I will even make it easier for you. The Parker part number is 10M22C80MXS. The thds are M22 into a -10AN line. Hard to see but the red thing is a shut off valve so I can cut the fuel when changing the pre-filter before the pump.
The real stressful part is trying to break free that plug. Since the sheetmetal is thin, you need to take care. Load it up with penetrating oil and hit it with a impact wrench on a low setting. Keep hitting until it starts to turn.
Thanks!
Have a look at the mechanical pumps on this website:
http://www.robbmcperformance.com
There is a choice of 110 and 220 gph versions. Both are six valve. Measured under pressure (say 4 or 5 psi) the six valve 110 gph pump will outflow the 120 gph two valve mechanical pump.
http://www.robbmcperformance.com
There is a choice of 110 and 220 gph versions. Both are six valve. Measured under pressure (say 4 or 5 psi) the six valve 110 gph pump will outflow the 120 gph two valve mechanical pump.
Here's my experience of an electric fuel pump.
My Pantera already had a Holley red fitted when I bought the car 12 years ago (with no pressure regulator) and is one of the very few things I haven't replaced. It's hard to replace something that is working fine.
I totally agree with George in that a mechanical pump is simple, quite, and less likely to fail. However, if your Pantera has the habit of evaporating the fuel from it's float bowls like mine does (I don't run a valley pan) you have to crank your engine over until they are full before it will start.
This is not cool when your have a small audience waiting to hear you drive off!
I like the idea of the electric pump filling the fuel bowls first and then having the engine fire straight away. I decided to mount the pump as far away from my ear as I could. So I mounted it with rubber mounts (the type that have a round piece of rubber with a screw thread coming out of each end) on the chassis leg above where an American car would mount it's rear bumper shock absorber inside the rear wheel house. I then ran the fuel lines on top of the chassis leg back to the tank. It works fine, but I can still hear it from the drivers seat. I like loud Pantera's. My car has GR3 exhausts so it's loud at 112 DB, but when I am on a long journey, I like to close the windows and have all the sound go out the back. The sound of the pump is unwanted sound.
The safety switch is a great idea. I will have to look into that.
Johnny
My Pantera already had a Holley red fitted when I bought the car 12 years ago (with no pressure regulator) and is one of the very few things I haven't replaced. It's hard to replace something that is working fine.
I totally agree with George in that a mechanical pump is simple, quite, and less likely to fail. However, if your Pantera has the habit of evaporating the fuel from it's float bowls like mine does (I don't run a valley pan) you have to crank your engine over until they are full before it will start.
This is not cool when your have a small audience waiting to hear you drive off!
I like the idea of the electric pump filling the fuel bowls first and then having the engine fire straight away. I decided to mount the pump as far away from my ear as I could. So I mounted it with rubber mounts (the type that have a round piece of rubber with a screw thread coming out of each end) on the chassis leg above where an American car would mount it's rear bumper shock absorber inside the rear wheel house. I then ran the fuel lines on top of the chassis leg back to the tank. It works fine, but I can still hear it from the drivers seat. I like loud Pantera's. My car has GR3 exhausts so it's loud at 112 DB, but when I am on a long journey, I like to close the windows and have all the sound go out the back. The sound of the pump is unwanted sound.
The safety switch is a great idea. I will have to look into that.
Johnny
Hi Johnny,
In my mind the absolutely most beneficial aspect of a mechanical fuel pump is the fact that when the motor stops turning, the pump stops pumping.
The existance of 110 & 220 gph mechanical fuel pumps for the 351C really makes the hassle of living with an electric pump rather like masochism.
Robb, thanks for building a 351C fuel pump, filling in a hole left by the demise of Carter's Cleveland NASCAR pump. Your pump "looks" very similar to the Carter pumps, rebuildable, etc. You may want to introduce yourself to the members of this bulletin board, much like you did over on the Cleveland forum a few months back.
your friend on the DTBB, George
In my mind the absolutely most beneficial aspect of a mechanical fuel pump is the fact that when the motor stops turning, the pump stops pumping.
The existance of 110 & 220 gph mechanical fuel pumps for the 351C really makes the hassle of living with an electric pump rather like masochism.
Robb, thanks for building a 351C fuel pump, filling in a hole left by the demise of Carter's Cleveland NASCAR pump. Your pump "looks" very similar to the Carter pumps, rebuildable, etc. You may want to introduce yourself to the members of this bulletin board, much like you did over on the Cleveland forum a few months back.
your friend on the DTBB, George
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quote:Originally posted by george pence:
The existance of 110 & 220 gph mechanical fuel pumps for the 351C really makes the hassle of living with an electric pump rather like masochism.
Robb, thanks for building a 351C fuel pump, filling in a hole left by the demise of Carter's Cleveland NASCAR pump. Your pump "looks" very similar to the Carter pumps, rebuildable, etc. You may want to introduce yourself to the members of this bulletin board, much like you did over on the Cleveland forum a few months back.
your friend on the DTBB, George
Thanks George. I am new to this forum but I am a regular on many other forums (Olds, Buick, Pontiac, Mopar, FE, Cleveland etc) as one of my jobs as a Mallory engineer was to answer questions on the forums. I decided to join this forum when we sold our first 220 Cleveland pump to a Pantera owner who gave me the website address for this forum.
Here is some information from our website about myself and my business partner:
RobbMc Performance is the result of the combined efforts of two engineers: Robb, a mechanical engineer, and Craig, an electrical engineer. Both of these car geeks worked for more than a decade at Mallory Ignition designing ignition and fuel system products. Robb also worked for Erson cams for over a decade and for Tilton Engineering (mini-starters, clutches etc) for more than six years. Before working at Mallory Ignition, Craig worked for a major aerospace company.
Both of these guys are true gear heads. Between the two of them they have owned, modified and raced: air cooled VW's, 2.3L Fords, Sports 2000 cars, rotary RX7 Mazdas, Fiat X19's, as well as AMC, Chevy SB/BB, Ford SB/FE, Mopar SB, Buick, Olds and Pontiac V8's (and that doesn't even include the go carts, bar stools and cub scout cars).
The goal of this company is to design, manufacture and sell unique and innovative products for racing and street performance, with a focus on the less popular engines. Everyone likes a Chevy small block. But for Robb and Craig, it's more interesting to make products for engines that aren't so common.
Do you have an engine that is somewhat ignored by the aftermarket? Can't find a particular product for your engine? Contact RobbMc Performance Products and tell them about it. Something like a high volume fuel pump for a Studebaker V8 might just be different enough to generate some interest. They're different that way.