Holley Sniper install keeping the stock fuel system

[babywag]

Couple months, in -- thought I'd report back.

Had some idling issues -- just mainly rough idle. Checked fuel pressure and it pegged the 100psi fuel pressure gauge. Called Holley and they suspected a stuck regulator. Sent a new one, which was a 5 minute install. Pressure spot on at 58-60 p.s.i.

Seems to be a known issue?

https://forums.holley.com/showthread.php?20392-High-Fuel-PSI

[acct21]

Couple months, in -- thought I'd report back.

Had some idling issues -- just mainly rough idle. Checked fuel pressure and it pegged the 100psi fuel pressure gauge. Called Holley and they suspected a stuck regulator. Sent a new one, which was a 5 minute install. Pressure spot on at 58-60 p.s.i.

System learns quickly, and runs like a champ. Smells a bit rich on the "sniff test," but system claims to meet the AF/R targets, according to the readout from the WBO2.

Fuel mileage on my first full tank suggests that a slight tune is necessary. Went from 11-12mpg with the carb to around 9mpg with the Sniper. Others have agreed that the system defaults to a slightly over-rich tune, and with some patience you can get some better mileage dialed in without sacrificing the idle or cruise quality.

But the sheer joy of driving the Jeep is back. Starts with a touch of the key, and you can immediately shift into gear and drive away. Purrs like a kitten at idle, and has better throttle response than I could have ever imagined.

Bottom line -- I'll never go back to a carb on any vehicle I ever own. This was the single greatest mod I've made to the Jeep in the 5 years I've been wrenching on it.

[ShagWagon]

Good concept. Glad someone got it right. I was guinea pig.

[acct21]

I had fits with the FCC.

When you get it up and running test it at idle for about 15-20 minutes and see if the can heats up. If it stays cool it's golden. If it gets hot, then no bueno.

Works like a charm -- idling in traffic, full speed interstate driving. Top barely gets warm to the touch.

I think the fatal flaw with the FCC is the lack of ANY fuel return. The PowerSurge has both a low-pressure return and a high pressure return. Fuel -- including fresh fuel from the tank -- is constantly being recirculated. The FCC has the regulator built in, and deadheads the injectors/TBI. The PowerSurge depends on an external regulator (like the one built-in to the Sniper EFI) to set the pressure and return any unneeded fuel back to the can. In addition, the mechanical pump is constantly topping up and recirculating via the stock fuel/return lines.

I love it.

[ShagWagon]

I had fits with the FCC.

When you get it up and running test it at idle for about 15-20 minutes and see if the can heats up. If it stays cool it's golden. If it gets hot, then no bueno.

[acct21]

PS500 -- since my 360 is bone stock, and running the 2bbl 2300.

The Sniper has a regulator built in.

All I needed was a longer length of 5/16" soft line to feed the surge tank from the mechanical pump, a longer length of 1/4" for the return line, fittings for the PS500 (2 X 3/8"NPT X -6AN fittings, 1 x 1/4"NPT x 5/16" barbed, and 1 x 1/8"NPT x 1/4" barbed), and high pressure hoses to/from the Sniper with -6AN fittings.

That's it. PS500 grounds to the battery, and gets (+)12V from the Sniper fuel pump relay.

[BamaWagoneer]

Which model of the PowerSurge did you go with? I see 3 on the page you linked to?


I'm looking to do something similar, what other parts did you need in addition to the PowerSurge? They mention needing a regulator but doesn't the Holley EFI have that built in?


Thanks

[acct21]

[Atlasts]

Sounds like a good setup - Any photos to show install?

[acct21]

...not completely stock, of course -- but I kept it stock from the gas tank to the hard line from the fuel pump that fed the original 2150.

I went in a different direction with the fuel system. I know a lot of folks have been really successful with fitting up in-tank fuel pumps, but frankly I'm done dropping that tank (have had to do it twice in 5 years), and the thought of working in the confines of the access panel gave me hives, too. If I had an in-tank pump go out I might leave the Jeep on the side of the road.

Pumps on the frame rails have their issues -- and don't solve the problem of the fuel sender pickup G-loading/uncovering under cornering/low fuel levels.
I have seen problems with the FiTech Command Center can/pump, but a lot of it appeared to be the dead head (returnless) design -- which is apparently tough on pumps too.

I went with a return surge tank setup that takes low pressure feed from the stock mechanical fuel pump, and uses the stock return line to the tank. It has a high-pressure pump and a return circuit that feeds the Sniper and returns fuel from the Sniper's built-in regulator. There are lots of them out there -- but this is the one I used:

https://www.robbmcperformance.com/products/powersurge.html

I put a small pre-filter between the low-pressure fuel feed and the surge tank, and a 10/20 micron filter before the fuel inlet on the Sniper. The pump hooks up with one wire from the Sniper ECU (it has a built-in fuel pump relay), and a ground to the battery. It was just about the exact same diameter as the charcoal canister, so I relocated the charcoal canister to the other fender, and installed the surge tank in place of it. I wrapped it with some foil insulation to protect it from engine heat.

I figured it kills three birds with one stone: I get the high-pressure pump in an accessible position for maintenance/replacement, I don't have to run lines to/from the gas tank, and I have some protection against G-loading/sloshing that could uncover the pickup in our (unbaffled) tanks. The last one is mainly in theory, but since the replacement/aftermarket sender pickups sit about 3 inches off the bottom of the tank, running under 1/4 full will eventually bite you in the butt.

One thing I will say: if you have ALL of the necessary parts/tools in front of you (lines, fittings, wire crimps, throttle/kick down linkages, etc), you can completely install a Sniper system in an SJ in an afternoon. Pretty slick.