UPDATE! VaporWorx now has a new controller to handle the increased fuel demand for modified LT4 and stock+ LT5: https://www.vaporworx.com/product/lt-series-crate-engines-ally-fuel-module-controller/
The latest arsenal of GM crate engines includes the new LT series engines. The two most popular are the naturally aspirated LT1 and the supercharged LT4. The new LT5 has just arrived, and we’ll wait to see what GM recommends for fueling before diving too far in.
The first thing to remember about these new direct injection (DI) engines is that they are no more difficult to feed fuel to than an LSx/Gen4 engine. The part that throws some folks off is that GM refers to the High Pressure Fuel and the Low Pressure Fuel systems. In linear fashion….
Low pressure fuel system ==> High pressure system / mechanical pump ==> Direct Injectors
The high pressure pump is 2000+ psi, far higher than an electric fuel pump can supply. However, the high pressure mechanical pump needs to fill with fuel from the tank, quickly, in order to pump fuel to the DI’s. That’s the job of the low pressure fuel system.
In the OEM application, the low pressure fuel system is almost identical to the systems used in the LS based cars. From a practical standpoint, they are the same. In linear fashion…..
Engine/Transmission PCM <==> Fuel Pump Pressure Module ==> In-Tank Fuel Module ==> High pressure fuel system / mechanical pump ==> Direct Injectors.
Typically there are going to be two electronic control types for the LT engines. GM, and all the others.
The GM engine controller has a built-in FPPM. It will control the fuel module just like the OEM application. It will handle one fuel module well, but it is unknown if it can support multiple modules. Previous GM FPPM’s could not handle any significant additional power (two fuel modules, upgraded pumps, voltage boosters, etc.)
All of the aftermarket engine controllers do not have a built in FPPM. For these applications a VaporWorx PWM system has shown to work well in single and dual fuel module applications with or without voltage boosters.
GM requires 70-72psi to feed the high pressure mechanical pump on LT1 and LT4.
For flowrates, be wary of the instructions provided by GM. As of Dec. 1, 2019 their online instructions had the same flowrates listed for the LT1, LT4, and LT5. Let’s do some math…..
A naturally aspirated engine needs approximately 1/2lb of fuel to make one horsepower for an hour. The 1/2lb per hour per horsepower is called the Brake Specific Fuel Consumption. We’ll leave the units conversion out of the following:
460hp * 1/2 = 230#/hr.
Gasoline weighs 6#/gal. So … 230#/hr / 6#/gal = 38.3gal/hr.
The GM fueling specification for the LT1 is 45gph. Okay!! That makes for a nice 17% safety factor.
The LT4 on the other hand makes 650hp, but the BSFC on supercharged engines is typically higher at 0.6
650hp * 0.6 = 390#/hr. 390#/hr / 6#/gal = 65gal/hr fuel requirement.
The GM fueling specification for the LT4 is the same 45gph. Nope!
Hence, for the LT4, a pump with an output of 65gal/hr should be the minimum.
750hp * 0.6 = 450#/hr. 450#/hr /6#/gal = 75gph.
Again, the GM specification is 45gph.
The same basic calculations can be performed on any number of on-line fueling calculators.
This is not the first time GM specified the incorrect fuel specifications for their crate engines. The LSA had two incorrect versions before issuing the correct, but difficult to perform, fueling specifications.
So, which pump(s) to use?
For the LT1 and stock LT4 engines, the Gen5 and Gen6 Camaro ZL1 or CTS-V3 fuel modules will work well. The Gen6 Camaro and CTS-V3 are the same part. The pumping sections of the Gen 5 and Gen6 Camaro are identical with the same flowrates, so choose the pump that suits the chassis best. For most all applications, the Gen5 ZL1 fits best and has fewer changes necessary to make work properly. ACDELCO MU2101 is a good choice.
The Cadillac CTS-V2 (2009 – 2014) fuel module does not have the capability to feed 72psi to the high pressure side. It is limited to 65psi due to the safety pressure relief valve built in to the module. DeatchWerks does have a high-pressure relief valve available that increase the safety relief pressure to over 75psi.
For LT1 up to 750HP naturally aspirated, the ZL1 pump should work well.
For stock LT4 the ZL1 module should work well. It’s what came in the OEM application.
LT5 will need two ZL1 fuel modules or possibly twin TI450lph pump.
Adding more power to the LT4 can become a problem. It’s likely the ZL1 module will run out of capacity if additional power increases are made. So the question becomes, what to do?
If a true fuel module, like the GM Zl1 is desired, then two options may be considered:
1) Twin fuel modules has shown to work well. However, the GM FPPM likely is not going to work. It may become overloaded. VaporWorx has a dual fuel module controller for these needs. This is especially true if E85 is used. E85 requires 30% more flowrate than gasoline.
2) A voltage booster. However, the input voltage to the GM FPPM is typically limited to approximately 16.5v or else the system will throw malfunction indicator codes. The VaporWorx fuel module controller can accept up to 22v with no issues. A rough estimate is that for every volt of change, there is a corresponding 15% change in pump performance.
For each of the GM engine control systems, there are some parts that are needed for a complete installation when using the ZL1 module. First, the kit does not come with the fuel module electrical plug. This plug is unique and does not fit anything else on the car except remote fuel level sensors. The other is a way to adapt the fuel pressure sensor into the fuel line. VaporWorx has several option to make these swaps easier. LT Engine Installation Parts ALLY Fuel Controllers