Hahahahahaha. Turning the wheel = hissing @ fuelpump.

[konatown]

Turn the ignition, immediately the fuel pump starts humming. No problem, its done that for 3 years (Will get the replaced by the end of the month, though).Now there's a weird hissing noise. Sounds like airpressure leaking out. Its faint at idle with the steering wheel centered.If I turn to the left, it quiets down or goes away until I recenter.Turn to the right, it gets louder until I recenter the wheel.I've not noticed a difference in performace or ride quality. Just this loud noise coming from what seems to be the fuel pump. Any ideas? Ever hear of this?

[Q45tech]

The fuel pump controller has 3 speeds [3 different voltage drops controlled from ecu based on engine load].

The ecu tries to maintain a perfect idle rpm under load changes [turning steering wheel is a load change] by varying the duty cycle of IAC [amount of air into engine].

[ScottJackson]

Since it looks like that question was answered, I've got a slightly related question. As I'm about to start my big block ford swap into my '92 Q, how do I keep the fuel pump controller with my carbureted setup? I was hoping it would be something as easy as hooking a TPS up to my carb linkage. I would be using an adjustable regulator to get the pressure down to 6psi (good quality Aeromotive regulator with return using stock supply and return lines). I'd rather not just wire the pump up to straight 12V all the time if I don't need to. So the ECU tells which of 3 available speeds the controller uses? Could 3 microswitches placed at various points of throttle opening be used to trigger whichever wire going into the controller is needed for that pump speed?

[3Q Jay]

385 series? i was always fond of the 429. guess you don't have emissions worries in Ia? would like to see your photohistory of the transformation, although i like the vh45 just fine.....

why not use pressure swich on inlet side to force fpcu speed-up when pressure below say 35 psig on inlet?

[ScottJackson]

That's a good idea. Better than the microswitches based on throttle angle. If it works that way, that's what I'll do (maybe I'll learn a few things about hobbs switches too). I'm of course fond of the 385 series too. Basically an overgrown clevor from the factory (cleveland style heads, windsor type block). Of course, why stop at 429? I'll probably start with a simple 460 in the neighborhood of 550hp. I've got some 4.3" stroke cranks and misc blocks/heads too. No emissions laws here, that's entirely correct. There's not even a visual check. I like the VH45 too, but wish it would have been up-sized in every aspect to be a VH85. Of course, with a stock 429 block and billet crank, 600" is possible. What would that be? Somewhere around 10 liters. Top it with some TFS A460 heads and it'd be an awesome street motor. A smooth and reliable 800hp and 900ft/lbs wouldn't be too difficult. Of course, that's kinda overkill, even for the mighty Q (in my opinion). I'll be happy if it'll keep up with an '04+ Viper. That'll require a small stroker motor, but that's pretty easy and cheap to build. Of course, when I say small, I mean 557" or 545". I hope the driveshaft (gonna need to be cut and adapted to the ford trans output) and rear end are up to the task. The A/C compressor is shot, the active struts are leaking, and the trans is starting to be slow shifting in the cold. It's time for an upgrade to more muscle. Basically, I want something close to a C5 vette but have $20K of student loans to pay back. If I can save $20K by not getting a loan for a vette, I'll be quite happy. I know that this Q/ford hybrid will get less mpg than a C5 and won't brake/corner quite as well, but the acceleration and ability to carry passengers/luggage will hopefully make up for that.