Series 1 fuel pumps on the L67'* support 400 horsepower, but they also outflow the S2 pumps.

If you have good fuel pressure in your supercharged 93, you will be ok. But if you were swapping into a car that originally had an L27 or L36, you would have to swap pumps. Bear in mind that fuel pumps in older cars get week. We see a good number of S1 pumps that fail with age, or get weak. Checking fuel pressure is a MUST, as the fuel pressure regulator for the S2 is 3.5 bar, while the S1 67 runs at 3.0 bar or 2.7 bar depending on the year. In other words, the S2 is much more sensitive to a weak fuel pump.

Struts are like tires and windshield wiper blades. Consumable parts that wear. It'* not common practice to use wrecker parts as replacement, and that is the ONLY viable option. New CCR struts are over $500 if they're still available.

Yes, DEX is known to become acidic over time. And in far fewer than 5 years in most cases. This is why nearly every Gearhead on this Forum will encourage you to lose the DEX at the best opportunity.

As far as the whole LIM failure goes. I think it has to do with the design of the gasket more than anything else. The compression of the sealing rings around the ports into the gaskets causes them to crack in that area over time. You can see GM'* earlier revised S2 LIM gasket have metal rings around the LIM bolt holes so you can't over compress the gaskets.
Dex may become acidic over time but that dosen't mean it'* the reason the gaskets are colapsing..
My appologies to the o.p. for going off topic. Hopefully this dosen't get as bad as recent threads.

On the fueling. Pump should be good. But the sender will probably not register properly. May be much easier to swap the complete tank since you have it.



On the struts and the dex... it'* being discussed between WillWren and I offline. Good discussion that SHOULDN'T still be clogging this topic more and more.

This strut isn't bent or damaged in any other way, is it?

Let'* clarify this.......I assumed he was keeping the stock S1 L67 pump and sender. Not swapping in the S2.

Uh..yeah, that was fully understood by me. My point is for him to have a working fuel gauge there are other things to consider besides the pump. While his question was only about the pump, I have personal experience that can be helpful in an area that he may not have considered looking into yet. That way he doesn't look like this smiley after he swaps pcm'*.

What does the PCM have to do with the fuel pump or sender?

As I recall.. the fuel level signal goes through the PCM on the 97+. I can check the schematic when I find my house tonight. 12+ hours so far today. Also the ohms will be different from empty to full.

93 has a smaller swing as I remember.

For the 97, probably through at least 99.

Excerp from the FSM
"Fuel Gauge:
........ The fuel level sender resistance is proportional to the fuel level. The voltage across the sender is the fuel level input signal applied to the PCM on CKT 30 and CKT 452. The PCM provides a Pulse-Width Modulated fuel level output signal on CKT 455 (ppl/wht) to the instrument cluster fuel gauge......"

Ohm reading on a 97 is 0 (empty) to 90 (full).

Can someone with a 93FSM please list the ohm readings for the OP. I foud it in section 8A-81 under fuel gauge diagnosis trouble charts.