An ls swap fuel pump order names the electric mount the sheet prints, because a late block with no pump pad cannot take a cam-driven pump as the carton. The lines below cover the in-tank choice, the external choice, and a printed C/K window that belongs to a different truck.
A counter with a closed carton and an open sheet is the scene this page follows. The chassis may be an older car. The engine on the sheet is the late block.
A late LS block does not print a mechanical pump pad
The late block has no mechanical pump pad, so a cam-driven pump is not the carton. Hot Rod’s budget swap piece says an LS block has no provision for a mechanical fuel pump, which means the supply has to be electric.
Older small-blocks left a boss and a cam eccentric so a lever pump could bolt to the block and ride the cam. That pad is the mechanical pump pad people still picture when the donor car was carbureted. On the late block the picture is blank.
A live Google overview on 18 October 2026 said the same thing in shopper language: stock LS blocks do not show a mechanical fuel pump boss or a camshaft fuel pump eccentric. When that overview describes a mechanical pump at all, it describes a belt drive or a specialty front cover, which is extra hardware the sheet has to name.
Leave that specialty kit off the line unless the sheet already prints it. The default carton for the blank pad is electric, and the next line is where that electric pump sits.
Gen III oiling moved the oil pump to a gerotor on the crank nose, which is a different cam story from fuel. Mixing the oil-pump drive with the fuel-pump pad is how a counter orders the wrong part. The fuel question stays on the missing pad.
The sheet names in-tank or external before any carton moves
The sheet names in-tank or external, and only then does a carton move. Both are electric. Neither one bolts to the missing pad.
An in-tank fuel pump sits in the fuel. An external fuel pump hangs on the frame. The purchase order fails when it says only “LS pump” and leaves the mount blank, because the warehouse then has two honest cartons and no way to pick.
Write the mount in the same ink as the engine code and the chassis. A Gen III or Gen IV truck long-block going into an older car still needs that ink. The engine family does not choose the tank for you.
Shoppers on the live results page are offered hangers and inline kits side by side. That menu matches the fork on the sheet. It does not replace the sheet.
An in-tank module is the mount that stays in the fuel
An in-tank module stays in the fuel, and the tank has to be able to hold it. That is the whole in-tank line: pump, pickup, and a flange the tank can close.
From the field: On an LQ4 headed into a 1970 Nova, LS1Tech builders name cooler fuel, less noise, and service life as reasons to prefer the in-tank mount, and they still have to name a tank that can hold the module. https://ls1tech.com/forums/conversions-swaps/1786488-fuel-pumps-swaps.html
One reply on that thread prefers the in-tank layout on an Olds and keeps an external pump on a Corvette only because that car already had it. “If it’s possible” is the phrase that belongs on the order. Possibility here means the tank, the flange clearance, and a pickup that stays in fuel when the level drops.
An ls swap fuel pump in tank is still a mount, not a slogan. The module can quiet the pump because the fuel and the tank sit around it. None of that appears on the order until someone writes the tank the module actually fits.
A low fuel level is the field complaint that follows a stock tank with the pickup in the old carbureted spot. Hard cornering uncovers that pickup. Builders who solved it bought a tank or a hanger that keeps the pump wet, which is a sheet line, not a bigger adjective on the pump.
An external pump hangs on the frame, not on the block
An external pump hangs on the frame and still needs fuel at the inlet. It does not grow a pad on the block, and it does not become correct just because the carton is easier to reach.
An external fuel pump for ls swap belongs on the order when the sheet prints that frame mount and a feed the pump can push. Magazine and book-companion writeups describe the tank-to-pump side as gravity fed.
The pump pushes from there toward the rail. Mounting it above the tank and asking it to lift is the layout those writeups warn against.
Noise is the other field note. A quiet Gen III or Gen IV does not cover an external pump the way an older engine might. Some builders live with the sound.
Others treat the external unit as a stage they later replace with a module in the tank. Either way the order should say “external” in words, so the next buyer sees the mount that was chosen.
Photograph the inlet on the pump end against the sheet. A barb or a threaded port still has to match the hose the chassis will use.
Plumbing is the name for that match. It is not a new engine pad.
| Mount the sheet can print | Where it sits | What the order still names |
|---|---|---|
| Cam-driven pad on the late block | Absent unless a specialty drive is printed | The kit name, only if the sheet already has it |
| In-tank module | In the fuel | The tank and flange that hold the module |
| External pump | On the frame, inlet fed | The low mount and the feed hose |
Return plumbing is a line the sheet prints beside the pump
Put the return on the sheet beside the pump, not as a second unnamed pump. Some LS rails are the single-line style, with the regulator and the short return near the tank. Others still show a return running with the feed.
Look at the rail bolted to this engine. A returnless rail still needs a place for unused pressure to go, and on many of these engines that place is a regulator at the tank. Calling that part “another pump” puts a duplicate line on the purchase order and leaves the real return off the truck.
Filter placement sits on the same plumbing lines. A screen ahead of the pump and a finer filter after it are hose decisions. They do not change the mount from in-tank to external, and they do not invent a flow rating for the carton.
The older small-block argument about a mechanical pump versus an electric pump is a different page, mechanical versus electric. A diaphragm pump’s internal stack is a different page again, diaphragm fuel pump.
Use those when the sheet is about drive type or diaphragm construction. This page stays on the mount the LS sheet prints.
A 1987-1995 C/K kit is a different printed window
KS-360501 prints a 1987-1995 C/K window, and that window is not an LS swap. The title on the product page names 1987-1995 C/K 1500, 2500, and 3500, with OE numbers 25168719 and E3902.
The page for KS-360501 prints DC 12V, a 2-pin main connector, and 43.3-49.5 Gph. Maximum Air Pressure 12-26 on that label is an air figure, and it is not the fuel pressure of an LS rail. Nothing on that page prints an LS engine code.
| Printed line | KS-360501 C/K kit | LS swap sheet |
|---|---|---|
| Vehicle window | 1987-1995 C/K 1500, 2500, and 3500 | The chassis and engine written on the swap sheet |
| Connector | 2-pin main plug | The plug the swap sheet prints |
| Flow label | 43.3-49.5 Gph on this kit | Not copied from this kit |
| Air label | Maximum Air Pressure 12-26 | Not a fuel-pressure figure for the rail |
| Catalog role | Carton for that truck window | A job this catalog does not print as an LS SKU |
A fuel pump for ls swap can share the words “electric” and “12-volt canister” with that kit and still be the wrong line. The window in the title is the test. If the sheet does not say 1987-1995 C/K, the kit stays on its own shelf.
How an external mount differs from an internal one in general is already covered on external versus internal. A higher printed flow for a named job is a separate conversation on high-flow fuel pump.
The small-block boundary between a mechanical pump and an electric one sits on SBC mechanical and electric sourcing. None of those pages writes this swap’s mount line.
Which catalog line fits a printed C/K window
The catalog line that fits is the printed C/K kit, and an LS swap is not that line. Open the 1987-1995 C/K electric gasoline pump when the sheet really is that truck. When the sheet is an LS swap, this catalog has no LS-swap SKU to offer.
A WooCommerce search for an LS swap on 18 October 2026 returned no product. Other jobs, including an LS swap this catalog does not print, stay on the product category. The factory overview is not used here as fitment, because a factory page does not name this chassis.
Ship the C/K kit only with the C/K title in the purchase line. Ship nothing labeled as an LS pump from this catalog until a printed SKU exists. Until then the useful sentence on the order is the mount: in-tank or external, plus the tank or the frame point the sheet already shows.
A Gen V high-pressure fuel pump is the direct-injection part that a later block drives from an added cam feature. Wikipedia notes that this drive is one reason few Gen V parts interchange with Gen III and Gen IV engines. A counter who writes that pump onto a Gen III or Gen IV swap has changed engines without changing the purchase line.
FAQ
Can a stock late block still take a cam-driven pump as the carton?
Only if the sheet prints a specialty drive. The stock late block does not show the old pad or the cam eccentric, so the default carton stays electric.
What does an ls swap fuel pump in tank still have to name?
It has to name the tank and the flange that hold the module. Cooler running and lower noise show up in swap threads only after that tank is real.
When does an external fuel pump for ls swap belong on the order?
It belongs when the sheet prints a frame mount and a feed at the inlet. The pump still pushes fuel. It does not bolt to the missing pad.
Is a fuel pump for ls swap the same line as KS-360501?
No. KS-360501 is the 1987-1995 C/K window with OE 25168719 and E3902. An LS swap sheet that does not say that truck is a different job.
What should the purchase order say when no LS-swap part number is printed?
Name the mount the sheet prints, in-tank or external, and leave the LS carton off this catalog. The category is where that unprinted job goes.
Why do swap threads keep talking about pump noise and a low tank?
External pumps are easier to hear beside a quiet late engine, and a pickup in the old tank spot can uncover when the level drops. Both complaints point back to the mount and the tank, not to a new part number.
Does a Gen V direct-injection cam drive change a Gen III or Gen IV order?
No. That cam drive feeds the Gen V direct-injection pump. A Gen III or Gen IV swap still orders the electric mount its own sheet prints.
