You asked for, you got it. Three new VaporWorx products.

[CarlC]

Tomorrow at RTTC2 vaporworx was going to introduce three new products. However, the weather looks like it’s not going to cooperate so you guys get to see it first. On Sunday the products will be on display and I’ll be happy to discuss them with everyone.

First, VaporWorx is offering as a trial sale a RetroWorx kit that maybe used to retrofit current aftermarket stainless steel fuel tanks. The kit consists of a recessed fuel tray, fuel module mounting ring, fuel pressure regulator adapter, fuel line mounting plug, and detailed instructions to properly mount a 5^th-gen LS3 fuel module. Geared for the enthusiast who already has an aftermarket custom tank, this kit has the hard-to-make parts but still requires fabrication and welding to complete. The tank needs to be at least 7” tall and have an approximately 7” long fore/aft flat spot on the tank floor. The flat spot on the tank floor should also be parallel to the top of the tank. The cost of the kit is $260 shipped anywhere in the 48’s.




The second and third products are tied closely together. Many have asked if there is a higher-horsepower offering available. Now there is, for both the standard 5^th-gen and the newly adapted late model CTS-V twin-pump fuel module. First, just a bit of tech is needed to justify why VaporWorx chose this new direction.

The CTS-V fuel module has basically the equivalent to twin Walbro 190lph pumps. It also has a 74psi poppet valve in the module, which is too high for us to use. Is there a 58 psi valve available? Yes, but there are several problems using it. The cracking pressure is 44 psi, so it starts bypassing fuel really early. Hence, lots of useable fuel is bypassed at the pressures we need it at. The other problem with using a 58 psi mechanical regulator with the CTS-V module is heat generation. Twin pumps running at full speed puts a lot of heat into the fuel. A better method was needed, and like the fuel module, VaporWorx looked to the OE’s and how they solved such dilemmas.

The OE’s solved this problem by using a pulse width modulation (pwm) system to control the speed of the fuel pump. Pulse width modulation is where an electronic system very quickly turns the full system voltage on and off. If the pump is turned on for 10ms, and off for 10ms, then the pump is only running at a 50% duty cycle, hence making much less heat. There are many aftermarket systems that utilize PWM to control a variety of electric motors on our cars such as cooling fans, electric water pumps, and fuel pumps. However, all of the current aftermarket systems use either the TPS sensor, RPM sensor, or a manual switch to control the fuel pump speed. With the 58 psi mechanical regulator the same problems with cracking pressure and heat still exist. In a supercharged application the TPS signal may not properly indicate what the actual fuel demand is. The way the OE’s do it is to use fuel pressure as the feedback mechanism to control the speed of the fuel pump. By controlling the speed of the pump in this manner heat generation is minimized but fuel demand can be constantly controlled. Only the fuel needed by the engine and module venturi pumps is provided and no more.

In conjunction with DC Controls, VaporWorx has built and tested a new stand alone pressure-based fuel pump speed control to work with both the 5^th-gen and CTS-V pump modules. With this new control system the 58 psi mechanical regulator is no longer needed. Hence, all fuel pumped goes to the engine to make power or to the venturi pumps. No excess fuel is bypassed like that in a mechanical regulator. Using the new control system at 13.5v the 5^th-gen pump has a pressure vs. output curve almost identical to a Walbro 255lph high-pressure pump utilizing a C5 Corvette fuel filter/regulator. In other words, it can provide enough fuel for 720HP N/A (0.5 BSFC) and approximately 600HP supercharged (0.6 BSFC) with a 10% safety margin. The CTS-V pump can provide 1200HP N/A and 960HP supercharged with a 10+% safety margin.

The output curve of the controller is currently set to mimic that of a C5 Corvette FFR, and that of many other non-manifold referenced fuel pressure regulators. On the FFR, the idle pressure is 58 psi, and maximum fuel flow occurs when the regulator is fully shut, usually around 50-52 psi. This means that for those that are currently using a C5 FFR or other non-manifold referenced pressure regulating device, no new ECM tuning should be required. VaporWorx is also in the process of making a control system that should mimic a manifold referenced fuel pressure regulator.

For all models the initial fuel pressure is set by turning a screw on a potentiometer on the controller. Once set there are no other user adjustments needed. The complete system consists of:

1) DC Controls PWM fuel pump controller
2) VaporWorx PWM signal conditioning module.
3) Pressure sensor.
4) OE sealed wiring connector for the pressure sensor.
5) Wiring to connect it all.

The pressure sensor will have a 1/8”-NPT male thread that will need to be spliced into the pressure side of the fuel system. It can be tied into the fuel rail or anywhere along the fuel line. For the Camaro, it is currently tied into the fuel line at the connection where the body line ties into the tank line.

A simple test to determine how hard the pump is working in a PWM system is to measure the output voltage of the controller vs. the input. Testing of the new PWM control system in the Camaro has shown that at idle both pumps require approximately 6.5v, and at cruise the CTS-V pump uses 6.8v. At WOT in the Camaro, which makes 490RWHP/approx. 550FWHP, the maximum output voltage to the CTS-V pump is 9.3v. When compared to the 13.7v available, it is easy to see that there is a significant amount of excess capacity with the CTS-V pump in this application. The 5^th-gen pump is a better choice in this case.

So why a 6-bar/88psi poppet valve in the 5-th gen and 5-bar/74psi valve in the CTS-V module? They are safety valves. When the ignition key is turned off the fuel injectors and fuel pump immediately shut. However, the fuel pump is still spinning due to inertia. With a closed system and basically an incompressible fluid and solid fuel lines, the pressure spikes. The valves bleed off excessive pressure while still maintaining good line pressure for quick starting. With such a high bypass pressure all pumped fuel is used to supply engine and venturi pump demands.

Below is the tank that is going into James Shipka’s OLC for his run at winning his second One Lap of America challenge this May. James’ tank has every feature offered by VaporWorx and Rick’s Tanks. The fuel module is a 5-th gen model. It has twin corner pickups so that he won’t have to worry about fuel while riding the high banking at Daytona. A GM 33-240 ohm clip-on fuel level sending unit is utilized and is wired through the OE plug on the module hat. The wiring harness includes an OE Delphi sealed plug to the module and a Delphi quick-disconnect connector that will allow the primary harness to remain with the tank during R&R. The fully potted Vaporworx control box is tuned to operate with the DC Controls PWM controller and was burned in during one hour of pump operation in order to insure maximum reliability. The fuel lines are also securely mounted to the tank using the #10-32 mounting plug on the RH side of the tank.



This is the tank that is in the Camaro for RTTC2. It has the CTS-V pump and the PWM control system. The tank mounting ring is clocked as it would be for the 5^th-gen module, hence a 45-degree fitting at the fuel outlet is needed for proper fitment. Since this tank was built around the 5^th-gen module, no provision was made to accept a CTS-V module which requires a separate method to get the fuel level sensor wires out of the tank. In the 5^th-gen there are two wires for pump power and two for the fuel level sensor. The CTS-V pump uses the same wiring connector body but needs all four cavities for pump power. Hence, the Fuel Barrier bulkhead was designed. It uses a hermetically sealed and Viton o-ring’ed body to keep fuel from leaking out. The wiring is PTFE insulated and sealed in order to keep fuel from wicking up the wiring and out of the tank. The sealed wiring harness is supplied with a 304 stainless body that is welded into place. Nylon Molex connectors are used inside the tank to make a two-pin plug so that servicing is easy. Like James’ tank, there is a short harness that stays with the tank during R&R and the primary disconnect is made in a Delphi sealed connector near the tank neck where access is easier.



Pricing for the new PWM control system will be completed soon and should be similar to those offered by Aeromotive and Weldon but have much better functionality. When used with the 5^th-gen module, or the newly adapted CTS-V module, a very effective fuel delivery system with excellent power potential can be used reliably with readily available replacement parts.

So, who’s interested?

[Bryce]

Very cool stuff. At any point do you plan to make somethig compatible with a bladder, think race fuel cell.

Also are these compatible with race gas, leaded race gas?

[parsonsj]

I read it once.

I'm going to read it again.

I think I want one of everything. Just one possible fly in the ointment: any chance of an aluminum version of the tank top?

[CarlC]

Already going down that road Bryce and jp. Making an aluminum ring is no problem. The hard part is welding it without too much distortion. I'll have to talk to my sheetmetal guy about an aluminum fuel tray.

I don't know about leaded fuel compatibility.

[THE TECH]

Nice product

[wegner426]

Another vote for aluminum fuel tray......what years CTS-V has the dual pump setup? I am having a horrible experience with my custom made aluminum fuel tank for 74 Cuda and am going to have to pull the tank back out. I need to be able to support about 1100 HP for a turbo engine, just in case the boost gets cranked up. Will this fuel tray/module setup work for a tank that is flat on the bottom, but sloped so it is deeper in the front?

Thanks,
Chad

[neki67]

Making an aluminum ring is no problem. The hard part is welding it without too much distortion.

Carl,

How about using a strong (high tech) adhesive like they use in the aircraft industry?

[John McIntire]

Very very cool product and very useful information! I think I have to go back and read it a few more times to fully comprehend!

[CarlC]

Rene,

Using an adhesive seems too good to be true, especially from a long-term reliability standpoint. The last thing I want to see happen is the adhesive fail due to long-term fuel exposure.

[Denvervet]

I'm interested and think the 5th gen setup will work perfect for my 620hp(FWHP). I am still waiting for my vaporworx tank and haven't purchased fuel module, regulator,etc so this maybe good timing. This looks like an optimum setup over the long haul. Help me get my tank so I'll be able to have a need for this ;)

[CarlC]

Another vote for aluminum fuel tray......what years CTS-V has the dual pump setup? I am having a horrible experience with my custom made aluminum fuel tank for 74 Cuda and am going to have to pull the tank back out. I need to be able to support about 1100 HP for a turbo engine, just in case the boost gets cranked up. Will this fuel tray/module setup work for a tank that is flat on the bottom, but sloped so it is deeper in the front?

Thanks,
Chad

Chad,

Some basic requrements:

1) The tank will need to have a 7" - 8-1/2" overall height in the area where the module will be mounted. 8" is ideal. A 1st-gen Camaro has a similar shape to what I believe you are describing.

2) Center of the hole for the module is approx. 4-5/8" from the front of the fuel tray. From there you will need a 3-1/2" radius to clear the module reservoir and venturi/corner pickup lines. The top and bottom of the tank also needs to be parallel so that the module will seat flush against the bottom of the tank.

3) What BSFC is your engine builder basing the fuel requirement on?

David,

I wish I could help but that's out of my control. I suggest talking to Hector at Rick's to find out the status of your tank. 620hp should be OK for yours, but you hit the nail on the head. What is it going to cost you now vs. what is it going to cost to do again?

3) The pump is from a 2010 CTS-V.

I can have aluminum rings made. If there is enough demand I can have some made but there is a setup charge that should be amortized over multiple parts. I there's five or more it would make the cost easier to swallow. So if you're interested in a modified large-flange aluminum ring, please chime in. If a larger aluminum flange was used then the ring could be placed anywhere and simple fabrication processes could be used. No tray needed.

[parsonsj]

Count me in for an aluminum ring. The larger one sounds like the way to go.

jp

[JEFFTATE]

This is so informative .
Thanks Carl .

[newmexicosaint]

Nice!! I will have to re read to determine my best option. Thanks Carl

[MuscleRodz]

Rene,

Using an adhesive seems too good to be true, especially from a long-term reliability standpoint. The last thing I want to see happen is the adhesive fail due to long-term fuel exposure.

Aviation fuel tanks unless bladders are sealed with mil spec 8802 and 100LL has 4 times the lead ragular gasoline use to have. Lasts for many many years without failure

[MuscleRodz]

I think I read it correctly, but the controller will work as a stand alone unit, and new pump capable of 1000 hp? I am glad I have not call Hector yet for the new tank for N-XSS

[CarlC]

Mike,

The last picture has a CTS-V pump in it. That tank was built for a 5th-gen module, hence the clocking of the ring is set up for it. However, the picture shows how a CTS-V pump can be put into a tank designed for the 5th-gen module. A 45* hose fitting is needed, and it may need to be bent to 35-40* to get the hose routing just right.

1000hp how? Supercharging? Turbos? Getting the BSFC is important so that the right pump choice is made. The controller is a stand-alone unit.

[MuscleRodz]

910 hp LS3 with TVS2300 magnacharger. We will more then likely detune a bit once in the car. Second question, if using a GM computer would it be possible to do away with the DC controller and let the computer control fuel flow just like the new cars do?

[CarlC]

I believe you can do it but you would need the proper ECM and CTS-V fuel system control module, then tie it all together. Also, that system limits the voltage to the pump to 12v vs. the 13.5v that the cars electrical system can provide. Hence, there's a performance reduction. I also don't know how much the programming can be changed in the FSCM, but there have been very mixed results with trying to use voltage boosters with the FSCM and not throw ECM codes.

910hp should be easily doable with the DC Controller, the vaporworx signal conditioner, and CTS-V pump.

[MuscleRodz]

I believe you can do it but you would need the proper ECM and CTS-V fuel system control module, then tie it all together. Also, that system limits the voltage to the pump to 12v vs. the 13.5v that the cars electrical system can provide. Hence, there's a performance reduction. I also don't know how much the programming can be changed in the FSCM, but there have been very mixed results with trying to use voltage boosters with the FSCM and not throw ECM codes.

910hp should be easily doable with the DC Controller, the vaporworx signal conditioner, and CTS-V pump.

thanks will be in touch soon.