SLK32 may have show a graph but the graph did not depict his max boost and a/f. If it did, he did not exceed the boost parameter to cause leaning, which means had he gone above that max boost point the SL55 pump would not have provented leaning.

Thats my point, if one has to get larger injectors and/ or dial back boost and he (I) is running the SL55 pump, then the pump is not the answer. This is not exlusive to me, it is a problem for any SRT6 running a 181 or 185 becasue they create higher boost levels than 178 or C3.

I hear you on the aftermarket support for the Vet and 500. We have seen your Vet, show us the GT500!

 

SRT6 Gang,
What you want is an all in one solution and that doesn't apply anywhere. Not in the Vet world or Mustang world. The SL55 is better then the factory one, but does have a limit just like the fuel system in the GT500. To achieve over 650hp on the stang you need to change to 72lbs they are usually good to support 700rwhp. To go past that then you need to add a BAP or change out the pumps to a triple pump system. My car with the SL55 intake 181 and custom intake plenums had enough fuel to where there was room to play. I was 11.3 @ the engine on a 60* day with the SL55 Pump. Prior to that AFR were 14.7. The pump with my set-up was enough to support my mods. See if Jerry still has the Tune from Wayne and ask him to compare it to yours just to see if there is any difference. Other then that if it is only top end leaning try a meth kit, or a piggy back system.

Pics 2008 GT500 VMP TVS Blower, Dynatech LT's and Hiflo cats, AFCO dual fan H/E J&M street/race LCA's Roush UCA, Bissani Cat back Dynotech Aluminum Driveshaft C&L intake VMP tune 675/680rwhp.

 

well good info....as I was paying attn a few years back. Wayne did the tune on the roadster then. I am really thinking I'm going to install the meth kit setting on the shelf asa I can set up a time for a re-tune...and upgrading the pump...both cars have enough miles on them, and it's just a feeling...that I need to do this...we shall see...thanks man...the cars look great...

 

Now that is not true, I have been stating my belief in this thread and others which is that the SL55 Fuel Pump is not the all in one solution as it was presented on the forum. The SL55 Fuel Pump was introduced to this forum as “the fix” to our leaning issues with no mention of needing to reduce boost, or flow injectors etc. I have no question that the SL55 Pump will outperform the OEM pump but as you now state the SL55 Pump has limitations and I have been listing those limitations which are our max boost/ fuel pressure/ injectors.

I had a similar setup to the one you listed; the exception is the SL55 Intake. I know the Needswings Dual allows more boost than the SL55 Intake. So, I’m sure I could replace my NDI with my SL55 Intake and not run as lean as often. I don’t believe your AFR went from 14.7 to 11.3 at max boost after installing the SL55 Fuel Pump, if that is what you are saying. I hit 15ish AFR in 50* weather with the SL55 fuel pump at max boost.

I will reach out to Jerry but Jerry could not correct the lean issue and neither could Tony, both had my car on a dyno to tune after the SL55 pump was installed. This is not a tuning issue. A meth kit would most likely elevate my boost even more, not good. A piggy back system could work; look at what MDSRT6 did with his and much more. However, I could just install my Needswings Fuel Kit, minus the walbro pump. None of that is the point though, I simply asked for two pieces of information which will put this to rest.

You have a hell of a stable!!

 

Here lies the problem. Brian Brave has a similar set-up to mine and he was fine on the stock pump. Our only difference was I did the plenum mod to the 2.5 inch pipe,and i was running lean. That video is still up on you tube under Daves SRT6 with the Dyno graph. I was there for both my tuning sessions with Wayne and Tony. The only change after the first session was the pump. My car was 11.3 after the tune. I would never say it would cure everything because at the time guys were runnig code3 and 185 combos. If it is a lean condition then basic rules should apply. Either a stronger fuel pump or bigger injectors or both. One of the vendors on here a long time ago was selling bigger Mercedes injectors I think it was TVT?? What ever happened with them, did anyone try them? My car was tuned and I was satisfied. SLK32 Germany had more mods then I did I think he was a 178 and code three and was dialed in with the same SL55 pump. Distant pulse was going a BAP route and that should definitely work because it works on the Vet and Mustangs so I don't see how it wouldn't work on a SRT. I remember something about if you went over a certain boost you were outside the ECU calculation tables what was the story on that??
I really only stay focused on the car I'm doing at the time, then once I finish or am satisfied that info is out of my brain faster then Sh*T through a goose. I still can't believe this issue is still going on after all this time. what suggestions do the tuners make. Didn't MDSRT use a piggy back system but still ran everything off the factory fuel pump for the nitrous. He was running a 181 pulley and needswing Intake and plenums so how did he handle the fuel issue?? Seems to be absolutely no consistancy on results.
Also methanol will increase boost but methanol is also a fuel and you can adjust the amount of methanol by changing the nozzle size so you can get the car dialed in where you need it to be

 

Jerry once recommended these guys as a go to place for larger injectors:

Fuel Injectors - Bosch Injectors - Siemens, Denso, Rochester Injector Sets, JECS, Nissan, Subaru

 

I need a replacement fuel pump for my SLK230.....So - I was thinking of upgrading my SLK32 and using the old SLK32 pump in the SLK230.
Call me cheap - but the SLK230 will eventually be sold.....
The current Stock pierburg pump in the SLK230 is leaking.....

That way I get an upgrade on the SLK32 and the SLK230 gets a refresh.

Note - Im heading towards >22psi in the future so was leaning towards the SL55 pump wlabro/pierburg....7.00228.51.0
and latr..... note: if you want to double check this Part# (some of us like a 2nd check) - it's listed in the Pierburg glossy here on the last page as the 300-360 L/hr 5bar jobbie.
thanks to JHM2K for the link.....originally posted here

I'm still stock atm and am looking to make sure I dont do things in the wrong order.....but I gotta get a new pump for the SLK230 so opportunity knocks.

Can anyone see any downside to installing the SL55 pump and doing nothing else (apart from changing my filter ov course)?

 

On a different matter.....all the talk around fuel rail pressure drop due to flow rates getting high.....

I'd like to know what diameter line it is....for these short pipe runs?

I would have thought you need to get above 4-5meters per second (12-15ft/s) for line drops to become significant versus a 60psi line pressure.
A simple calc....10mm (3/8th) line Internal Dia and 250L/hr (1 GPM) works out at a line velocity of 0.9m/s (3ft/sec)...that's pretty low and I wouldn't imagine (but still open to the idea) that flow drop would be significant. I do recall SLK32 did some measurements, and prooved that rail pressure did drop from back to front - but there must be something else going on here besides line diameters and flow rates.

I wonder if the solenids send back a reverse wave as they pulse closed and that reverberates back up the line...the further you go down the line the larger these back waves become/accumlate and restrict flow.
Has anyone heard of this? Similar I guess to exhaust design.
Maybe the rail/s too have gotta be tuned (in length that is)
At 6,000rpm = 3000 feeds per sec = 20ms per cycle
Splitting the rail would halve effect, looping would also help the reverberations......
One comment about larger diameters could also "hold water"....pardon the pun.

 

wow...gotta be careful.....this link...
NEW INLINE FUEL PUMP 7.00228.51.0 AUDI BMW PEUGEOT HOLDEN TURBO BOSCH | eBay
is not the 7.00228.51.0 unles a) they have the l/hr and prs wrong.... b) and they have the applicable vehicles wrong.
.....buyer beware.....

 

picked this up from www.rhoox.com/Fuel-Pump:::68183

3 benz part numbers for the SL55's fuel pump
7.00228.51.0

I'm thinking of sticking this ahead of my current regulated filter - has anyone done this - all ok?

Temporary solution (step at a time) - I appreciate that the filter/regulator will burn off alot of the pressure - but I was just wondering if there were any unpleasant side effects in just sticking in the pump for starters

PS - if you get the corresponding Fuel filter for the SL55 - does that up the delivery psi?

b22b

 

No problem. You'll just be regulated at the preset determination of the filter/regulator. Approx 53psi for the SRT6 Crossfire.

 

What are they then?
Mercedes does not give out different part numbers for the same identical part, the basic part number can change the issue or variation number if there is a mod to the basic part though. You do not want the same identical part sitting on the shelf identified with the different part numbers. Even when used on a different car model identical parts keep the same original number. That's the theory anyway.
Surely you mean behind the filter/regulator? Ahead is the engine side, it goes with the flow as they say.

 

I mean "ahead"... in a flow sense - its upstream...so it sends the fuel through>> the filter
the filter regulates it (internally) and sends excess back to the tank.

With the longer legs (than the OEM) it may sustain psi over and above 160lphr, even through the existing filter/reg.

 

........:c onfused:............

 

see attached - the pump is before (ahead of) the filter...
PS - I was also concerned with the Amps draw - at 16, but that would be in full flight at 300+ lphr
Probably wont be a problem in a relatively OEM stock setup