2002 F250 Powerstroke 7.3L

[aussie bloke]

hi mark,
very good setup the best ive seen, just wondering if you have had any pump problems on veggie, ive done 8,000km and worn out a malory comp pump i have replaced it with an oil pump which they use in the v8 super cars to cool the diff oil, but they cost heaps $300 u.s each and i have 3 runing now 2 for oil and 1 for diesel, i would appreciate any advice on the longivity of your pump and the type.
regards mark

[DieselBurps]

Are you dead-heading these pumps? Running hot oil through them? I haven't had any pump problems (except for the Holley not pushing hard enough). I've tried to only run WVO straight from the tank through them - they heat up enough on their own. Also - my current use of the Mallory involves a regulator - so the back pressure on the pump is fairly low.

[1stdieselEx]

Like Mark, I to had a A1000 pump fail rather quickly and i am not sure why.

I put the regulated return/bypass prior to the heads set at 75. The return/bypass line is to the tank so it is always pulling in cool oil. I will be trying the mallory next to see how long it will last. The oil is filtered to 5 mic prior to being placed in the tank and i am using the davco with the 7 mic filter in it so i do not think that is my problem.
I have read that with the a1000 using a PWM to slow the pump down will extend the life a bit. I might try that if the mallory does not hold up.

This pump thing as me a bit worried. I really want to find one that is reliable.

Also curious how many of you are running a Lift pump and if that has something to do with it? I am not sure how much this would help since my pump is mounted lower than the tank. Once the line is primed i could siphone the tank dry at the pump connection(This actually happened but that is another story).

Wes

[mm0015]

Yep, I have had two A1000's fail in my truck. Both of them suffered from a fractured rotor (made of some sort of plastic like material). Aeromotive told me they test the pumps with 200F diesel, so temp alone shouldn't be the issue. Also, I have heard of one that also failed due to worn brushes (after a little more then 1 year of use) and I think temp (and high current draw) could be the cause of that. I had my pumps rebuilt, and am now experimenting with a PWM controller. It seems to help a LOT, as the torque, current draw, and flow rate of the pump is much less. These pumps produce way more flow then we need when at full power, so I am hoping that reducing the power will make the pumps mechanical aspects be overkill for the reduced output and therefore last much longer. Only time will tell, but so far the pump sounds much happier.

If I were to a buy a new pump though, I would go with a Mallory 5110fi for now. I have heard of several using this, and so far no problems. It's design seems to have some advantages for our use. The fuel does not flow through the windings/brushes, so its heat shouldn't reduce brush life nearly as much. It is a gear pump design, so the viscosity shouldn't be as much of an issue when starting up with semi-cold oil already inside it. Not only is it slightly cheaper $-wise then the A1000, it is user-rebuildable.

Mark

[tigman]

I use a mallory pump 140gph regulated and returned to tank on my 6.9 conversion, and I really think the gearotor is the way to go with wvo, cool to cold wvo doesnt bother it at all.. I would like to use a mallory on my powerstroke conversion but does the 5110fi produce enough pressure to overcome factory diesel and cause it to return, on a fn74 style conversion, or am I missing something here? Tigman second generation powerstroke

[aussie bloke]

Giday fellas,
thanks for your advice, i haven't installed a return to tank out of the heads, only before the injector pump and out of the 5/16 bleed off which i have removed the restricting bullet, the hot oil returns back to the suction on the primary pump and the secondary pump has a regulator after the injector pump, i would realy like to open both heads to return, i think mark has done this on his powerstroke, i let you know how these vdo oil pumps go, i have 1 next to the injector pump which has done 3000km with no ploblems, the pump is made in europe so you have to make you own electrical fittings, the good thing about this pump is that its specificly made to pump hot oil, diff oil that is, bloody hot and thick, anyway only time will tell i will keep you blokes informed.
cheers mark

[mm0015]

Originally Posted by tigman

I would like to use a mallory on my powerstroke conversion but does the 5110fi produce enough pressure to overcome factory diesel and cause it to return, on a fn74 style conversion, or am I missing something here?

Here is what another member at thedieselstop.com has said about his mallory pump.

The 5110FI still works great. I have the Mallory 4305m regulator holding the pressure to around 75-80psi at the heads, so with my check valve dropping the pressure 5psi, that means the pump is seeing 80-85psi at up to 190*F. I mostly run it commuting Oakley to San Jose, so it is on for 1.5 to 2 hours at a stretch. It was used when I got it and has had a slight seepage between the pump body halves, but that hasn't got any worse yet. Will replace the seals eventually.

[aussie bloke]

hi all,
how hard is it to return the fuel out of the heads, do i have to remove the turbo and intercooler pipes.
regards mark

[jnasystems]

Here is a very good set of instructions on how to do just that.

[aussie bloke]

thanks mate,
very helpfull information i will get started soon, just geting off the oil subject for a moment i have a 2003 model explorer which my daughters ex boyfriend crashed into a 34 wheeler b double semi trailer, he took out the rear quarter panel and doors, here are some before photos, i was wondering if its the same as the explorer in the states, because they want $4000 just for the quarter glass window, can anyone give me advice on parts and does this look the same as the american explorer, i have attached some photos.
cheers mark