (10.5, 11.5 and 12.5). Again, a couple of volts ( ) loss to the pump can easily be a 25% flow drop. Note how the BOOST-A- PUMP regulates it s output voltage to the pump within one percent ( ) - far better than 25%. That means consistent fuel delivery regardless of voltage. VOLTAGE vs FLOW WALBRO 60 PSI BOOST-A-PUMP BOOST-A-PUMP BOOST-A-PUMP BOOST-A-PUMP BOOST-A-PUMP PUMP FLOW (L) COMMON FUEL CONVERSION FACTORS TO GO FROM MULTIPLY BY TO GET Litres Gallons Litres of fuel Pounds of fuel Gallons of fuel Grams per sec. CC per min. Inches HG Pounds per sq. in. Pounds per sq. in. (FLOW AND PRESSURE) Gallons Litres Pounds of fuel Litres of fuel Pounds of fuel Gallons per hour Gallons per hour Inches water (H20) Feet of water (H20) Inches mercury (Hg)

4 PUMP TESTING Pumps are tested individually, as an assembly (canister), hat, tubing, fittings, relief valves etc. and as part of the complete fuel system with fuel lines to determine just how much HP they will support with and without the BOOST-A-PUMP. NOTE: Late Ford, Dodge, GM etc. pumps are an integral part of the canister and cannot be disassembled, replaced or upgraded without destroying the assembly L IN TANK 2V MUSTANG 10 CAMARO 07 UP DODGE, CHRYSLER 11 UP 5.0 MUSTANG, BOSS 302 SAME PUMP (2) USED IN 13 UP SHELBY GT500 JPC DUAL / TRIPLE RETURNLESS SYSTEM BILLET HAT

5 AEROMOTIVE 1000

6 FUEL SYSTEM BASICS A Basic Overview of Fuel Systems Kenne Bell has long been recognized as a leader in fuel system engineering and technology. The following should help you understand some fuel system basics. For our data and information, we rely on our highly sophisticated FFB (fuel flow bench) to test not only pumps, but fuel lines, fittings, filters, fuel rails, injector and complete vehicle fuel systems. The BOOST-A-PUMP,the most successful fuel system product ever, continues to be the NUMBER ONE choice for increasing fuel delivery on stock pump vehicles. It has been used exclusively on Kenne Bell Supercharger Kits, including the dual pump ultra powerful Shelby GT500/Super Snake 850HP kits, Dodge Hemi (up to 900HP), 2010 up Camaros (up to 900HP), one of the Fastest Production Sport Cars in the World (the 806HP/242MPH Koeniggsegg CCR), the Lingenfelter 950HP Corvettes and the 1000+HP Shelby GT500. All pumps are tested on the Kenne Bell in house computerized FFB. Note: When viewing our pump flow data, it s important to keep the following hydraulic basics in mind. Tests were run at 60 psi. Pump flow increases as pressure decreases and decreases as pump pressure increases. Example: As compared to 60 psi, flow will be approx. 15% higher at 40 psi and 15% lower at 80 psi. Remember, larger lower pressure injectors may supply more fuel than the smaller higher pressure injectors IF there is sufficient pump capacity. So don t be duped by a pump flow rating without knowing the pressure that may have been conveniently left out. Any increase in boost pressure must be deducted from the injector pressure rating as the manifold boost resists the flow/pressure of the injectors. The fuel pressure MUST be increased to compensate for higher boost. 10 psi higher boost and fuel pressure LOWERS pump flow 7%. Example: Our Shelby GT500 makes 801HP at 23 psi boost and 83 psi rail pressure to net 60 psi Delta or injector pressure. And it s exactly why boosted vehicles need HIGHER FLOW RATINGS than naturally aspirated engine pumps and why it s difficult to rate pumps. Lower pressure/higher flow injectors are also a good solution. Be sure your tuner understands this. We refer to it as Delta pressure. ƒ Air fuel ratio also affects pump flow. Example: Richening AF ratio 9% from 12.5 to 11.5 increases pump flow 9%. A 10 psi reduction in fuel pressure affects AF ratio 8%. AF ratio similarly affects pump duty cycle in non return systems. Fuel supply lines and fuel rails are often upgraded unnecessarily without sound fuel flow analysis. At Kenne Bell, we flow test fuel pumps, fuel lines AND rails on our FFB and the vehicle on the dyno. They re adjacent to each other. Example: There s only a 7 psi pressure drop from tank to rails at 700RWHP with an 03 Cobra. Who else has performed this test? The 7 psi isn t an issue if 1. the pressure is adequate or 2. the pressure is not dropping off. Is it worth installing a $1500-$2500 fuel system for a 6, 5, 4 or? psi reduction? FUEL SYSTEMS AREN T THAT DIFFICULT - WITH A BOOST-A-PUMP A mere 3 psi drop at 600HP is certainly not an issue with a Cobra. And our 2017 Mustang 5.0 GT makes 855RWHP with the STOCK lines and pump with only the BOOST-A-PUMP at 60 psi. Rest assured, a larger fuel line or more/larger pumps WILL NOT MAKE MORE HP unless the pressure loss in the supply line is excessive. The optional 21V BOOST-A-PUMP increases pump flow over 100% and HP up to 1000HP. But what is excessive? 3, 5, 10 psi? There is up to 10 psi loss in some of the Billet (2 and 3 pump) hats. Think about that. It s not just pressure or flow. It s knowing the facts from fiction and understanding the entire fuel system. A BOOST-A-PUMP makes it easy, inexpensive and reliable. If 6 psi feed line loss is a problem, why isn t the 10 psi loss in a $1500 billet hat system?

7 FREQUENTLY ASKED QUESTIONS HOW EFFICIENT IS THE BOOST-A-PUMP? DO I NEED BIGGER AFTERMARKET PUMPS? No one wants to knowingly short change their engine on fuel. OEM style pumps coupled to a BOOST-A-PUMP delivers up to 100% more fuel. That is the same or more fuel as two (2) pumps at a fraction of the cost of a complete return style fuel system. That s enough fuel for 99% of the applications, street or race. And an upgrade to a larger aftermarket pump is typically not feasible because of space or other limitations even if it matched the % of a stock/bap combination. Example: There is no drop in upgrade for the late Mustang, Dodge and Camaro canister pump assemblies. And the BAP typically outflows them. SAMPLE PUMP COMPARISON OVERVIEW (12, 17.5, 21V) & DUAL WITH & WITHOUT BOOST-A-PUMP PUMPS APPLICATION 12V 17.5V 21V BOOST-A-PUMP *DUAL TRIPLE SHELBY GT 500 SHELBY GT 500 SHELBY GT 500 MUSTANG UP MUSTANG TI/WALBRO GSS340 HEMI 5.7, 6.1, 6.4, DODGE HELLCAT CAMARO 10 UP TI/WALBRO GSS340 AEROMOTIVE STEALTH WALBRO F AEROMOTIVE L 435L 189L 217L 148L 206L 181L 340L 149L 260L 242L 320L 275L 587L 245L 435L 270L 351L 320L 590L 291L 351L 732L 426L 549L 337L 440L 401L 363L 440L IMPORTANT *Flow is for assembly (both pumps and stock hat). Flow is always less than ratings of 2 single pumps (426x2=852) vs dual assembly (732L). Look at the actual pump flow of these sample pumps at 12V (pump mfgs. rate their pumps at 12V) and compare the flow to BOOST- A-PUMP flow at 17.5V and 21V. With wiring losses, accessories (stereo, ignition, lights) we are assuming a pump(s) sees about 12V at WOT under max load. If installing a complete new system (wiring, connectors, lines, pumps, etc) you would probably shoot for 13.5 volts under max load. The advantage of the BOOST-A-PUMP is it regulates voltage and GUARANTEES 17.5 or 21V regardless of the pump s input voltage (12, 12.5, 13, etc.) in a stock vehicle. The flow gains from the guaranteed voltage (17.5 or 21V) can be seen in the chart. It s hard to beat a BOOST-A-PUMP / stock system unless your application demands a complete new ultra high HP fuel system. ADDING ANOTHER PUMP (DUAL OR TRIPLE) IN A BILLET HAT Sounds like a good idea, but not what you expect. A Shelby stock dual pump assembly is 290L. Add a BOOST-A-PUMP and it s 587 (17.5V) (21V). See why the KB BOOST-A-PUMP is so popular? Compare that to a 3 pump billet hat system with a max flow of only 435L ( ). Note how adding another Shelby GT 500 pump (189L) does NOT equal (378) but instead 290L. That s typical. Fact is pump capacity is off by 23% because of the losses in the lines and fittings that connect the pumps. Up to 23% loss also exists in the billet hat systems we tested because the fuel is routed horizontally through undersized restrictive machined passages in the billet housing itself. Note the TRIPLE BILLET HAT is only 12V vs 732L for the stock dual 732L. Oops. Assuming your pump(s) are currently seeing 12V at WOT, the chart gives you the actual flow increases from the BOOST-A-PUMP street (17.5V and competition (21V). The Aeromotive 1000 and other billet hat assemblies is a complete new in tank unit that requires expensive all new plumbing, wiring and converting your car to a return style system. It pumps 275L at 12V. The best scenario would be to somehow get a full 13.5 alternator voltage with no wiring losses. Flow at 13.5=450L. IS THE BOOST-A-PUMP A SAFE PROVEN CONCEPT? We think so. Kenne Bell introduced the BOOST-A-PUMP in Today it is standard equipment on nearly all our supercharger kits. It is the most proven, reliable and efficient method of increasing fuel delivery. Also, it is safe and reasonably priced with virtually 0 failures. Ford engineers recommend it. Other supercharger kit manufacturers have abandoned their larger pumps and now offer the BOOST-A-PUMP. Have you ever tried to adapt one of the larger 340L or 400L pumps to a Mustang 5.0, Dodge Hemi, or Camaro stock pump assembly? What a nightmare of custom plumbing and wiring. And you destroy the canister. The BOOST-A- PUMP actually INCREASES pump life of any new returnless style pump. There has not been a single case of a Kenne Bell BOOST-A-PUMP damaging a fuel pump. And it is responsible for supplying enough fuel for a stock 500HP Shelby GT 500 to develop 1000HP - with NO OTHER CHANGES to the stock fuel system. Still believe you need larger lines, rails and pumps? WHAT IS THE BOOST-A-PUMP PRINCIPLE OF OPERATION? It s a simple, proven Kenne Bell concept that does not require larger pumps, fuel lines, rails and expensive plumbing. Bigger and more pumps is not always better. Much like the stock Ford returnless systems, that uses voltage to LOWER pump output from 100%-0% duty cycle, the BOOST-A-PUMP merely RAISES voltage from 12V-17.5 or 12V-21V and pump output up to 100%. Varying pump flow by voltage is precisely how the Ford returnless systems operate. The voltage is constantly adjusting up or down

8 on the outpuy side of the FPDM. The FPDM pulses the pump to maintain the commanded pressure based on the Delta pressure on the fuel rail. When the pump voltage at 13V can no longer supply enough pressure, the BOOST-A-PUMP will increase the pump voltage (pressure and flow) up to 21V. The BOOST-A-PUMP merely supplies the pumps or FPDM(s) with the power they need where the stock system leaves off. IS THERE ANY DELAY OR RAMPING? None. Why should there be? When the engine sees boost it needs fuel instantly. DO I NEED TO RE-PROGRAM OR RE-TUNE FOR THE BAP? Others require software, computers, CD s with complex programming or ramping up for on-off operation or recommend an expensive ECM re-tune. Why redesign a paperclip into 20 expensive moving parts? If I ain t broke, don t fix it. But if you still choose to run the pump full time, the Hobbs boost switch is easily bypassed for full time operation on 17.5V. Note: 21V full time on return systems is not recommended. DO NOT do it. MUST I BUY 2 BAP MODULES FOR MY DUAL PUMP SHELBY? Absolutely not. Why buy two when one will do. Only Kenne Bell offers a single module in either Dual Wire or Plug N Play specifically for dual pump Fords - the same dual BOOST-A-PUMP used on the HP Shelby Super Snakes with room to grow and 1000HP Shelbys. IS A BOOST-A-PUMP SUFFICIENT? Of course it is. A single pump with a BOOST-A-PUMP will more than double the fuel flow of the stock pump. Isn t that the same as two (2) pumps? Pump FLOW is what is paramount. It makes no difference if it s single or dual, domestic or import, or car or truck. The injectors only care if there is adequate fuel delivery and pressure. For example, the 21V Competition BOOST-A-PUMP will support up to 765RWHP on the Dodge/Chrysler 5.7, 6.1 Hemi, 800RWHP on the Camaro, 854+RWHP on the Ford Mustang 5.0. This is typically beyond the safe HP limits of these engines. If the pump delivers enough L per HP, all is well. Note: Installing dual pumps in a vehicle that was produced with a single pump will typically create wiring, routing, plumbing and capacity issues. Best bet is to run a return style system with new wiring, plumbing etc. Very expensive. ANY ISSUES WITH 21V? CAN I UPGRADE MY 17.5V? Only from those who don t offer 21V and/or sufficient fuse protection. 21V is another 25% in fuel delivery and recommended for competition vehicles. And all new style single 40 amp BOOST-A-PUMP s may be upgraded to 21V with the 21V Upgrade Kit which includes a V Step Up Plug. Just be sure to use the signal wire and Hobbs switch included in all kits. SHOULD I REPLACE MY PUMP WITH A LARGER PUMP OR THE BOOST-A-PUMP? Both approaches will work, but there s a lot more labor and cost involved in removing the pump from the tank. And unless the pump is part of a kit with all the wiring, hoses and fittings, adaption and fabrication can be a serious issue. Finally, late model canister pumps cannot be removed and replaced so the BOOST-A-PUMP is the ideal method of doubling fuel capacity. WHAT ABOUT THE DODGE HELLCAT PUMP? The Hellcat is a great pump assembly (340L@12V), but cost us $1075 from a Dodge Dealer not including R&R costs. By contrast, the BOOST-A-PUMP is 320L (17.5V) and 401L (21V) for 1/4 the price of the Hellcat pump. Sorry, we can t use the BOOST-A-PUMP on the Hellcat pump. The amperage is too high. DO I NEED TO REPLACE ANY WIRING? No. Re-wiring and relays are what we avoid with the BOOST-A-PUMP. Some kits may require a larger fuse (included in kit). DO I NEED A REVERSE BOOST-A-PUMP? No. The voltage reducers are needed only to reduce voltage flow and NOISE for a single huge pump running full time and bypassing and heating all the extra fuel through a return system. The Kenne Bell BOOST-A-PUMP operates the stock pump(s) at just like the OEM. No additional noise or heat until WOT (boost or low vacuum). FUEL RAILS? Our Fuel Flow Dyno can test fuel rails individually or collectively for fuel pressure loss. Stock rails will support 1000HP on our tests. We use billet rails on our kits only if there is a fitment issue with the stock rails. CAN I RUN MY BOOST-A-PUMP(S) FULL TIME? YES: R (Returnless System) NO: RMR (Returnless Manual Regulation) NO: RS (Return Style Systems) RS - RETURN STYLE SYSTEMS Not Recommended vehicles or any other return style pump that incorporates a return line. The 17.5V or 21V BOOST-A-PUMP delivers % additional fuel at WOT when the engine is in boost. It only requires 1% of that fuel at idle and cruise. The remaining 99% - AND the % from the BOOST-A-PUMP - would be forced through the return line, regulator and fittings. This overfueling conditions creates more friction which heats the fuel and reduces fuel octane. Gasoline begins to boil at Not recommended. RMR - RETURNLESS MANUAL REGULATION Not Recommended 2. The 2011up Mustangs, 2007 up Hemi, 2010 up GM Camaro etc. use a sealed canister type internal non adjustable bypass (regulator) that circulates fuel in the canister. Operating these pumps full time with either 17.5 or 21V also increases bypassed fuel velocity creating heat and with the inevitable octane reduction and increased sensitivity to engine knock/detonation.

9 R - FORD RETURNLESS PWM SYSTEMS Recommended for 17.5V / Not Recommended for 21V , 5.4, 5.8. These systems regulate pump speed by PWM (pulse width modulation) of the pump(s). There is no returned fuel and the pump(s) run at 12-13V when not activated by the BOOST-A-PUMP. Both 17.5V and 21V are OK, EXCEPT 21V must use the Boost Activation Switch. The FPDM (fuel pump distribution module) was not designed to support 21V full time, but no problem when activated part time (WOT or boost) is OK to run full time on either single or dual BOOST-A-PUMP s. DOES THE BOOST-A-PUMP INCREASE FUEL HEATING? No. It is only activated when the engine demands more fuel. However, return style systems that run at full pump speed all the time are notorious for recirculating and heating fuel under idle, part throttle and cruise. We can get 30 running a return style on our Fuel Flow Dyno under ideal in lab conditions. Remember, fuel boils at 97. Vapor lock can occur when the fuel starts boiling. And hotter fuel means lower octane and higher risk of detonation. CAN I USE THE BOOST-A-PUMP IN CONJUNCTION WITH AN AFTERMARKET PUMP? It depends on the pump size and vehicle wiring capacity. These are all higher amperage pumps (see below) that require big wiring upgrades. The BOOST-A-PUMP is designed to upgrade stock vehicle pumps. Also, a Walbro 340 or even larger F can t be adapted to late model Ford, Chrysler, GM etc. sealed canister assemblies. And if they are adapted via a hat, a complete return style system with lines, regulator and re-wiring also is necessary. And the best you get is 320L with a big single pump assembly or 544L with the dual big pump assembly. And it must run FULL TIME? It s easy to see why the Kenne Bell BOOST-A-PUMP with stock pump assemblies is so well accepted. PUMPS Walbro GSS 340 Walbro F Mustang Dual Walbro F rated 465L 12V 206L 320L 217L 544L BOOST-A-PUMP 17.5V 351L - 435L - BOOST-A-PUMP 21V 440L - 549L - NITROUS? NOS needs additional fuel. The big question is always Is my stock fuel system adequate? The BOOST-A-PUMP is an ideal easy to install economical approach to increasing fuel supply % on demand. If using NOS with a supercharger kit, verify there is sufficient fuel for both. BOOST-A-PUMP LOCATION? Typically located in the trunk, but also OK underhood. Some of the competitions devices run hotter and aren t even recommended for underhood operation - only in the cockpit or trunk. WHAT ABOUT NOISE? Again, the BOOST-A-PUMP is only activated at boost or WOT or by the FPDM in Fords. You ll never hear the increased pump speed under idle or cruise. One company even offers a reverse BOOST-A-PUMP to reduce the full time pump speed and irritating noise. I PLAN ON RUNNING E85 BECAUSE OF THE HIGHER OCTANE. ANY PROBLEMS? Not with the BOOST-A-PUMP.Be sure your pumps and ALL fuel system components - including the pump and in tank wire connections are E85 compatible. The TI is the only E85 compatible aftermarket pump we are aware of. Alcohol is highly corrosive. E85 requires 49% more fuel volume at stoich (14.64 gasoline vs E85 = 1.49 (+49%). The BOOST-A-PUMP is able to supply up to 100% more fuel with a one wire hook up. WHAT ABOUT SAFETY FACTORS? When the ACTUAL pump flow is unknown because of voltage variations (voltage/flow of pump), one approach is to guess at it - or warn that the pump may not develop the advertised ratings. Ford recommends users deduct 10% from the advertised pump rating. The regulator in the Kenne Bell BOOST-A-PUMP guarantees the correct 17.5 or 21V supply. But then there is the losses in the hat, lines and fittings. Also consider boost. Use the Kenne Bell Fuel & HP Estimator to better understand the variables. WHAT IS A RETURNLESS SYSTEM? See BOOST-A-PUMP Theory Explained. Returnless systems are now used by all the OEM s. There are two types - pump modulating and an internal pump bowl pop off valve to maintain a preset pressure. Fuel heating/boiling, fuel octane loss and emissions are all synonymous with old style return systems which return fuel back to the tank via an in line regulator. IS IT PRACTICAL TO REPLACE AND UPGRADE THE PUMP IN THE NEW STYLE CANISTERS AS USED IN THE 11 UP MUSTANG, 10 UP CAMARO, 07 UP DODGES, ETC? No. Those days are over. These plastic assemblies cannot be disassembled without destroying them. We have analyzed all of them. And if you did break one open, you would quickly see the complexity of replacing a pump even if one did somehow fit and hook up to the tubing and wiring. Our advice is to use the BOOST-A-PUMP concept or remove the canister and engineer an entirely new system. DOES BOOST AFFECT MY FUEL REQUIREMENTS? Absolutely. But rarely is boost ever considered when calculating fuel requirements. Example: 10 psi of boost reduces injector flow by 10%. Boost in the manifold forces fuel back into the injector.

10 YOUR COMPETITION MAKES SOME WILD CLAIMS ABOUT DELIVERY, NOISE & PAUSING The BOOST-A-PUMP doesn t DELIVER, they claim. Really? Proven and tested up to +100% (they claim 80%) since 1996 and virtually 0 failures for the last 21 years. Notice our competition conveniently fails to mention that theirs operates at a whopping 25 hotter than a KB. Oops. So, it is not recommended for underhood mounting and must be located in the car or trunk. Could that issue be related to lower grade more heat and moisture sensitive components and reliability. And they think you should pay more money for this? We quote from their Instruction Manual: The unit must be mounted inside the vehicle cabin (under a seat) or in the trunk. Install the unit so it does not come into contact with water or extreme engine heat (+250 ). Last time we looked, there are a LOT of electrical components under the hood... like the Kenne Bell BOOST-A-PUMP since that can tolerate extreme ordinary 250 underhood heat. Sounds UNRELIABLE and under-designed to us. NOISE VIDEO FROM COMPETITION Why test and video ANY voltage booster with a RESISTOR instead of the PUMP to show noise. Resistors don t pump fuel. The Kenne Bell BOOST-A-PUMP was designed to run pumps, not resistors. So, one should measure the INDUCTIVE load from the pump and not the RESISTIVE load from a resistor. Notice their own DC meter didn t measure any of this noise they speak of. Perhaps they should try dunking them both in a bucket of water or under the hood for 8 hours and see how they perform under real world conditions - or get a Fuel Flow Bench and do some meaningful testing. We sure tested theirs on our bench. PAUSING, DELAYING, RAMPING? Finally, they recommend pausing or delaying the BOOST-A-PUMP activation at boost. Hmm? Isn t that where your engine NEEDS THE FUEL TO PREVENT DETOTION AND ENGINE DAMAGE? Why starve your engine for fuel when it needs it most - in boost. Leave the Kenne Bell as is and activate it at 3 psi as per our design AT 21V or full time at 17.5V. Just leave the BOOST-A-PUMP on full 17.5V as we recommend on any RL (Returnless) Mustang and forget about this ridiculous pausing, delaying, ramping etc. Then for the Competition 21V activate it at 3 psi with our BAS as we recommend. RATING FUEL SYSTEMS HOW TRANSMISSIONS & SUPERCHARGERS AFFECT FUEL DEMAND Why do Kenne Bell Fuel System, HP Ratings and Recommendations vary between like vehicles? All else equal, we all know that a modified higher HP engine demands more fuel. PARASITIC LOSSES But few consider the added 35HP necessary to drive an automatic trans vs. a manual. The water pump, alternator, PS, PB and AC also depend on the engine to drive them, but they are a constant. And there are other factors. BSFC Many use the BSFC to estimate pump or fuel efficiency. First, using.5 for and.6 or.65 BSFC for supercharged/turbocharged applications is NOT accurate as it does not address the following: BOOST - How much? 5, 10, 15, 20, 25 or 30. Boost affects injector flow. Subtract boost from the injector psi rating and use the lower pressure injector flow rate. Example: 60 psi - 80 lbs/hr vs. 10 psi boost or 50 psi = 73 lbs hr. NEW PRESSURE OLD PRESSURE x OLD FLOW = 73 LBS/HR (new flow) LINE LOSS - Typically only 6.5 psi loss at 800HP and 8,5 psi loss at 1000HP. Not a big deal. ƒ PUMP EFFICIENCY - Is the pump operating at 12 or 13.5V? Is the pump in a canister? 1 or 2 pumps (2 pumps typically lose 22% total flow when paired in a canister and more if 3 pumps). RWHP or EHP - There s a 15% difference in the HP rating. Which is it? PARASITIC LOSS - You may find this one particularly interesting reading. Supercharger efficiency (power consumption/parasitic loss), gears, water pump, etc. all consume engine HP and USE FUEL even though dyno HP reads less. Engine still consumes same amount of fuel. The Kenne Bell Fuel & Horsepower Estimator takes into account these factors and will even determine the injector flow required. DO I NEED A LARGER FUEL LINE? Big misconception. We have thousands of BOOST-A-PUMP customers making BIG HP numbers with stock fuel lines and rails. Here s the proof of how easy and economical it is to support HP. This will give you some idea of what the pressure loss would be at the various fuel flow/hp numbers. What s important is that a BOOST-A-PUMP on a stock pump produces a LOT of fuel WITHOUT LARGER fuel lines. Even 8.5 psi loss in a stock line at 318L (1000HP) is not a big concern. 248L is 780HP. On the Shelby s and earlier Fords (Dodge used same relief valve as 5.0 Mustang) - and Camaros - the ECM can be calibrated to merely increase the pressure 8.5 psi and compensate totally for the 10 psi loss. So are you sure you need that expensive 2 or 3 pump billet system with a 2 psi loss instead of 8.5 psi? If 6 psi line loss (8.5-2=6.5) is a problem your fuel system is too marginal to start with. Use common sense and the facts when deciding on a fuel system.

11 NOTE: 05 up Mustang/Shelby, Dodge Hemi and Camaro use the larger 3/8 supply line shown below MUSTANG GT FUEL LINE LOSS TEST PUMP USED: DUAL WALBRO T1 F TEST METHOD WITH FITTINGS: TEST METHOD W/OUT FITTINGS: THE STOCK FUEL 3/8 O.D. LINE WAS PURCHASED INCLUDING THE LINE THAT GOES TO THE RAIL. ONE GAUGE WAS PLACED AT THE ENTRY (FUEL TANK) OF THE LINE, AND ANOTHER RIGHT AT THE DISCHARGE BACK TO THE RETURN. A THROTTLING VALVE WAS PLACED AFTER THE LINE BUT BEFORE THE FLOWMETER TO SET LINE PRESSURE. PUMP PRESSURE WAS SET AT THE ENTRY (FUEL TANK) END OF THE LINE, THEN THE SECOND GAUGE WAS READ TO DETERMINE THE LOSS. SAME TEST, BUT ALL FITTINGS WERE REMOVED FROM THE LINE, THEN THE SECOND GAUGE WAS READ TO DETERMINE THE LOSS. PUMP PSIG* PSI DROP W/ FITTINGS RAIL FLOW (LPH) PSI DROP W/OUT FITTINGS^ * SET AT ENTRY TO FUEL LINE (TANK END) ^ EXTRAPOLATED DATA

12 IMPORTANT I m out of fuel. My RWHP estimates say I should have more fuel left Check out the info below. SUPERCHARGER FUEL DEMAND vs. PARASITIC HP LOSSES All else equal, a given test engine consumes the same amount of fuel whether it is driving a less efficient supercharger, manual or automatic trans, lower rear end gears, water pump etc. It simply wastes fuel, HP and vehicle speed driving these power robbing components so the rear wheels see less HP because of the parasitic losses / power consumption. Even the AC uses more engine HP and fuel but ONLY when the cruise control increases throttle opening to maintain vehicle speed. More speed = more HP. That s why there are more efficient superchargers, electric water pumps, lock up torque converters, under-drive pulleys etc. They all lower this wasted HP to the rear wheels while reducing fuel consumption. Again, you never touched the engine itself or altered the fuel delivery (rich or lean) so the fuel consumption by the pump, injectors and tune are unchanged. And yes, if the HP of the vehicle with the inefficient supercharger is increased 63 HP with headers, cams etc. to compensate for the more efficient supercharger vehicle, then the fuel system must be able to support this new fuel demand of +63 HP. Why this discussion? Because Kenne Bell rates our BOOST-A-PUMP HP based on 1) Kenne Bell Twin Screw superchargers and 2) Manual Transmissions. We are the only company that we know of who provides this tech and data for our customers. Example: Note stock engine was 320HP. Both superchargers consume the same amount of fuel but HP output of KB at same boost is +35HP. Eaton will then run out of fuel delivery at 605HP instead of 640HP because it uses 35 more engine HP to drive it. STOCK HP HP / SC DIFFERENCE PARASITIC LOSS / EATON 640 / KB MAX RELATED FUEL PUMP FLOW L/HR SAME SAME AIR FUEL RATIO Even if both superchargers produce the same boost and air temps, the less efficient supercharger will use more engine HP to drive it. And the higher the RPM and boost the wider the HP gap. Note that supercharger power consumption was the same until 420HP. (See dyno graph). COMPONENT POWER CONSUMPTION AUTO VS MANUAL AUTO VS MANUAL AUTO VS MANUAL AUTO VS MANUAL 3.73 VS 3.08 UNDER DRIVE PULLEYS ELECTRIC WATER PUMP 11 UP MUSTANG 05 UP DODGE 10 UP CAMARO EATON VS TWIN SCREW & CENTRIFUGAL GM, FORD, CHRYSLER GM, FORD, CHRYSLER GM, FORD, CHRYSLER *HP loss with automatic trans. A non lock up converter will be higher depending on stall speed. **The lower the gear ratio, the higher the HP loss. *35 LOCK UP *35 LOCK UP *45 LOCK UP HP DEPENDING ON BOOST & RPM **18 HP 1-2HP / 1000 RPM 8-12 HP & HIGHER FOR 4.10 ETC. A factory type lock up clutch converter is approximately 25 peak HP vs a higher stall competition non lock up. We have designed, sold and experimented with lock up torque converters on turbocharged Buick GN s and our supercharged vehicles since the 80's, when the OEM s first began using them. Increasing the stock stall speed (converter size or fin angle) AND eliminating the clutch results in more slippage and reduced HP. Anyone who believes converter slippage / higher stall is beneficial try this: Launch your manual trans car and then...push the clutch in so it slips RPM and see if the car accelerates as fast. Then check your 1/4 mile time slip. Our recommendation: Stay with the stock stall speed, keep the clutch and let the positive displacement supercharger (Roots or Twin Screw) supply the additional torque vs lower gas guzzling gears and slipping the converter to allow the centrifugal to rev for more boost. Slippage, HP loss and heat (trans and engine) are NEVER good unless a compensating for the inherent low torque/rpm/boost disadvantage of a centrifugal or turbo. SO if you car runs out of fuel at a lower than the Kenne Bell advertised HP, regardless of fuel system or manufacturer, you may want to allow for the 1) Supercharger 2) Transmission and 3) Lower Gear Ratio.

13 FORD PUMPS DUAL PUMP FLOW SUMMARY (L/HR, 60 PSI) BOOST-A-PUMP vs NO BOOST-A-PUMP SHELBY GT 500, SUPER SKE, KR, FORD GT, 03 COBRA, DUAL PUMPS FORD GT SHELBY GT UP SHELBY GT COBRA (SHELBY PUMPS) 05 UP MUST GT* MUST* COBRA (STOCK PUMPS) FUEL SYSTEM & PUMPS RL-2 RL-2 RL-2 RL-2 RL-2 RL-2 RL-2 60 PSI FLOW L/MIN STOCK B A P B A P FPDM BOOST-A-PUMP 12V 17.5V 21V TYPE DUAL DUAL DUAL DUAL DUAL DUAL PART NO KB * KB * KB * KB * KB * KB * KB * R = Return style RL = Returnless *KB89064, KB V KB89063/KB V 03 Cobra w/stock pumps use Single BOOST-A-PUMP part# KB OK to 750HP with 80 lb injectors. * Ford GT, Ford GT FRP kit #M-9407 GT05 (Dual Shelby GT500 pumps), Shelby GT 500, KR, Super Snake use Dual BOOST-A-PUMP part# KB89064, KB OK to 920HP (17.5V) and 1000HP (21V) with 80 lb. Kenne Bell BOOST-A-PUMP s are available in two voltages. Street 17.5V and Competition 21V. Consult us for recommendations and HP requirements SHELBY GT 500, SUPER SKE, KR The Dual BOOST-A-PUMP module is designed specifically for the new dual pump systems used on the 07 up Shelby GT 500, Super Snake, KR and the Ford GT. It raises the HP capacity from 550 to 800RWHP - with NO OTHER CHANGES - even with stock 52 lb high pressure injectors. Up to 900RWHP and 1000RWHP respectively with larger injectors. It also works with Ford Racing #M GT05 Dual Pump Kit for 05 up Mustang 4.6 GT (dual FPDM). Supports up to 1000 EHP depending on injector size - MORE than a triple Walbro 255 hat assembly COBRA* Cobra stock dual pump system is good for 750RWHP with only the 17.5V BOOST-A-PUMP and 925 with the 21V with the stock single FPDM. For over 750RWHP, use the Dual BOOST-A-PUMP or use 2 of the Ford GT or Shelby pumps. Note: The Cobra uses a smaller 5/16 fuel line vs. the 3/8 for the 05 up Mustang/Shelby LIGHTNING (RETURN SYSTEM)* No full time The stock Lightning 127L pumps are good to 600HP with the Single BOOST-A-PUMP.Replacing the 127L pumps with Walbro GSS L (actually 192L) will support +800HP with the Single BOOST-A-PUMP. Note: We don t recommend switching return and returnless style pumps. Use the basic pump design the system was designed for MUSTANG Ford Racing #M-9407 GT05 Dual Pump Kit with Dual BOOST-A-PUMP up to 1000HP with larger 100 lb injectors. Same fuel feed line as Shelby and same HP potential. DODGE, CHRYSLER 5.7 / 6.1 / 6.4 Supports RWHP with single pump, lines and rails and Kenne Bell 21V BOOST-A-PUMP. CAMARO 6.2 / 7.0 Supports RWHP with single pump, lines & rails and Kenne Bell 21V BOOST-A-PUMP UP SHELBY GT500 (1100RWHP) Don t get sucked into spending your hard earned money on new hats, pumps, lines, etc. The BOOST-A-PUMP was tested at +970RWHP with stock fuel system and injectors and 1100RWHP with larger injectors UP MUSTANG 5.0 / BOSS 302 / GT350 Stock with BOOST-A-PUMP vs. 340 pump(s). Tested by Muscle Mustangs Magazine at 854 RWHP with only a BOOST-A- PUMP, stock pump, lines, rails and Injector Dynamics 100lb injectors lb injectors make more. Note: BIG problem upgrading to a larger pump in the stock pump hat (can t be disassembled). So single or dual 340 s require an expensive hat, return line, regulator, fittings, wiring and labor. BOOST-A-PUMP increases stock pump 12V to 17.5V and 21V at a fraction of the cost without sacrificing reliability. See why the BOOST-A-PUMP concept continues to be so popular? See Pump Flow Comparisons on following page.

14 There are other OEM and aftermarket pumps, but these pumps cover the entire range of flow. Some pumps (Walbro/Ti) were used on multiple OEM vehicles. Wiring size is the limitation. Note the huge % flow increases of any pump(s) using the BOOST-A- PUMP. Tests at 60 psi (30 psi will result in higher flow ratings) FUEL FLOW RATINGS CAUTION: We test at 60 psi, the pressure m o s t n e w p e r f o r m a n c e vehicles use. A 30 psi rating results in higher advertised ratings, but who uses only 30 psi? Note that an advertised 340L pump requires 17.5V to produce 340L at 60 psi. The Hellcat is a real 340L fuel 60 psi and 12V. PUMP(S) Mustang GT Cobra 110 Walbro 155 Walbro Lightning Cobra 190 Walbro SVT Focus Mustang 2V Camaro LS3 Dual Cobra Corvette Dodge 5.7,6.1, 6.4 Dodge Hellcat Single GT Cobra Ford GT Walbro GSS up 5.0 Mustang GT Dual GT500 Dual Ford GT Dual GT500 Aeromotive Stealth Walbro F Walbro F Dual Walbro GSS 340 Dual Aeromotive Stealth Dual Walbro F Dual Walbro F PUMP FLOW COMPARISONS VOLTS L/HR BAP 21V BAP L V MAX FOR HELLCAT *The Kenne Bell BOOST-A-PUMP works with all the above listed OEM pumps and wiring. No expensive re-wiring billet hats, rewiring or plumbing is necessary. Pumps shown with are Not Recommended. WARNING (Amperage) The Walbro and Aeromotive pumps used in either single or dual applications obviously produce more flow than stock pumps - BUT AMPERAGE IS MUCH HIGHER. Example: Up to 73% vs 9.9 amps (Walbro GSS340). Therefore, the stock wiring system is incapable of handling the increased loads and must be upgraded or replaced. This higher pump amperage negates using the BOOST-A-PUMP and it s V advantage. The BOOST-A-PUMP is not designed to operate these high amp aftermarket pumps. Check out the flow numbers and cost of the 2 approaches. You will see that it is difficult to beat the cost of a Kenne Bell BOOST-A-PUMP /Stock Pump combination for the overwhelming majority of applications. WARNING (Pump Type) NEVER, NEVER switch between Gerotor (constant flow) and Turbine (pulse) type. The BOOST-A-PUMP is designed to be equally efficient with both, but overall flow, efficiency and operation is severely affected WITH or WITHOUT the BOOST-A- PUMP. Just don t mix them. TESTIMONIALS Adam Montaque, ST MOTORSPORTS 825RWHP World s Fastest PD Street Legal 3V 4.6 Mustang w/no NOS. 9.50/142. Street Dual BOOST-A-PUMP w/ford #M907GT05 drop in dual pumps. Stock fuel lines and rails, 825RWHP, 60lb, 92% duty cycle. Adam s back to back tests with Competition Dual BOOST-A-PUMP - no other changes - lowered pumps duty cycle to a mere 62%! A whopping 32% reduction. That leaves lots of room to grow. (+200HP) with other mods such as NOS, stroker kits, bigger cams, etc. Adam Montaque, ST Motorsports I couldn t believe the fuel this Competition (BOOST-A-PUMP ) system produces! The numbers don t lie. I could run in the 8 s with this set up and NOS with no other changes. This is way more fuel than 99% of my customers will ever need! I also use the BOOST-A-PUMP on my 6.1 Challenger (765RWHP) and 6.2 Camaro (801RWHP) with stock fuel system. Jon Lund, Jon Lund Racing I recently tuned a Shelby GT500 with Kenne Bell 3.6LC. It developed 902HP at 88% duty cycle using only Competition BOOST-A- PUMP and 23 psi boost. That leaves 12% safety factor. The car had stock Shelby pumps, fuel lines and rails with 80lb injectors. Jodi/corelfiles\fuelpumptech.cdr rev 03/21/17