Under the ultra-high rotational speed condition of 9000rpm, the Fuel Pump needs to meet the instantaneous flow demand of 3.2 liters per second while maintaining a pressure fluctuation of ≤±0.5%. Take the Bosch 044 competition-class Fuel Pump as an example. Its twin-turbine impeller design increases the flow rate to 400L/h (180L/h for the standard pump). During the 9,500rpm redline speed test of the Porsche 911 GT3 RS, the fuel pressure remained stable at 5.2bar±0.3bar. The air-fuel ratio fluctuation was compressed from ±0.8λ to ±0.15λ. Data from the 2023 24 Hours of Le Mans shows that the LMDh prototype car equipped with this pump has improved fuel efficiency by 1.7% per lap and reduced the rate of carbon deposit formation on fuel injectors by 62%.
In terms of material innovation, the AEM 320 Fuel Pump adopts silicon nitride ceramic bearings. The friction coefficient has been reduced from 0.12 of traditional steel bearings to 0.03. Under the working condition of 8,500 RPM for 2 consecutive hours, the temperature rise of the motor is only 28°C (the industry average is 45°C). The actual measurement of the McLaren Speedtail shows that in the transient response of 10,000rpm, the fuel flow following error of this pump is optimized from ±7% to ±1.5%. Combined with the piezoelectric fuel injector with a response of 0.01ms, the smoothness of the power output curve is improved by 89%. Its carbon fiber reinforced shell can withstand an instantaneous impact force of 150G and has passed the FIA 8862-2018 racing car safety certification.
In terms of redundant design, the dual-motor system of the Weldon 2345 Fuel Pump can still maintain 75% of the flow output when a single motor fails. In the NHRA linear acceleration race, when the engine was operating at full load at 8,200rpm, the pressure recovery rate of this pump reached 25bar/s, eliminating 99% of the risk of fuel supply interruption. Its patented helical flow channel design reduces the cavitation probability from 1.2 times per hour to 0.03 times, and the fuel vapor content is controlled below 0.08%vol (the standard limit of 0.5% of SAE J3431).
The breakthrough in thermal management technology enables the Titanium Series TSX-3000 Fuel Pump to maintain a flow attenuation rate of less than 1.5% even when the fuel temperature is 95°C. Bench tests of the Ferrari F154 engine show that its built-in PTC cooling module reduces the pump body temperature gradient from 35°C/m to 8°C/m, and the standard deviation of fuel pressure fluctuations during 10 consecutive red line shifts (with an interval of 0.3 seconds) is only 0.07bar. The surface area of the aluminum alloy heat sink of this pump reaches 380cm², which is 320% higher than the traditional design. Combined with the manifold jet auxiliary cooling, the motor life is extended to 2000 hours (the industry standard is 800 hours).
Cost-benefit analysis shows that the payback period of competition-level Fuel Pump can be shortened to 3 to 5 events. Taking the NASCAR Cup series as an example, after using the Fuelab Prodigy pump (1,295), the fuel consumption per lap decreased by 1.21, and the fuel cost was 850. Its self-cleaning filter screen (with a pore size of 5μm) extends the maintenance interval to 150 hours, reducing the maintenance cost by 72% compared to the traditional filter screen (25μm). Tests by Mahle Group show that the wear rate of this pump in 10% ethanol fuel is only 0.003mm/100h, meeting the FIA’s 100% biofuel compatibility requirement. After a 250-hour durability test, the flow retention rate still reaches 98.7%.