I've had a few questions about the need for a fuel system upgrade and this is my opinion / observation -

It's one of those marginal situations where it may seem fine for a long time and then suddenly leave you stranded when it fails. Current draw is greatest in WOT conditions, so you may also have a lean condition and not know it if the pump wiring or the PEM is overheating. Spending a some extra $$ on a fuel system upgrade is cheap insurance.


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DW200 on my 850
DW300 on my GLH. Ran 10 gauge wires and a additional relay to near the battery to increase voltage and current.
Both of my car are return system, so the fuel pump is at MAX at all time.

3 year no fault warranty on the Deatschwerks stuff, and they are super quiet. http://www.deatschwerks.com/products/fuel-pumps

340 Gallon Per Hour? You sure you have it right?

 

Thank you - it's Liters / HR not gallons. Will correct.

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That won't work on a late P80 or P2 as its returnless... I guess it also depends what your fuel flow demands are vs. stock. 350 wheel is totally doable without messing with the pump. However if you go E85 every fuel flow goes up ~30% so that's a problem. Also you can make this easier for yourself with a google form.


1) I have already upgraded my fuel pump (Yes / No) = No
2) I'm planning a fuel pump upgrade in the near future (Yes / No) = No (well I'm planning to replace the pump... duty cycle is too high)
3) Which fuel pump (have or planning to purchase) = Either stock or a matched aftermarket pump aka I want a lower cost drop in replacement pump unit.
4) Tune level = N/A
5) Issues experienced with upgraded fuel pump = N/A
6) Interested in a plug & play bullet proof 340 GPH solution? (Yes / No) = Yes
7) Acceptable cost for a bullet proof solution that prevents overheating & fuel pressure related issues = Probably $300 plug and play/drop in ability are the two big things that will make it worthwhile imho.

 

1) I have already upgraded my fuel pump (Yes / No) = No, but it's sitting on a shelf waiting.
2) I'm planning a fuel pump upgrade in the near future (Yes / No) = Yes
3) Which fuel pump (have or planning to purchase) = Areomotiv
4) Tune level = Currently a 10psi tune but in a short few months Bro tune by SteveO
5) Issues experienced with upgraded fuel pump = It wont install itself.. I keep waiting for it to.
6) Interested in a plug & play bullet proof 340 GPH solution? (Yes / No) = Yes
7) Acceptable cost for a bullet proof solution that prevents overheating & fuel pressure related issues =$300

 

1) I have already upgraded my fuel pump (Yes / No) = Yes
2) I'm planning a fuel pump upgrade in the near future (Yes / No) = ^
3) Which fuel pump (have or planning to purchase) = aeromotive p/n-11542
4) Tune level = stock
5) Issues experienced with upgraded fuel pump = not plug and play. Had to cut wires on f.p. And make my own "plug" lol. Not ghetto with it being in gas.
6) Interested in a plug & play bullet proof 340 GPH solution? (Yes / No) = wish it was but it worked out well.
7) Acceptable cost for a bullet proof solution that prevents overheating & fuel pressure related issues = would spend 300 but cost me 250 with new orings for both sides of tank and a foot of submergeable fuel line. That was 35 bucks a foot.

 

Just a heads up this is the pump aeromotive sends you now when you order the 11142 from Vida, which I just found out a couple days ago. https://www.aeromotiveinc.com/new340/

 

Update - Torqbyte is interested in supporting the Volvo community and a PM3 is on its way. I'm going to install a new Aeromotive 340 pump at the same time to ensure the final solution presents the correct load to the CEM. The Volvo specific PM3 will be truly plug & play. I'll let you guys know how it goes, but this solution will easily support the maximum current draw from the Aero 340 of 20A to avoid major fuel system modifications for build builds.


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1) I have already upgraded my fuel pump (Yes / No) = yes
2) I'm planning a fuel pump upgrade in the near future (Yes / No) = No
3) Which fuel pump (have or planning to purchase) = aeromotive 340
4) Tune level = Ard E85 tune (stock green injectors)
5) Issues experienced with upgraded fuel pump = fits right in, just have to fit the fuel line and make sure it doesn't bend
6) Interested in a plug & play bullet proof 340 GPH solution? (Yes / No) = Yes
7) Acceptable cost for a bullet proof solution that prevents overheating & fuel pressure related issues =$300

 

Wait, how the heck are the stock injectors supporting a tuned car on e85?

 

Spoke with Aeromotive tech this morning about the PM3 driver and they love the idea. They receive many complaints from customers with pulse modulated systems like ours due to higher current draw than the PEM can reliably provide.

The pump module in our cars is designed for 8A max pump draw, but has been shown to support 12A for some period of time before failure.... the AE340 pump draws 15A @ 340LPH @ 60 PSI! Most of our cars don't required that flow, but current draw exceeding 8A will eventually lead to PEM failure, but your engine will be starved of fuel under load for a long time before the PEM actually fails.

Aeromotive reports the 340 willl support 700BHP in a turbo car with a pulse modulated system provided adequate current, so most of us should be fine with this system.

Will provide photos and a write-up as the project progresses.


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It was fun being the first to experience this

 

Now that we understand the symptoms and root cause, I wonder how many others have experienced it without diagnosis. It's a very though thing to diagnose until the PEM dies, especially for those who don't log AFR. We saw it clearly in fluctuating AFR during my dyno pulls, but didn't understand the cause until recently.

Dangerous for sure.

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Overkill is my middle name

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And out of $$ 414HP budget build daily driver is mine. [emoji41]

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How is this for timing.... my PEM just died. An aftermarket pump will eventually kill it.

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Installed a new AE340 and PEM last weekend and the PM3 arrived yesterday; it's clearly high quality in terms of design, material, and manufacturing. Will post photos of the install over the next couple weeks.

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Is there a fan in there? Or a heatsink? The al case should be pretty good but if it can push 30A+ for hours on end...

 

The case is machined 6061 AL and is designed as an integrated heat sink. This is a well established, robust design in the VW / Audi world.

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1) I have already upgraded my fuel pump (Yes / No) =Yes
2) I'm planning a fuel pump upgrade in the near future (Yes / No) =N/A
3) Which fuel pump (have or planning to purchase) =Aeromotive 11142
4) Tune level =2+
5) Issues experienced with upgraded fuel pump =None
6) Interested in a plug & play bullet proof 340 LPH solution? (Yes / No) =Sure?
7) Acceptable cost for a bullet proof solution that prevents overheating & fuel pressure related issues = Whatever a Xemodex PEM costs.

Anyway, all this data is for my previous car, which had no pump/PEM issues but used a k24 with an 11-blade, non-hybrid wheel. I am currently working on a 4t4 build that should make close or over 500 crank HP. If I start running lean, I would certainly be a lot more interested in this upgrade.

 

it took about a month of back and forth with ARD to get it just right. Im not trying to get every ounce of power out of it either, and e85 is near my commutes so i said why not give it a shot. Fuel economy is not too bad, only about 17 percent worse fuel economy on average.

 

Installed the PM3 fuel pump current driver today and it didn't throw any codes, so preliminary indication is that it will work out of the box without modifications.

Hard starting after spirited driving is becoming increasingly frequent accompanied by fuel pump control (ECM-291D) and fuel pump relay open of short (CEM-3F90) codes, so it will be definitive if this driver resolves the issue.

Here are a few photos of the install and the harnesses I made to patch into the PEM / Fuel pump circuit.

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Neal what's up brother? How's this working out? Do they make one that will power two additional pumps for my future surge tank?

 

Yo brother - sorry for the delay responding. so far so good and it appears to have resolved the short circuit CEM issue.

A single PM3 will drive multiple fuel pumps up to 40A total. I measured the Aeromotive 340 under full load and it pulled a full 14A on a PEM that's only related for 8A. So, the PM3 should support a pair of 340's with quite a bit of headroom.

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Travis the one I got will , the CM5

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T hanks Neal for confirming I was not crazy on my research or "My Tune " caused the problem

 

Nope - pumps pull a lot of current to support HP! [emoji41]

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