Anyone running the Davies Craig EBP25 IC pump?
- Thread starter PM-Performance
- Start date
Mine's definitely louder. Maybe the original pump was toast because the car runs much better. The video was definitely helpful! Thanks!
I guess it could be louder if the old one wasn't working at all. lol.
Honestly my AFCO fans are sooo damn loud, I cannot hear anything but those.
I would say it is wise to watch IAT's like a hawk. I keep 4 gauges on my Ngauge at all times that I feel is crucial info so I can catch stuff like this right away.
I happened to find the other day I think my relay is sticking now as well. I may just jumper it and be done with the relay. Just another piece of the puzzle to add problems.
Received my DC 9105 pump today from JEGS... was actually back ordered for a few days. I have a fresh Bosch pump installed at this time, so I’m not in a rush to replace it. I will eventually be mounting it in the stock location along with a “Catmonkey” intercooler reservoir bypass.
Not sure I understand what the bypass is needed for? There isn’t cavitation with this pump config
My PFAB intercooler reservoir has an aluminum screen covering the output to keep ice cubes in the tank from completely blocking flow. Though I have never put ice in the tank, I like the increased fluid capacity. A reservoir bypass would eliminate any restriction from the tank and provide a path of least resistance. Might help flow, but definitely won't hurt it. I had been considering a bypass for years, just never thought I could piece together something like Catmonkey did with a near OEM appearance.
From what I understand, cavitation is the reason the SVT engineers added the bypass for 2013. Any time the full amount of system flow is flowing through a reservoir that also has air in it there is the possibility of cavitation, especially under hard acceleration, hard braking and lefts and rights (especially hard right hand turns in the GT500 I/C reservoir configuration where the inlet can be "uncovered"). That is why the main flow of coolant is through the bypass and the flow through the tank/reservoir is lower with an internal restrictor in the I/C coolant path. <<<The key is, that restrictor, so that the flow is minimized into the "air area" and the main function is for degas while the "main flow" stays away from the "air".
When the radiator/engine coolant reservoir is compared........it is on the sidelines of the coolant flow and serves for degas function and the main flow bypasses the engine coolant reservoir.
R
@Robert M agree with your comment.
This has always made me wonder if a 3X capacity tank is worth anything when your running a restrictor/bypass setup. As the main flow is bypassing the larger tank capacity and in a restrictor/bypass setup the tank just serves as a degas bottle as you have pointed out.
This has always made me wonder if a 3X capacity tank is worth anything when your running a restrictor/bypass setup. As the main flow is bypassing the larger tank capacity and in a restrictor/bypass setup the tank just serves as a degas bottle as you have pointed out.
So in the middle of a few upgrades this winter. This weekend I swapped out the stock M122 for a VMP Gen2R, upgraded to FoMoCo 52 lb/hr injectors, Kenne Bell BAP, and an AEM A/F meter. I have a VMP triple pass HE on the shelf and while I am in there with the front of the car off, I might as well upgrade to this pump so I just bought one from JEGS. It said there were 4 left in stock before I placed my order. If Davies Craig is stopping production, these might get scarce in a hurry this summer. $144 shipped seemed like a good price.
Since the 3X is actually a Roush thing, they designed it to match the oem engine reservoir for the Roush modded Mustang GT S/C applications.............on that same thought, it certainly looks good in a GT500 application also, but that small oem S/C tank would do just as well for the degas function........Heck, the 1993, 1995 and 2000 Cobra R's also had a sideline degas reservoir up high in the system and it was tiny.....I believe from a Ford Probe application?
Getting the air separated and keeping it separated is a big deal for optimal cooling.
I have a picture to add as it relates to this.......stand by.....
So in the picture below, if you put a straight line level/parallel with the track surface through the I/C reservoir as the fluid would be (or as much as it can be trying to stay level), the reservoir inlet would most likely be partially or full uncovered as all of the coolant is slammed against the left side of the tank. If this were a 2007-2012, that uncovered inlet nipple would certainly allow for much mixing of coolant and air into the S/C cooling system.......Not good for optimal cooling......
R
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