Every car lover wants to bolt in a real toad-strangler of a fuel pump. And while the reasons may vary—you want to upgrade your weak stocker, you’re planning engine upgrades, you’re going racing, you think a billet chunk of metal in your engine bay looks shweet—your reasoning is sound. Because that corroded chunk of metal has lived a hard life, fuel pumps wear out just like everything else with moving parts, and doing it now in the off-season sure beats going lean or breaking down next summer.
However, your choices are many. Aside from simply bolting up another mechanical pump with a similar pressure rating, you’ll need some intel into which latest and greatest pump should grace your presence. This is that intel.
Fuel Pump Types
Mechanical Pumps (Carbureted)
In carbureted, naturally aspirated combos, the engine-mounted mechanical fuel pump is as simple as it is effective. This old-school component uses a rubber diaphragm in the middle of the housing and a metal lever contacting it. The vehicle’s camshaft has an eccentric lobe that pushes the lever’s other end, which in turn actuates the diaphragm to pull fuel from the gas tank to the engine.
Because carbureted street engines only need around 5 psi of fuel pressure, there’s no need for a regulator. And because they’re not tapped into your electrical system, the amps they save go to more important things. To wit, your smartphone charger, your stereo, and I suppose your headlights or something. Mechanical fuel pumps can be used on NA engines making up to around 450 horses.
Electric Pumps (EFI and Carbureted)
The electric fuel pump is ubiquitous, it’s used on high-powered NA carbureted engines, forced-induction/nitrous carb’d combos, and EFI applications. Mounted either inside or near the fuel tank, electric pumps hook up using power and ground wires, and use OEM-quality gerotor designs or rotor/vane designs to push a steady stream of fuel to the engine.
As the pressures are higher with electric, a fuel pressure regulator is usually needed.
Regarding current draw, electrics for low-pressure carb’d engines pull only a few amps, but large or multi-pump electric setups for EFI engines can pull 20-plus amps. Electric fuel pumps can easily feed engines that make a couple thousand horsepower.
Belt Drive Pumps (EFI and Carbureted)
On the extreme performance end are engine-mounted belt-drive fuel pumps. Designed to feed ultra-high-powered mills running gas or alcohol, belt-drive pumps use a pulley and a belt attached to an engine pulley to turn the pump, usually at a certain percentage of the engine’s rpm. As belt-drive fuel pumps can support 3,000-plus horsepower, your Corvette probably won’t benefit from one. But they’re damn cool nonetheless.
And finally, a new type of fuel system emerged recently—an underhood-mounted, EFI sump that ties in directly to a carb’d Vette’s original fuel system. Be sure to check that out in the guide!
Fuel Pump Installation Locations
Carbureted Vettes can use the factory engine-mount location for mechanical pumps, a near-tank mount location for carb-ready electric pumps, an inline EFI-style pump somewhere to the rear but between the gas tank and the engine and even an engine-mount location for a belt-drive pump.
Aside from high-powered belt-driven race cars, EFI Vettes always use electric pumps. They can use a stock in-tank pump with a pump booster, a stock in-tank pump with an inline pump, a single large in-tank pump and even two- and three-pump in-tank setups.
And not to leave out our restomod friends, many of today’s high-end Vette builds involve dedicated replacement fuel tanks and/or fuel cells. The best of these designs can incorporate newer, high-flow pumps, and use better pickups, modules, filters and lines for trouble-free fueling.
Fuel Pump Features
Fuel pressure is an important factor during fuel pump shopping, for several reasons. First off, as fuel pressure increases, fuel volume decreases—keep that in mind if you spot an affordable, high-performance pump rated “at zero pressure.” Yes, fuel pumps have different flow ratings at different pressures. Using late-model C4s and C5s as examples, when you see a pump rated at 255 lph at the C4’s standard 43 psi, that pump may only flow 225 lph at the LS engine’s higher 58 psi. While that 10 percent loss isn’t the end of the world, it may make a difference in your pump choice. On carb’d cars, running too much fuel pressure can cause bowl flooding problems, which you obviously don’t want. That’s why a regulator is often used with carb-ready electric fuel pumps.
Another important factor is fuel flow. Fuel pumps are marketed with specific flow ratings—mechanical fuel pumps are rated in gallons per hour, or gph. Depending on your make and model, your Vette’s stock mechanical pump flows between 40-80 gph—the performance versions in this guide put out between 80 and 225 gph.
Electric fuel pumps for EFI applications are rated in liters per hour, or lph. Factory electric fuel pumps can flow around 180-190 lph in early EFI cars, and high-performance, late-model Vette pumps can flow more than the popular “255-lph” aftermarket fuel pumps. But some performance electric pumps can flow more than 300 lph—and there are Corvette pump kits using two and even three fuel pumps!
Pumps can be rated for gasoline only, gasohol blends, and alcohol fuels only, so be sure that you choose the correct pump for your application. The wrong pump may not quit immediately when subjected to a fuel that it wasn’t designed for, but it will wear out faster.
Rotor/vane pump designs use a round housing with a rotor and eccentric with vanes. Those vanes push outward on the housing, pushing fuel from the inlet side to the outlet. They’re a bit noisier, but they’re great for providing lots of fuel at low pressure.
Gerotor designs use a gear inside a housing that squeezes fuel as it moves. These designs have tight tolerances, and offer high flow/pressure along with very quiet operation.
Quality materials can include anodized or billet, which keeps the pump looking great for years.
It’s good to keep an eye out for a pump’s inlet/outlet thread sizes, and types like –AN or NPT. Many will simply work with your stock connectors, but it’s good to verify that you won’t need anything special to get up and going.
Some pumps offer a clockable housing, to allow it to rotate the ports for easier installation.
Find out how an electric pump’s electrical connectors work. Do they take simple ring connectors on a nut and bolt or a specialized connector? If it’s the latter, inquire about purchasing the right connector instead of cutting and splicing it—you’ll live a more stress-free life.
We spoke a bit about fuel pickup—be sure to check out the Hydramat in the guide, as it’s an innovative solution to fuel-starvation problems.
And finally, find out what’s included in the box. A mounting bracket, fuel sock, quality hoses and clamps, extra wiring, O-rings and other necessities and new inlet and outlet fittings are some of the things you’ll want to look for. And your pump may even include a new fuel pump module, replaceable low-micron fuel filter and a fuel pressure regulator.
Calculating Fuel Flow Requirements
Before you choose the optimal fuel pump for your Vette, you first need to know your target power level. And once you do, you’ll multiply that number by a certain Brake Specific Fuel Consumption (BSFC) number to determine your flow needs.
The formula looks like this: Horsepower x BSFC = pounds of fuel needed / (fuel weight) = GPH
Here’s how you do it:
1. First, choose the BSFC that corresponds with your engine type:
Use 0.5 for naturally aspirated engines.
Use 0.6 for nitrous engines.
Use 0.75 for forced-induction engines.
2. Then, you’ll need to decide on your power goals.
Example 1 is a naturally aspirated Vette with a 600 horsepower target:
(600 hp x 0.5 BSFC) = 300 pounds of gas
300 pounds / 6.2 (weight of gasoline) = 48 gph to feed 600 NA horses
Example 2 is a turbocharged Vette with a 900 horsepower target:
(900 hp x 0.75 BSFC) = 675 pounds of gas
675 pounds / 6.2 = 108 gph to feed 900 boosted horses
And you late-model owners will want to convert those gallons per hour numbers to liters per hour—do so by multiplying your gph amount by 3.78:
48 gph x 3.78 = 181 lph
108 gph x 3.78 = 408 lph
Now you can more accurately choose the right pump for your project, without overspending or overdoing it in the process.
Finally, Don’t Forget The Supporting Parts
I’ve been writing about GM vehicles for 15 years, and driving and wrenching lots longer. And one major lesson I’ve (finally) learned involves the limits of OEM components, and the ravages of time. Sure, I still get all geeked about buying a new go-fast part for my ’80s and ’90s machines. But now, that euphoric rush is followed by, “Damn, I wonder if the [wiring/fuel system/drivetrain etc.] is gonna hold up?” Many times they do—despite the fact that good old GM likes to run the ragged edge for cost reasons. I call AAA for those other times.
So when you’re considering a new fuel pump, first learn about the original specs, build quality, and current condition of your fuel system, and think about what may need to be changed during the pump upgrade to keep everything running reliably.
For instance, you EFI C4 guys may want to install an ultra-high-flow fuel pump, so you can decimate all at Race Wars or whatever. Trouble is, your factory wiring/module is 30 years old now, and too undersized to handle today’s high-performance pumps. Thankfully, there are pump wiring and bulkhead wiring harnesses available: they feature thicker wires, as well as a dedicated fuel pump power wiring. The end result gets more power to the pump—making your wiring high performance as well.
And you carbed guys need to figure out if your stock fuel line size is large enough for your power goals. If it’s not, it may be time to go with bigger lines. And if it is, be damn sure that your fuel tank and fuel lines are in good shape. It’s best to get everything in shipshape before dropping your hard-earned coin on a new fuel pump.
Fuel Pump Buyer’s Guide
84-GPH (320-LPH) In-Tank EFI Electric
AEM’s 320-lph High Flow In-Tank Fuel Pump is designed for high-performance NA and forced-induction EFI Corvettes. And its big flow, universal size, in-house testing and affordable price makes it a pretty good deal.
This pump delivers 320 liters per hour (84 gallons an hour) at 43 psi, which makes it capable of supporting over 1,000 horsepower. And because it features an offset inlet and a compact, 39mm diameter outside diameter, it simply replaces your current in-tank pump. Part number 50-1000 also comes with a “flying lead” wiring connector—a piece not always included in other pump kits—as well as a pre-filter, internal fuel hose and hose clamps, an end cap and a rubber buffer sleeve.
Note: built for gasoline use, pump life may diminish if used with E85.
Part Number: 50-1000
84-GPH (320-LPH) In-Tank E85 EFI Electric
Think of AEM’s 50-1200 pump as an E85-compatible version of the 50-1000. This pump’s robust internal construction is designed to withstand the low-lubricity characteristics of ethanol and methanol fuels, and will work with ethanol fuels up to E100, methanol fuels up to M100 as well as all types of gasoline.
Otherwise, the E85-Compatible High Flow In-Tank Fuel Pump is basically identical to the gas-only pump, down to its 320-lph rating at 43 psi.
Part Number: 50-1200
A1000 Corvette Stealth EFI Electric
Aeromotive’s patent-pending, drop-in fuel system for 2003.5 to 2013 C5 and C6 Corvettes is a smart solution for your Corvette’s fuel system problem. No more drilling your fuel tanks, no more risking pump failure in single- or multi-pump setups, no more surge tanks, no more mess.
This system provides a single A1000 fuel pump capable of supporting big power—up to 1,300 horses NA and 1,000 horses forced induction. And the best part is, it’s a complete drop-in assembly into your stock tank: it still uses the factory tank’s O-ring, lock ring, and mounting location, and incorporates the factory jet siphon system and sending unit, so you can plumb in a true return-style system.
The Corvette Stealth EFI Electric kit uses an ORB-10 outlet port and ORB-06 return port, and includes an integrated, 100-micron stainless steel pre-pump filter, along with all necessary fittings and hardware.
Part Number: 18670
Phantom 340 Carbed Returnless Electric
These new Carbureted Phantom fuel systems are ideal for NA and blown carbureted engines producing up to 900 flywheel horses for the street or at the track.
This system includes everything needed to create a proper carbureted fuel system, including the desired Phantom Baffled Fuel Pump Kit with a 340-lph (90-gph) fuel pump.
Each one ships with the proper carbureted bypass fuel pressure regulator, high-flow billet fuel filter, and filter mounting bracket, plus all the required port fittings and O-rings, the deluxe wiring kit (not shown) and a 15-psi Aeromotive fuel pressure gauge.
Note: AN-08 style fuel hose and hose ends are required for the installation of a fuel supply and return line, sold separately and not included.
Part Number: 17254
Phantom 340 Stealth EFI Electric
If you’re considering an EFI or late-model engine swap, you don’t have to weld in a sump to your tank, go with a fuel cell, or pay for a custom tank anymore. Because Aeromotive’s Phantom Fuel System gives you the option to put a high-performance 340 Stealth fuel pump inside virtually any fuel tank, including your factory one.
Here’s how to install an 850-horse-capable EFI pump: simply cut a hole in you tank, measure the depth, and cut you pump hanger bracket and baffle/basket foam to length. Then insert the baffle, install the retainer ring and gasket, and bolt your pump and hanger down. And that’s it—you now have a fuel pump inside your factory tank capable of supporting 850 NA EFI horsepower. No more vapor lock or fuel slosh issues, and it’s whisper quiet. And best of all, it’ll fit virtually any tank from 5.5 to 11 inches deep, whether it’s plastic, steel, aluminum, corrugated or smooth.
Note: must be used with a return-style system.
Part Number: 18688
East Coast Supercharging
ECS Stage 1 Fuel System
The ECS Stage 1 fuel system incorporates your standard pump, and adds a secondary Bosch 044 pump that is only used when fuel demands exceed “normal” levels. The secondary pump is activated via a Hobbs switch that recognizes vacuum and boost pressure; upon activation both fuel pressure and flow is increased.
Thanks to the custom-machined ECS fuel block and fittings, this fuel system cleanly ties into your factory fuel lines and uses the factory fuel rails and pressure regulator. The ECS Stage 1 fuel system has proven to be stable to 800 rwhp, and is easily upgraded should your power grow later on.
This system is designed for 1997 to early 2003 C5s with the pump and fuel lines exiting the rear, offers an optional Aeromotive pump upgrade, and doesn’t include injectors.
Note: ECS also offers a late 2003-2013 C5/C6 fuel system for the same price, under part number “ECS Fuel System Stg 1 Late.”
Part Number: ECS Fuel System Stg 1 Early
110-GPH Performer RPM Small-Block Chevy Mechanical
These high-performance street fuel pumps are designed for use with all Edelbrock carbs in Performer or Performer RPM applications. They feature a unique valve design that improves flow quantity, and their high-volume, 3/8-inch NPT inlet and outlet surpasses the capacity of conventional models. With operation at 6 psi, these pumps don’t require a regulator, and they’ll support engines up to 600 horses. A clockable lower housing can be rotated for best inlet/outlet alignment, and a high-quality, three-stage polished finish tops it off.
Note: for gasoline only.
Part Number: 1721
130-GPH Victor Series Big Block Chevy Mechanical
Edelbrock’s high-volume Victor Series pumps pump out 130 gallons per hour. They feature high-volume, 3/8-inch NPT inlet and outlet sizes that surpass the capacity of conventional models, as well as a high-quality, three stage polished finish. Victor Series pumps produce 10 psi and require an external fuel pressure regulator; their clockable lower housing lets you rotate it for optimum inlet/outlet alignment.
Part Number: 1712
120-GPH Quiet-Flo Electric Carb
These state-of-the-art electric fuel pumps offer maximum performance in a quiet, compact package. With anodized aluminum housings and high-quality internals, they are both strong and durable, and the carbon vanes and composite rotor provide an added boost for maximum performance. The high-quality construction results in a pump that is 4-14 dB quieter than competitors’ pumps at the same pressure. PN 1791 is factory preset to 6.5 psi, and no regulator is required. With a replaceable, screen-type inlet filter and a free flow rate of 120 gph, it can supply engines up to 480 hp. Each pump is factory-tested, and includes mounting brackets.
Part Number: 1791
120-GPH Quiet-Flo Electric Inline EFI/Carb
This high-end pump works in both carb’d and EFI applications, and fires off that 120-gph rating at 45 psi. It features an anodized aluminum housing and high-quality internals, which results in strength and durability. The in-line design keeps the pump motor and components cool even under harsh conditions, and each pump is factory-tested and includes mounting brackets.
Note: compatible with all grades of gasoline and methanol.
Part Number: 1794
67-GPH Street/Strip Electric Inline EFI
Edelbrock’s 255-lph (67-gph) Street/Strip fuel pump can be utilized as an inline booster pump to complement your in-tank pump or as a stand-alone unit. It is continuous duty rated, and ideal for EFI applications with upgrades like high-compression pistons, high-flow intake manifold, big-bore throttle bodies, cams, turbos, superchargers, and nitrous applications up to 600 hp. Includes mounting brackets and 3/8-inch barb fittings.
Part Number: 3594
Underhood EFI Sump Fuel System Kit
Converting to EFI but dreading the fuel system swap? Edelbrock’s Universal EFI Sump Fuel Kit acts as a mini fuel tank/pump setup under your hood. This innovative product mounts near the engine, and easily converts a low-pressure carbureted fuel system into an EFI-ready high fuel pressure system. Its design delivers a constant 49 psi or 60 psi for different EFI engines, it works with your factory tank and low-pressure fuel pump, and it doesn’t require a fuel return line.
This kit includes the fuel sump tank with high-pressure pump and regulator pre-installed, wiring harness, mounting bracket, hose, fittings and all installation hardware.
Part Number: 3605
C6 Corvette L2 Triple-Pump Fuel System
In-tank, multi-pump setups are all the rage in late-model Corvettes, and Fore Innovations’ L2 Triple-Pump System can make your Vette capable of 1,200+ rear-wheel horses.
This return fuel system uses simple and efficient hose routing, along with series fuel rail installation with the fuel pressure regulator located after the rails. It comes with three pumps of your choosing, a 2003-2013 Corvette Triple Pump Module (wide or compact, based on pump selection), F10 Inline Fuel Filter, F2i Fuel Pressure Regulator, FCV Checkvalve, 30 feet of fuel line, and all necessary fittings and hardware.
Fore offers a dizzying array of options, including no fewer than six different fuel pumps to choose from. While a base system can be had in the $1,500-1,800 range, adding high-end pumps, wiring, controllers, filters and other options pushes the price into the $2,500 range.
Note: compact pump setups will drop into the tank easily. Wide pump setups will have lower assemblies larger than the tank opening, which will require partial disassembly to install.
Part Number: C6 Corvette L2 Fuel System
Price: $1,570 (base)
80-GPH Small-Block Chevy Mechanical
This mechanical pump is a simple way to add fuel to your street machine. It flows 80 gph and features a 7.5-psi pre-set shutoff pressure so you won’t need a fuel pressure regulator. It’s built strong for continuous high-rpm operation, both the inlet and outlet are tapped for 1/4-inch NPT, and its body can be rotated to suit your engine’s plumbing angles.
Note: Part Number 12-835 is the Big-Block Chevy equivalent.
Part Number: 12-834
110-GPH Small -Block Chevy Mechanical
This high-output pump flows 110 gph, and also incorporates a regulator-less pre-set shutoff pressure—but you can adjust this one from 6.5 to 8 psi. Its inlet/outlet ports are tapped for 3/8-inch NPT, and the body is clockable for ease of installation.
Note: Part Number 12-454-11 is the Big-Block Chevy equivalent.
Part Number: 12-327-11
200+GPH Ultra HP Small-Block Chevy Mechanical
Holley’s Ultra HP series fuel pumps are premium parts that flow accordingly. These race-ready units flow a huge 200 gallons per hour, and are built with anodized, 6061-T6 billet aluminum for corrosion protection. A regulator is required for the 10-11-psi pre-set shutoff pressure, and -10 and -8 AN fittings are included for the 3/4-16 straight O-ring inlets and outlets. Finally, this rebuildable pump can be clocked to line up perfectly on your engine.
Note: fuel pressure regulator required.
Note: Part Number 12-454-35 is the Big-Block Chevy equivalent, with 225-gph flow.
Part Number: 12-327-30
110-GPH Blue Electric Pump with Regulator
The classic Blue fuel pump is one of the industry’s most recognizable performance pumps. One reason why is Blue’s proven rotor/vane design: it supplies constant fuel flow with no pulsation, is more tolerant of contaminated fuels, and only draws 3 amps.
These rebuildable, carb-specific pumps free-flow 110 gph, flow 88 gph at 9 psi, and can hit a max pressure of 14 psi (with an externally accessible pressure relief valve). And this pump also includes fuel pressure regulator part number 12-803.
Part Number: 12-802-1
65- to 200-GPH Inline Electric Carb/EFI Pumps
Holley’s HP In-Line Billet Fuel Pumps feature OEM gerotor technology for light weight, quiet operation and 100,000+ mile durability. These dry/submersible, pump/race fuel pumps are good for street use and racing, and can be had in flow rates from 65 gph up to 200 gph—for up to 2,100 horsepower! And they’ll handle today’s pump gas blends—and the resulting heated fuel—easily.
At only 7.5 inches long, the HPs can easily mount inside or outside of your fuel tank, and feature a -10 AN O-ring inlet and a -8 AN O-ring outlet for high flow and superior sealing. They only weigh 3 pounds, only draw 10 amps, and will work with charging systems with up to 18.5 volts, and fuel pressures of up to 80 psi.
Note: E85/diesel applications use part number 12-890.
Part Number: 12-600
HydraMat Fuel Reservoir System
The Holley HydraMat is one of those brilliant products that you see and say, “Why didn’t I think of that?” This patent-pending design solves fuel-pickup-starvation problems in stock fuel tanks and racing fuel cells.
During hard cornering, acceleration, braking, inclines, and low-fuel conditions, fuel runs away from your fuel pickup, which introduces air into the system and results in poor engine performance and even stalling. HydraMat fixes that.
HydraMat works by using surface tension and fluid wicking, letting it draw from nearly any area that has contact with fuel and then store it in its internal reservoir. As an area of the HydraMat is uncovered, the tiny pores of the media seal off through surface tension, forcing fuel to be contained in the reservoir and drawn from other areas of the mat where fuel continues to be available. The sheer size and coverage area of the HydraMat allows it to pull fuel from virtually any area in the tank or cell, eliminating the need for specialty reservoirs and pickup pumps, and saving cost and greatly reducing complexity.
HydraMats are available in various sizes and shapes to fit a variety of stock fuel tanks and/or race fuel cells.
Part Number: 16-106
Racetronix is famous for manufacturing a large selection of high-performance plug-and-play fuel pump systems. Its detail-oriented pump assemblies and wiring makes installing the systems a cinch and using them a quiet pleasure.
2003.5-2013 Late C5/C6 In-Tank Single-Pump Electric
If your C5 or C6 could use more distilled dinosaur spirits, this RFPK-008A drop-in fuel pump kit will do the trick. The RXP turbine pump is rated at 340 lph at 43.5 psi, which translates to a whopping 300 lph when operated at LS engine pressure of 58 psi. This performance level is made possible thanks to the new turbine pump and a trio of wiring upgrades in this system. These plug-and-play wiring harnesses use conductors, which are five times thicker than stock, along with redundant grounds and an alternator-fed power wire. This allows the fuel pump to get every ounce of electrical juice, which maximizes pump performance by 20 percent or more. All in all, this system creates enough fuel flow to support approximately 700 naturally aspirated and 650 forced induction rear-wheel horsepower. Best of all, it will give you years of trouble-free operation with zero chance of overloading/damaging your factory fuel pump circuits.
Note: 2003.5-2013 cars with VIN 114931 and up (ZR1 excluded), PBIC equipped for the easy addition of a fuel pump voltage booster.
Part Number: RFPK-008A
1997-Early 2003 C5 In-Tank Single-Pump Electric
If you want your C5’s fuel system to support up to 600 rwhp—and do it quietly and reliably—consider the Racetronix RFPK-007 fuel pump upgrade kit. It centers on the RXP255J turbine/jet fuel pump, which combined with the LS engine’s higher 58 psi pressure, flows 230 lph. This fuel pump assembly (FPA-005A) is bundled with their FPWH-007 plug-and-play fuel pump wiring harness, which features thick wire, redundant grounding, and a fused power wire that connects directly to the alternator. The result is increased voltage reaching the C5’s fuel pump ,which translates to an 18 percent average increase in pump performance. For those who need a bit more jam, Racetronix has upped the ante with the RFPK-027 that features the custom RXP340J 340-lph fuel pump (FPA-025) and FPWH-032 harness. This combo increases flow to 300 lph at 58 psi, which will support upwards of 650 forced-induction and 700 NA rwhp.
Note: 1997-2003.5 cars VIN 114930 and lower, PBIC equipped for the easy addition of a fuel pump voltage booster.
Part Number: RFPK-007 (RXP255J) / RFPK-027 (RXP340J)
Price: $227.98 / $299.99
1984-1996 C4 In-Tank Single Electric
Racetronix high-performance fuel pumps—and their alternator-fed upgrade harnesses—give high-powered C4s the juice they need. The RXP255 pump pushes 255 lph at 43 psi with their upgrade harness enabling TPI/LT1 Vettes with factory lines and regulators to put down upwards of 550 rear-wheel horses.
In addition to C4-specific upgrade harnesses, Racetronix also offers bulkhead wiring upgrades to replace your C4’s aging and undersized fuel hanger wiring from top to bottom. This is crucial if you’re wanting to run newer, high-flow pumps for additional power. This is a very smart upgrade with lower-flow pumps, too.
Note: 1984-’88 models require BCWA-C43 three-position bulkhead wiring assembly, and 1989-’96 models require the BCWA-C44 four-position bulkhead wiring assembly. PBIC equipped for the easy addition of a fuel pump voltage booster.
Part Number: RFPK-012
Price: $159.80 (base)
C6 Twin Fuel Pump
Ragin’ Racin’ continues the in-tank, multi-pump theme with its C6 Twin Fuel Pump system. This setup will fit 2003.5 to 2013 Corvettes, and its twin Aero 340 pumps can squirt enough of the flammable stuff to handle a 1,200-rwhp forced-induction mill.
This system comes complete with a wiring harness for plug-and-play operation; much better than trying to wire these suckers yourself. The base kit starts at $995, and adding fuel rails and fuel lines bumps the price to $1,995.
Note: won’t work with E85.
Part Number: C6 Twin Fuel Pump