Drive it everyday, and put good hours on it, and you'll likely be replacing a pump in a year or two.ĭon't like that answer? Call Aeromotive and talk to the tech guys. Now if you don't drive the truck daily, you don't rack up hours and things are fine. The brushes/com will usually die in short order. You run a powerstroke with an A-1000 and you have high pressure/high volume (high amperage), highly conductive media around the com and brushes (diesel fuel) and hot fuel (allows the fuel to vaporize on the pump inlet, further hurting the pump). Now, pair all this information with the fact that the A-1000 is a high flow, "high" current draw pump with a brushed commutator. And lastly, diesel fuel itself is highly conductive when compared to gasoline/alcohol and similar. So the fuel temp is almost certainly going to be much, much hotter than on a gasser application. On top of this, you have fuel being fed through the headrails (think water jacket) where the engine heats the fuel, and it is then returned to the tank (not a good radiator). UPstream, at the pump outlet, you might have 75 to 80psi or more. At least at the regulator you have this pressure.
Swamps extreme race tune hp install#
Now on a powerstroke, you have a base pressure often-times around 65 to 70psi once people install a regulated return and set the pressure themselves. Which on a gasser is usually not often, and when under boost, usually not all that much. It is designed to run on a gasoline engine, which will normally run a base pressure of 45 or so odd psi and be boost-referenced upward from there only while under boost.
But the general reasoning, is that the A-1000 is a performance oriented pump. Click to expand.You asked for my recommendation, the second sentence of my response is just that.įirst question, why not the A-1000? Aside from the fact that I've burned up 2 of them?įirst off, call Aeromotive yourself, as the engineer who designed the pump can give you all the information needed to quench your thirst on the subject.
0 kommentar(er)
