19. The strainer screen was then attached to the bottom of the pump.
20. Here’s the pump assembly all wired up and ready to go back in the tank. The holes in the plastic sump will now help ensure fuel makes it to the bottom of the pump. Although fuel slosh is a slight concern, we spoke with quite a few people who have done this upgrade and they’ve not experienced any issues.
21. The pump assembly goes back in the same way it was removed. Only now the fuel pump will be getting fuel from the bottom of the tank and not the bottom of the sump. All that was left to do was attach the sending unit and reattach the fuel lines.
22. To cover up our new access hole, we got a piece of black sign stock from nearby Swifty Sign in Rancho Cucamonga. We cut it to our specs then drilled a couple of small holes and used self-tapping screws to cover our tracks. Although not shown, we later sealed the access panel with Dum Dum tape to keep out moisture and dust. We now have easy access should any other issues arise with our fuel pump. If you don’t mind cutting a panel in your trunk area, this is the way to go. Our access hole looks pretty good, and once the carpet goes back down, there’s no way to tell we were even there.
Back at Westech Performance
To address fuel delivery under the hood, we picked up a set of FAST 50 lb/hr injectors to further ensure our stroked LS3 gets plenty of swill. It never hurts to be on the safe side. Besides, you never know when we’ll do something else to increase the power. It’s just the kind of thing we’d do.
23. If you’ve ever tried to change injectors on a fourth-gen, then you know what a pain it can be. To make life easy, Westech Performance chassis dyno technician Eric Rhee pulled off the fuel rail in order to plug in the new FAST injectors.
24. Before making any dyno pulls, Eric spent a good amount of time dialing in the proper air/fuel mixture for the new injectors. He also confirmed that the new fuel pump and injectors offered plenty of fuel, so our worries of going lean are now a thing of the past.
25. After a few pulls on the chassis dyno, and Eric making numerous tweaks via his laptop, we ended up with a very stout 496 hp at 5,952 rpm and 488 lb-ft of torque at 4,426 rpm. Did we want to hit 500 hp? Absolutely. And we could have if we spent time fudging around with tire pressure and other shenanigans, but we opted to keep it real. This car is now totally streetable and very trackworthy. The next step is to get this thing back out to some events and have some fun. And that’s what it’s all about, right?