using the RockAuto online catalogue and looking at fuel system components for
91 and 92 v6 and v8 D-150's

confirms that the 91 was TBI and 92 was unit injectors, good call there!
however across the two years and the v6 and v8 engines, the electric fuel pump, and the complete fuel tank module and even the simple fuel filters all cross reference to the same parts..also called the parts desk at a local Dodge dealer,, they also crossed checked the part numbers, confirmed that the same in tank module services 91 and 92's

what does change between 1991 and 1992 is the fuel injection pressure regulator, that is also unique between the v6 and v8.

so it appears in this case, the in-tank pump, whether it is TBI or unit injectors, is the same.

went with the Aeromotive 13204, designed to allow compatability between carbs and in tank FI pumps.

easily controlled pressure to the carb to 6 psi,, per the instructions the 13204 can control out put from a 150 GPM unit down to 3 to 15 psi

http://www.flickr.com/photos/13718356@N ... 037480330/

photos show the regulator mounted to a thin strip bracket, simulating where it will be located on the inner fender.

ran stainless steel lines,, got the Rigid 377 flaring tool to do the 37 degree AN flairs,, wow does that do a nice job,
per the parts list the same tool body accepts a 45 degree cone and flaring bar,,
http://www.faucetdirect.com/ridgid-4116 ... 20377&y=13

GM's Vegas never had a mech. fuel pump. They were electric from the get-go and used an oil pressure switch to turn the pump off when there was little oil pressure (<5psi, roughly). I used one of these on a boss' big block Suburban with a Q-jet and a Holley "Blue" pump. It was the only thing that tripped the fuel pump relay. The switch has three terminals, battery, pump, and start by-pass. Used to be that they were common and not very spendy at the big box auto parts stores. Haven't had need to look for one in quite a while.

The Holley regulator isn't a by-passing type regulator so I used an AN pop-off/check valve 'T'd into the fuel-in port of the regulator. Any pressure above 6 psi popped open the valve and sent fuel back to the fuel tank. Holding ~6 psi in the supply line cured the vapor-lock issues that he'd been having, and the regulator could supply the Q-Jet with it's desired fuel pressure (~5 psi as I recall).

_________________
Thom

Cross-threaded is tighter than Lock-tite