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#21
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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.
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68 GTO,3860# Stock Original 400/M-20 Muncie,3.55’s 13.86 @ 100 Old combo: 462 10.75 CR,,SD 330CFM Round Port E's,Old Faithful cam,Jim Hand Continental,3.42's. 1968 Pontiac GTO : 11.114 @ 120.130 MPH New combo: 517 MR-1,10.8 CR,SD 350CFM E's,QFT 950/Northwind,246/252 HR,9.5” 4000 stall,3.42's 636HP/654TQ 1.452 10.603 @ 125.09 http://www.dragtimes.com/Pontiac-GTO...lip-31594.html |
#22
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73 firebird 455 6x-4 heads 350 turbo 3.73 gears 1/8 7.65 @ 90.95 1/4 11.96 @ 112.60 new best in 1/8th 7.57@91 mph(4-13-12) |
#23
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#24
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'78 Macho T/A DKM#95, 460cid, SRP pistons, KRE 310 D ports, 3" pypes, Hooker 1 3/4" headers, hydraulic roller, 10" Continental, 3.42 gears 11.5 @117.5mph 3900lbs ([_|_] ##\|/##[_|_]) |
The Following 2 Users Say Thank You to jonmachota78 For This Useful Post: | ||
#25
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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'
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1978 Black & Gold T/A [complete 70 Ram Air III (carb to pan) PQ and 12 bolt], fully loaded, deluxe, WS6, T-Top car - 1972 Formula 455HO Ram Air numbers matching Julep Green - 1971 T/A 455, 320 CFM Eheads, RP cam, Doug's headers, Fuel injection, TKX 5 Spd. 12 Bolt 3.73, 4 wheel disc. All A/C cars |
#26
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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.
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'78 Macho T/A DKM#95, 460cid, SRP pistons, KRE 310 D ports, 3" pypes, Hooker 1 3/4" headers, hydraulic roller, 10" Continental, 3.42 gears 11.5 @117.5mph 3900lbs ([_|_] ##\|/##[_|_]) |
#27
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Could it be the 10% ethanol sitting for months at a time. It sure goofs up my lawn mower.
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Bull Nose Formula-461, 6x-4, Q-jet, HEI, TH400, 8.5 3.08, superslowjunk |
#28
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I like 'em...
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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.
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Les Iden ---------------------------- '65 Buick Sport Wagon Custom, 340, T350, 3:23 '66 GTO Post/468, 700R4, 3.31 (Mike's as of 9-16) '68 Grand Prix/455, dual AFBs, T400, 2:93 posi (sold) '72 TA tribute/461, T400, 3.08, (Russ's as of 9-16) '97 Mitsubishi Eclipse Spyder Turbo, Konis, 5 speed '09 Torrent GXP, nav, Sun & Sound pkg., Bilsteins |
#29
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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?
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#30
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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) .
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. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
The Following User Says Thank You to HWYSTR455 For This Useful Post: | ||
#31
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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
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If you can read this, thank a teacher. If you can read this in English, thank a Veteran! https://cliffshighperformance.com/ 73 Ventura, SOLD 455, 3740lbs, 11.30's at 120mph, 1977 Pontiac Q-jet, HO intake, HEI, 10" converter, 3.42 gears, DOT's, 7.20's at 96mph and still WAY under the roll bar rule. Best ET to date 7.18 at 97MPH (1/8th mile), |
The Following User Says Thank You to Cliff R For This Useful Post: | ||
#32
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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..
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Darby 74 Grandville 2Dr 455 c.i 4550# 2011 1.60 60 ft,7.33@94.55-11.502@117.74 2017, 74 firebird -3600 lbs (all bests) 1.33 60 ft, 6.314@108.39 9.950@134.32 M/T 275/60 ET SS Drag Radial 2023,(Pontiac 505) 1.27 60 ft, 5.97@112.86, 9.48@139.31.... 275/60 Radial Pro's |
#33
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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
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'63 LeMans Convertible '63 Grand Prix '65 GTO - original, unrestored, Dad was original owner, 5000 original mile Royal Pontiac factory racer '74 Chevelle - original owner, 9.85 @ 136 mph besthttp://www.superchevy.com/features/s...hevy-chevelle/ My Pontiac Story: http://forums.maxperformanceinc.com/...d.php?t=560524 "Intro from an old Assembly Plant Guy":http://67-72chevytrucks.com/vboard/s...d.php?t=342926 |
#34
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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
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If you can read this, thank a teacher. If you can read this in English, thank a Veteran! https://cliffshighperformance.com/ 73 Ventura, SOLD 455, 3740lbs, 11.30's at 120mph, 1977 Pontiac Q-jet, HO intake, HEI, 10" converter, 3.42 gears, DOT's, 7.20's at 96mph and still WAY under the roll bar rule. Best ET to date 7.18 at 97MPH (1/8th mile), |
#35
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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
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Darby 74 Grandville 2Dr 455 c.i 4550# 2011 1.60 60 ft,7.33@94.55-11.502@117.74 2017, 74 firebird -3600 lbs (all bests) 1.33 60 ft, 6.314@108.39 9.950@134.32 M/T 275/60 ET SS Drag Radial 2023,(Pontiac 505) 1.27 60 ft, 5.97@112.86, 9.48@139.31.... 275/60 Radial Pro's |
#36
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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.
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2 sons, 2 Firebirds. 1971 Formula 455, 1972/w 455 HO added. 1974 Formula 400 "retired", parts car now. Last edited by PONTIAC-ONE; 01-30-2014 at 03:03 PM. |
#37
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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.
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12.84 @ 106.89 with street radials. 12.63 @ 108.39 on drag radials. |
The Following User Says Thank You to critter For This Useful Post: | ||
#38
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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. .
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. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
#39
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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
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1969 Firebird "400". 408 Pontiac, #62 heads, 274 XE cam, Eddy RPM intake, Quick Fuel Slayer 750, Carter Super Street fuel pump, Mallory Unilite, Turbo 400 with shift kit, Continental "Jim Hand Special" 3200 stall, 12 bolt 4.10 posi. 1 5/8 inch headers, 2.5 exhaust with Dynomax Ultraflos. |
#40
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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.
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68 GTO,3860# Stock Original 400/M-20 Muncie,3.55’s 13.86 @ 100 Old combo: 462 10.75 CR,,SD 330CFM Round Port E's,Old Faithful cam,Jim Hand Continental,3.42's. 1968 Pontiac GTO : 11.114 @ 120.130 MPH New combo: 517 MR-1,10.8 CR,SD 350CFM E's,QFT 950/Northwind,246/252 HR,9.5” 4000 stall,3.42's 636HP/654TQ 1.452 10.603 @ 125.09 http://www.dragtimes.com/Pontiac-GTO...lip-31594.html |
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