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#41
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If anyone is upgrading to a Tanks Inc set up, I have a brand new Walbro 450 set up from them still sitting in the box. To give me room to grow once the turbos go on I will be using a dual Walbro 450 set up.
Here’s a link to it. It’s the GPA-9 “Hellcat” pump. It’s E85 compatible https://www.tanksinc.com/index.cfm/p...rod/prd605.htm https://www.tanksinc.com/pdf/9_Series_Hellcat_Pump.pdf
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James 1970 Trans Am Spotts Built 484" IA2, Highports, EFI Northwind Terminator X sequential EFI fabrication and suspension by https://www.funkhouserracecars.com/ |
#42
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I agree with this quite a bit.
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1966 Pontiac GTO (restoration thread) 1998 BMW 328is (track rat) 2023 Subaru Crosstrek Limited (daily) View my photos: Caught in the Wild Last edited by ZeGermanHam; 01-08-2023 at 07:36 PM. |
#43
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What? Me, overthinking it? No way.
LOL
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
#44
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OK, so I got the system configured. Tanks, Inc tank using their tube style sender with their passive 1/2 inch pickup. Classic Tube custom 1/2 factory style stainless steel line. RobbMc 550 hp pump. I feel good about that. Stock type system with no major mods. That's got my name written all over it.
Thanks for all the input.
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
#45
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if you havent bought the 550 pump yet, consider the 1100, the 550hp is rated as static use with a short straight run of fuel line, once you get almost 20ft of line with curves in it, some are 90° or close to it, plus g forces from launching, the hp number it can support is greatly reduced. the 1100 version will be a big improvement with resreves for your power level that will compensate for the length of line & g forces. or last i knew they will convert the 550 to the 1100 for about $100. the newer 1100 i heard is not adjustable like the older one i have that lets you dial it down to 7psi so no regulator needed at that psi but easy to add a regulator if you go to the bigger pump. |
#46
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On a related note, I’ve been using one of those oil pressure switches (Standard PS-127) to control the power to my choke(and idiot light). Been using it for years and thousands of miles with no issues. I figure amp draw from an electric choke or fuel pump relay would be similarly low.
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67 LeMans, 326, M20, 3.31 12 Bolt |
#47
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FWIW thats pretty much the exact same system that I had in my Firebird when it was carbed and I still ended up going to the in tank pump eventually. Only difference was I had the Robb MC pickup in a stock replacement tank.
On the street, it was fine, but it never wanted to get all the way down the track. I upgraded to the bigger Robb MC pump. Was better but still had issues racing. Switched to the in tank pump with the Tanks INC tank and never looked back. Eventually went to EFI, but I had the in tank on the carb for a while. Caveat here is I had a Q-jet. If you have a Holley with its bigger bowls and dual needle and seats that might mask the issue.
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1967 Firebird 462 580hp/590ftlbs 1962 Pontiac Catalina Safari Swapped in Turd of an Olds 455 Owner/Creator Catfish Motorsports https://www.youtube.com/@CatfishMotorsports |
#48
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
#49
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
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