Engine/Transmission (1998.5 - 2002) How about a mechanical fuel pump?

[Chad Sheets]

I was thinking today (uh-oh) and was trying to figure out a way to mount a mechanical fuel pump. Is the PTO on the transfer case always turning as long as the engine is? Seems a guy could mount a pump off that with a regulator down stream to eliminate the troublesome electric pumps.



If that wouldnt work, there has to be an aux drive on the front housing or rear housing someplace that would allow you to hook a rotary pump to.



You can get mechanical fuel pumps that flow anywhere from 7-13 psi which would be right up our alley.



Any ideas?

 

[Bad340fish]

Hmmmm

Maybe a Belt driven pump like off of a Hat Injection or "Flying Toilet" injection on race cars?? They usualy have a small cog belt driven pump on them. I have no idead on what PSI but you can bet the volume is there.



On the autos I believe that the T-case PTO is only turning when the trans is in gear. Meaning it runs off the output shaft and would be turning some RPM when going down the highway. On the stick shift trucks the PTO off the Transmision runs whenever the clutch is engaged. . but I do not know what speed. Anyone Else?

Clark

 

[jmeehan]

I've read that the current lift pump assembly covers the old mechanical lift pump mounting point. I've wondered about installing a mechanical lift pump in that location but I don't know if our cam has a lift pump lobe on it.

 

[HVAC]

Cam lobe?

QUOTE:



"I don't know if our cam has a lift pump lobe on it. "



That would have been easy. Problem is the ISB cam doesn't have the lobe to drive a mechanical pump. I looked, and it ain't there

 

[jmeehan]

Well that's what I expected, thanks for clearing that up Nowel.

 

[JR2]

What about a custom cam shaft... .come on HVAC go for it... .

 

[Chad Sheets]

Belt driven or driven from the rear housing it looks like since the pto idea is out.

 

[Briar Hopper]

time for HVAC to call Crane, Crower, Edelbrock, Iskenderian, and whoever else makes camshafts. Seriously, a company would have to be guaranteed a certain amount of sales, to tool up and build us a custom cam. Witness how long it took to get AutoMeter to come out with the 3-gauge A pillar console... Other than that, no telling how much persuasion it would take.

Maybe the 2002 trucks will have a solution that we can adapt to our trucks. I don't have that much faith in DC, though.

 

[Archive]

Too much moola.....

Sounds great, but we could swap out 35 electric fuel pumps for the same money as the single "Cam Conversion" mechanical upgrade.

 

[HVAC]

Cam Change?

I'd agree with Topfuel that the cam change for the sake of a mechanical fuel pump wouldn't be very cost effective. It's a big job.



Now, how about a cam change for more power??? Well, it's possible. Enterprise has been changing cams and I've heard of a couple others. But this is mostly on a 12v engine with a governor spring kit enabling it to spin to 4000 rpm. It's easy to see that if your running 4000 where the origional configureation called for 2600, then your cam design probably won't be optimal. In this scenario I'm confident you will see a nice gain with a different cam. So, the question is, what will us 24v advocates stand to gain from a cam change. Probably not to much without other mods. I believe if you were to go to a lower compression piston you could grind a cam with more lift and then with a set of twin turbos running at 70 psi you'd be running cooler, with more power. I ask again, how much would a 24v engine benefit? Not sure if anybody knows. Lawrence at DD says they are working on several cam profiles.



I have another motor now and I hope to work on it over the winter. A cam is one of the things I hope to incorporate. My twin turbo combo is getting closer so that will be integral on the next motor. And I expect to drop the static compression which will be made up with boost from the turbos to cool the cumbustion chambers.



Next summer we will get to more events across the country and I'm looking forward to that!

 

[Joseph Donnelly]

Lawrence (Diesel Dynamics) and I have been collaborating on camshaft design for eight months. We have found that the camshaft parameters are very touchy on the Turbodiesel but there is substantial room for improvement. Our intent is to develop a camshaft suitable for street use while improving power, lessening smoke, and lowering egt.



Just one part of the "air system upgrade. "

 

[PPillard]

I just dug up this thread while I was researching the possibility of installing a belt-driven fuel pump. Aeromotive makes one that's able to produce anywhere from 2 to 200 PSI (adjustable, but pricey). It seems to me this would be a rock solid method of maintaining constant fuel pressure, and not have to worry about the motor dying.



I've popped the hood, and I have a place to mount the pump, but I have to wonder about routing the serpentine belt around it. I would very likely need a longer serpentine. Has anyone ever done this? Any ideas on how to get a longer belt?

 

[PPillard]

Did a bit more info digging...

A little more digging on the Aeromotive site has revealed that they sell a kit for mounting everything in place, complete with a piggy-back cog that bolts onto one of your existing pulleys...

Aeromotive belt driven pump kit...



But I'm not sure if any of it will bolt to any of my serp pulleys, or even if there's enough room in front to make it work. I think I need to call Aeromotive and see what they have to say...



Hope I got the linky-thingee to work right.



Any input would be greatly appreciated.