Review on 🔧 Aeromotive 16306 Billet Fuel Pump Speed Controller: Optimize Fuel Delivery Efficiency with Precision Control by Thomas Chalecki

I have a 1979 Jeep CJ5 for which I built a custom fuel tank with two lift pumps (Walbro FRB-5) that lead to the surge tank with Bosch 044 and adjustable regulator pressure. With this system I can easily go from an old 4.5psi carb (Carter BBD) to an early computer controlled 14psi Howell TBI carb and a new 64.5psi Hollley BBD. I've had trouble with each and changing fuel systems and fuel pumps is flatbread. So I designed and hand built a custom fuel system that allows me to switch easily by simply changing the connection to the carburetor and adjusting the pressure regulator. The two lift pump combo delivers a minimum of 90 GPH, while the Bosch 044 delivers a low pressure of around 80 GPH. At higher pressures, fewer gallons per hour flow. The key to the setup is that the 2 lift pumps are pumping more fuel into the expansion tank than the Bosch 044 is sucking in. Being able to slow down the Bosch 044 ensures that running with the old stupid 4.5psi carburetor (Carter BBD) the Bosch 044 doesn't need fuel before 2 boost pumps (Walbro FRB-5) at idle or very slowly, e.g. B. when crawling over rocks. Another benefit of slowing down the expansion tank pump (Bosch 044) is that it helps reduce and/or eliminate cavitation. With the engine off and the fuel pumps running or idling, the amc 258 engine will idle at 600-650 RPM and burn very little fuel. Shocks that usually occur with cavitation can be heard in the Bosch 044 fuel pump. Slower pumping has eliminated pumping for quieter, smoother operation. In addition to cavitation, this also helps reduce heat and the possibility of vapor lock. I crawl through the Arizona desert when the temperature is 100-120+ degrees and the heat is bouncing off the rocks. The fuel system fuel lines are braided stainless steel to aid in heat dissipation as fuel circulates from the fuel tank into the surge chamber. tank and back to the fuel tank. There are 2 supply lines, one for the booster pump to the expansion tank and 1 return line from the expansion tank for fuel circulated by 2 suction pumps. The fuel regulator is a bypass regulator that returns fuel to the fuel tank, the volume of which depends on the pressure and amount of fuel burned. A return line is also available for use with Howell TBI or Holley BBD, Howell TBI requires it but Holley BBD can be used with its own return or connector. Installation of the Aeromotive fuel pump speed controller was simple and straightforward. It has the ability to adjust the fuel pump slow speed as well as acceleration to full speed. Which is controlled by a speedometer signal. The standard setting according to the instructions is approx. 50% to approx. 3300 rpm and then full speed to approx. 3300 rpm. In my case it seems to hit 100% around 3000 rpm at factory settings. There is an override switch that can be set to manually turn on 100% at any time. It doesn't look like the Bosch 044 slows down by 50% at default settings, more like 75%, but there's definitely a slowdown. When starting the fuel system for the first time, the fuel pump runs at 100% for a few seconds, then slows down, when starting the fuel system there is a noticeable change in sound when it resets from 100%. I wired the fuel pumps separately from all other electrical equipment so I can start the fuel system myself without starting anything else. I'll probably play around with the settings a bit because the slower I run the Bosch 044 the better, and since it's a slow chain motor that starts pulling at 600rpm and only revs up to 4000rpm . It doesn't require high GPH power like a 600-1000hp engine. Rock crawling I mostly work at 600 to 1200 rpm, sometimes up to 1500 rpm. Road driving typically alternates between 1000 and 2500 rpm depending on traffic. This is a low rpm engine and the Aeromotive fuel pump governor is a must for my custom fuel system.