EFI fuel pump with carb

I'm planning on upgrading the fuel system on my 73 Cuda from the stock 5/16 inch fuel line and mechanical fuel pump to an in-tank electric pump. The tank I'm looking at is the Spectra Premium CR8CFI tank with an internal Walbro 255 lph pump (link: https://ecat.spectrapremium.com/products/CR8CFI). I'll also install 3/8 inch feed and return lines with a bypass pressure regulator. I'm thinking a regulator like this should work well: Edelbrock 174053 (link: https://www.edelbrock.com/carburete...ator-180-gph-in-black-finish-174053.html).

Looking at the flow curves of the pump, I know that I'll be bypassing much of the flow, because I only need 5-7 PSI outlet pressure (instead of around 50 PSI for EFI). Here's a link to the flow curves: https://walbrofuelpumps.com/universal-in-tank-fuel-pumps.html. My engine puts out 510 flywheel HP, so the flow should be more than adequate.

Given that, here's my question/concern: A) Has anyone done this on their car? B) How is the fuel pump holding up?

Makes no sense to me BUT if you go to the Walbro website they list loads of pumps, find one with the lowest possible flow and swap that one in. It'll lessen the chance of failure.

https://walbrofuelpumps.com/index.php

I swapped an external BG 220 for an aeromotive in tank (tanks inc tank) FI pump and didn't have to change a thing with my original bypass, works great and I swear it runs better too.

Hi Challenger,

Would you mind going into details about your combination? Which pump did you use? The Aeromotive 340 lph? What size fuel lines are you running and which regulator?

It sounds like your combo works, so I'd like to hear more.

Should work fine. We use a high pressure EFI fuel pump in the dyno cell for all engines. When running a carb engine we just dump it thru a high flow, high pressure type regulator. For EFI use it goes thru an EFI regulator.

Sure I went with this guy
https://www.summitracing.com/parts/aei-11540

and this tank
http://www.tanksinc.com/index.cfm/p...478/category_id=146/mode=prod/prd478.htm

this thread has a lot of good info, I also went with the jakefab fuel puck mentioned in it
http://www.dodgecharger.com/forum/index.php?topic=127439.0

The rest of my system was the original barry grant setup I had from 20 years ago, sumped tank to a BG220 on the frame rail with -6 to the carb and -8 return with the BG fuel log/bypass/psi guage on it by the carb. I just replaced the tank, rerouted the fuel lines to the new tank/fuel puck and all done.

I did go through a bunch of fuel level senders from tanksinc before I got one that was close with the ohm scale (check before you install).

I also wanted to add the holly fuel mat but it would not fit in the tank and the tank is pretty well baffled to begin with.

I wonder if the in tank will work without the return line like the Holley pump I'm using?

Thanks for the details, Challenger!

One more question: which regulator are you using? I think a key piece to using an EFI pump is having the right regulator to reduce the pressure down to 5-7 psi.

Also interesting that your return line is larger than the feed line. Probably necessary because you're using a higher flow pump than I'm looking at.





AndyF,

Thanks for chiming in too!

Yeah I plumbed it according to Barry grants instructions from the original BG220 external system when I installed it 18 years ago (I reused all my old lines and everything from the tank forward is my old BG setup), I think it is to reduce pressure on the return? I have the regular Barry Grant bypass I got with my original setup in the early 2000s it's what the guage is attached to in my picture above. Not sure if they even still make it. I'm sure aeromotive, holly etc.. make something similar if not. In the pic above the thinner fuel line on the right is the in, through the fuel log into the regulator/bypass and the thicker line is the return back to the tank.

Similar deal- A friend transplanted a nicely built carbed 400 small block into his 96 chevy 4x4. He utilizes the stock GM in tank pump and diverts the extra back to the tank via a Mallory psi regulator. This was done in 2011 and his truck still runs great.

Thank all of you for your responses!

Here's something that I found at the Aeromotive website that explains a lot. Look at FAQ #1:

https://www.aeromotiveinc.com/tech-help/faqs/faq-carbureted-regulators/

Also look at the install instructions for their regulator #13301. It has a chart that show the relationship between flow rate and the size of the return line:

https://www.aeromotiveinc.com/wp-content/uploads/2015/04/133-0111-0revF.pdf

Now it makes sense why Challenger has a larger return line than the supply line.