[TCSGTO]

I bought a RobbMc 1100 when they first came out after having 2 failed Mallory 140's.
Running -10 lines with a 5/16" vapor return and it has no problem keeping up at my power level. I have a -08 line coming out of the pump into a Mallory regulator with a 3/8" line to the carb.
It worked down to the low 11's with a Q-Jet which really needs top flight fuel delivery. The vapor return option really helps with restarts in the hotter months. Always fires at the first turn of the key.

[73 bird]

Originally Posted by TCSGTO

I bought a RobbMc 1100 when they first came out after having 2 failed Mallory 140's.
Running -10 lines with a 5/16" vapor return and it has no problem keeping up at my power level. I have a -08 line coming out of the pump into a Mallory regulator with a 3/8" line to the carb.
It worked down to the low 11's with a Q-Jet which really needs top flight fuel delivery. The vapor return option really helps with restarts in the hotter months. Always fires at the first turn of the key.

Thanks for the reply. I think the pump for 550 horsepower would be good for me.

[ponjohn]

Cable driven...

http://www.watermanracing.com/Pages/fuelpump1.html

[jonmachota78]

Originally Posted by jonmachota78

My hp150 is noisy as heck! Not quite as bad as my old holley blue, but still pretty loud.. i must just be lucky i guess. i even sent it back to holley, they inspected and tested it and said its OK and sent it back. It performs great and has been reliable though... just not quiet.

I just want to provide an update since i was crying about my noisy hp150. The other night i disassembled it to see what i could find and inspect the gerotor mechanism. Everything looked ok, the gerotor did show some wear but nothing major. There is an internal screen filter, looked clean but i could hardly blow through it. Blasted it with carb cleaner and then i could blow through it with ease. I've always run a quality 80 micron prefilter so im not sure what clogged the internal screen filter... varnish or something not visible? Anyhoo got it all back together and it is nice and quiet now. What a relief after having a loud pump for like two years. Im probably lucky it didn't burn up. Funny thing is it was noisy the day i got it back from Holley! Cant wait for spring and if y'all gots a noisy holley HP pump, check the internal filter! Fyi jon

[FrankieT/A]

I run the the RobbMc 1/2" fuel sender, 1/2 stainless line to a RobbMc 550 with 1/2" line to a Qjet. At WOT it runs down to "0" PSI. I called them, told them of the problem and they reffered me to the directions that came with the pump. Well, I followed the directions from the onset, so there were no changes I could make. I followed up with an email. They left me hanging, I'm not happy. I spared no expense to avoid this problem. Just sayin'

[jonmachota78]

With a sumped tank, 1/2" lines and pusher pump, bypass regulator set at 6lbs, pressure will not go below 5.5lbs anytime. I've got a pressure guage on the cowel i can see while driving.

[Blued and Painted]

Originally Posted by jonmachota78

so im not sure what clogged the internal screen filter... varnish or something not visible?

Could it be the 10% ethanol sitting for months at a time. It sure goofs up my lawn mower.

[wheelspin]

Originally Posted by 73 bird

......I would like to hear what yall think about the Robbmc pumps.

I run the RobbMC 550hp mechanical and a Carter 8psi electric (booster) pumps on both of my 11 second Pontiacs which have 3/8" feed and 1/4" vapor lines. The Carter pumps are set up with a full bypass and the RobbMc pump outputs are plumbed directly into a Holley regulator set for 6psi. The GTO has a Shaker455 built 4150 Holley and the TA has a Ruggles built Q-Jet. Both aux pumps are operated manually for filling the Q-Jet or when racing .


I used to have a CE sumped stock tank on the GTO, Holley 150 gerotor pump, Aeromotive return style regulator, -10 hose from the tank to the pump, and -8 feed and return lines. Worked great on the track, but the engine frequently stalled/missed while driving on the street when the unbaffled tank allowed the pump to pick up air as the fuel sloshed around. Aeromotive makes a new drop-in pump ($400+) setup surrounded by an anti-slosh foam baffle to prevent the problem that I had when street driving the Goat.

[demonic68]

I just picked up a Aeromotive A1000 Fuel Pump and A1000 carb regulator this is what most of the turbo v8 guys are running around here they don't seem that loud. But have not heard much talk about them on this forum? Do you guys not care for Aeromotive?

[HWYSTR455]

Originally Posted by demonic68

I just picked up a Aeromotive A1000 Fuel Pump and A1000 carb regulator this is what most of the turbo v8 guys are running around here they don't seem that loud. But have not heard much talk about them on this forum? Do you guys not care for Aeromotive?

Aeromotive stuff is top notch, and use their' stuff as much as I can. The regulator on the driver is the 13301, and it's provided stable psi for years.

The pumps on the other hand I don't believe are quiet. I had an SS pump at one time and that thing was loud, period. I'm not sure about the A1000 pumps, but I have an Eliminator pump on the 'bird, though haven't run it yet. (older pic)

I like the filters, and use those on all my cars. Aeromotive makes AN fittings too, ones that are tapered in the mouth, which are the least restrictive fittings out there. Those too I use as much as possible, especially on the feed and output sides of the filters and pumps. (cross section pic)

.

[Cliff R]

I've had excellent success with the Comp 140 pumps. They don't like a "dead head" set-up, but last many years with a return system and are very quiet.

I have two pumps, one as a back-up, and keep a brush set in the shop. The pump is installed so I can change it in minutes, and it only takes a few minutes to install a brush set in one. The first pump I installed "dead head" only lasted a few months. The second pump lasted over 10 years and just started acting up last summer. It never did quit, but started getting noisy. I installed the original pump that was rebuilt with new brushes, and put new brushes in the second pump and put it on the shelf as a spare.

I went thru all sorts of grief trying to get a mechanical pump to keep up with my power level, even with a "pusher" pump they just didn't keep up under all conditions. Using an electric pump behind the tank and 8an lines/fittings everyplace has been flawless running deep into the 11's over 120mph. The car sees a decent amount of street time as well. I did at one point have a Holley vane type pump in place, and it made me want to grind my teeth, so it was only in place about as long as it took me to type this!.....Cliff

[grandville455]

How is it the Chevy's I see at the track alot of them run mech pumps and have no issues with fuel delivery? My brother's Camaro 550 hp, runs low 11's@ 120-121 and uses just a mech pump with -8 an line dead head. His gauge is at 6 psi across stripe too..

[Keith Seymore]

Subscribing so I can follow the discussion -

I have a Holley red pump at the tank, deadheaded, pumping to a block mounted mechanical pump, on both the Chevelle and the GTO. Like Tom said I use the electric pump for priming and then during the 1/4 mile; everything else is done on the mech pump.

This worked well for the last 30 years or so, but it seems like lately I have to put a new pump on the Chevelle every spring. Not sure what's changed - I'd be interested to know if there has been a design tweak (or quality spill) that is affecting this.

They only see Turbo Blue 110; GTO goes 12.20's and the Chevelle has been 9.80's.

K

[Cliff R]

With a fuel cell and large lines a mechanical pump will work fine for high performance use, even drag racing. They easily fall short of reaching full capacity if fed by stock tanks/sumps and tiny supply lines. This almost always requires a "pusher" pump so they work correctly on hard runs.

Electric pumps simply work better mounted behind a sumped tank or fuel cell, as we use the forces generated by hard acceleration to supply the pump, then ALL the fuel going forward is under pressure, not under suction......Cliff

[grandville455]

Yes I understand that, But even back when I had the grandville , Fuel cell the whole deal It would not ever come close to working, never did know why, I even ran a huge 15 psi diaphram in mech and two elec carter pushers for it to work, til I had enough money to buy one Magna fuel pump and be done with it. I was just curious why I see so many setups at track with mech work and mine never did. Unless it was the 1.60's at 4550 lbs!! lol

[PONTIAC-ONE]

Originally Posted by grandville455

How is it the Chevy's I see at the track alot of them run mech pumps and have no issues with fuel delivery? My brother's Camaro 550 hp, runs low 11's@ 120-121 and uses just a mech pump with -8 an line dead head. His gauge is at 6 psi across stripe too..

Are they using a Q-jet with its tiny fuel bowl or Hollys that have 2 large bowls?
I'm under the assumption that a Q-jet's little bowl has a hard time keeping up once your well over stock HP levels, hence the need for a steady & efficient fuel supply. Maybe my thinking on this has nothing to do with how starvation happens?
I'm keeping an eye on this thread, l have what may be a thirsty 455HO with a quadrajet in the works and I want to get it right.

[critter]

Originally Posted by FrankieT/A

I run the the RobbMc 1/2" fuel sender, 1/2 stainless line to a RobbMc 550 with 1/2" line to a Qjet. At WOT it runs down to "0" PSI. I called them, told them of the problem and they reffered me to the directions that came with the pump. Well, I followed the directions from the onset, so there were no changes I could make. I followed up with an email. They left me hanging, I'm not happy. I spared no expense to avoid this problem. Just sayin'

I thought it was just me. I tried a 550 a few years back when they first showed up on the scene here at PY. Despite having 1/2 inch lines all the way it would fall flat on the 2-3 shift. They were very helpful on the phone and offered a lot of possible solutions but nothing I tried helped. I did rig a fuel pressure gauge where I could see it and, sure enough, when the car was pulling hard it would gradually start dropping and at the 2-3 shift I was at zero. The car would just nose over. Get out of the accelerator and it would catch back up. Oh, car was probably making about 425hp at the time and I was using a Qjet.

I wrote it off as something I was doing since so many success stories are out there. I sold it and went back to a Mallory. There's a little noise and I have to rebuild it every few years but it works.

[HWYSTR455]

One thing to keep in mind is with a mechanical, all soft lines and connections need to be right on the money. If you have a dried, cracked section of rubber line, or a loose clamp, it will suck air. Depending on the routing, a soft line can also collapse under suction. And those situations would mostly happen under a demand for fuel.

Always keep bends to a minimum, and make sure they have a proper radius. (soft lines)

I remember I had an issue a long time ago with the 'bird, and the soft line that ran from the sending unit to the hard line would collapse under load. I put a zip tie on the bend where it would get sucked together to help prevent it. Finally replaced it, but took some time to diagnose.

.

[James408]

See I'm having to make a decision on this pump also. But I'm only running 3/8 lines. Under hard acceleration it drops to 3.5 lbs. I'm still not convinced that going to 1/2 lines is going to help this. I'm running new hard line and rubber

[TCSGTO]

Originally Posted by grandville455

How is it the Chevy's I see at the track alot of them run mech pumps and have no issues with fuel delivery? My brother's Camaro 550 hp, runs low 11's@ 120-121 and uses just a mech pump with -8 an line dead head. His gauge is at 6 psi across stripe too..

I troll around on chevelles.com from time to time and noticed the same thing. The Chevy's dont't seem to have fuel delivery problems like we do. There are more than a few cars there running well into the 11's at 120 on stock lines & pumps. I started having trouble after breaking into the high 12's.