Yeah the 295 pump is interesting in that I wanted to avoid the 285 due to the current/draw and extra heat that's associated with that since I figured it would be overkill anyway and with a relatively high current draw I just wasn't thinking it was a good option. BUT seeing as the 295 is the same pump as 285 but flows a good bit more AND with less current draw because of the eliminated restriction of the deleted check valve...AND you saw no difference in crank time from stock with a 295 in the stock bucket....that sounds like a very viable option for me. I found good info here:
Blog Post Radium's Ultimate Fuel Pump Test

 

Are you concerned about current draw and heat because of reliability? I think given that we are trying to keep the FPCM functioning like it should, we shouldn't have to worry about any of that since it will be on demand. Now with the boost a pump, I think you could argue it could reduce pump life, even though ever single person trying to sell one will tell you it somehow magically improves pump life by boosting the voltage.

So I am assuming the 295 flow more than the 285 because they took out the check valve and maybe it was a fluid restriction, however, I wouldn't think that would cause an increase in current draw, but maybe it does? I would think whether the check valve was there or not the current draw would be the same and only dependent upon the motor and the wiring.

I would trust this TI/Walbro part way more than I would ever trust any other non-OEM replacement aftermarket pump, just because I would think that these pumps would go through more OEM like testing since I guess they are OEM equipment Hellcats.

 

Concerned because the amperage starts to flirt with what the FSCM/fuse can handle in my assumptions. But also heating fuel and the possibility of lowered reliability also factor in.

The check valve causes a restriction, which like pressure rise is a restriction and we know that current draw increases with pressure increase. Not unlike when we see pump flow specs at certain pressures and the corresponding current, but once you install that pump in a bucket with the venturi and plumbing etc. the flow is restricted further and so the pump will operate at a higher current. My thinking is the following: We can use the 285 pump for example. If it flows 114gph@60 psi drawing 19 amps....once you put that in a bucket with venturi and the associated bucket plumbing, I'd assume the flow will go down and the current will go up. So if you're set for 60 psi pressure at the rail, the pump is experiencing higher pressure and less flow output. Suddenly your 19 amp pump is a 21 amp pump, (I'm just throwing out numbers) and your 114gph is (insert lower gph) I believe this is why the 274 was born after people running 267 experienced the pump relief bleeding pressure when pump pressure hit the relief spec before rail pressure was achieved. The 295 can help me achieve required flow with totally acceptable amperage.
Good info here : https://www.radiumauto.com/Blog/Post...-Pump-Test-100

I still haven't heard back from either TI Automotive directly nor through their largest distributor and I'm getting pretty frustrated with that. I'm glad you chimed in though and shared your experience with not having a change in engine crank time. I'm going to reach out to the distributor again today and once I hear back about whether the TI Auto performance bucket is available and available within my required timeframe I'll go with that, if not it looks like the 295 will be my ticket.

 

I think I remember calling Walbro/TI one time, they didn't answer and I left a message and someone actually called me back which was extremely surprising to me since I would think they would only care about huge OEM orders and not just 1 person calling. Maybe that was back when they were mainly just Walbro.

 

I'm almost 6 weeks in a "4-6 week" wait for the TI Automotive module that uses the F90000285 pump (Hellcat 525) Also still waiting for the headers to come back from Jet-Hot.
I started a build thread under forced induction.

Going back to FSCM tuning. Not sure if this only pops up for 2013 models but tonight I connected my laptop to the truck with HP Tuners RTD to read the stock file so I can send it to Magnuson for a tune file which in turn I can have my tuner remotely start building the tune for the ID injectors, cam, etc. one thing that caught my eye is that my FSCM calibration comes up labeled as '13-15' CTS-V right from GM.

 

That's normal, the few 2013 trucks I have tuned have had that. I never touch it or license it though