Pics of Melling potential disasters!!!!!
06-12-2007, 03:17 PM
#182
I just got the answer from Golen:
Yes we have the clearances set to work best with the High Volume pump, this is the pump that we use all of the time with the stock pan so you will be fine. If you are looking for a road race 6 qrt oil pan Canton makes one that fits the LT1 great and can use the stock pump, they are around $350 US.
You can use 10W40 oil without a problem but if you are running in real hot weather the 20W50 will be better.
So I'll buy a Canton pan if I can get one for a good price. My engine is an all forged 383 with a 9.3:1 compression ... want to add a Procharger within the next years --> big hp / tq
Should not rev over 6000 ...
Eike
Yes we have the clearances set to work best with the High Volume pump, this is the pump that we use all of the time with the stock pan so you will be fine. If you are looking for a road race 6 qrt oil pan Canton makes one that fits the LT1 great and can use the stock pump, they are around $350 US.
You can use 10W40 oil without a problem but if you are running in real hot weather the 20W50 will be better.
So I'll buy a Canton pan if I can get one for a good price. My engine is an all forged 383 with a 9.3:1 compression ... want to add a Procharger within the next years --> big hp / tq
Should not rev over 6000 ...
Eike
06-19-2007, 02:35 PM
#183
New M55hv Oil Pump W/pickup (summit)
there was a thread here the other day about cracked M55HV pumps, here is the new one i got today, it even comes with a note saying the pump has a new look due to a new housing & cover design, the changes inprove the pump on origional stock applications. but it also says....any high performance application especially those using solid motor mounts require the installation of an M select performance oil pump.....ok......what is that? and why did this one cost $85??
but you can see by the pics..this one IS better though.
here is the pic http://www.billybonesmusic.com/billsvettepage.htm
but you can see by the pics..this one IS better though.
here is the pic http://www.billybonesmusic.com/billsvettepage.htm
10-22-2007, 04:29 PM
#184
Le Mans Master
At least one recent thread brought up the matter of oil pump replacement.
Since new members have joined and some interested existing members
may not be accomplished users of the Advanced Search, I thought I'd
exhume this thread.
I see that in the interim _twisted_ created a separate thread with content
from a post by Andy Rich where Mr Rich mentions an alternative pump I do
not recall from earlier searches for a substitute - Schumann’s Oil Pumps.
Blue Grass, Iowa.
Another interseting post added to Melling thread
My vote is that the comments about the removal of the cavity and
availablility of gerotor pumps are open for some debate but I appreciate
the information about Schumann’s products.
.
Since new members have joined and some interested existing members
may not be accomplished users of the Advanced Search, I thought I'd
exhume this thread.
I see that in the interim _twisted_ created a separate thread with content
from a post by Andy Rich where Mr Rich mentions an alternative pump I do
not recall from earlier searches for a substitute - Schumann’s Oil Pumps.
Blue Grass, Iowa.
Another interseting post added to Melling thread
My vote is that the comments about the removal of the cavity and
availablility of gerotor pumps are open for some debate but I appreciate
the information about Schumann’s products.
.
12-30-2007, 04:57 PM
#186
Le Mans Master
As some new members have joined since the last post was made to
this thread, I thought I'd send it up to the top again to help extend
awareness about issues with Melling-based oil pumps.
I realize that there is a lot to read through and that a number of the
photos no longer display. However, if you are building an engine now
or if you installed a Melling-based oil pump within the past 2-3 years
and haven't already heard, then it is worth your while to plow through
this thread and the others that preceeded it.
.
this thread, I thought I'd send it up to the top again to help extend
awareness about issues with Melling-based oil pumps.
I realize that there is a lot to read through and that a number of the
photos no longer display. However, if you are building an engine now
or if you installed a Melling-based oil pump within the past 2-3 years
and haven't already heard, then it is worth your while to plow through
this thread and the others that preceeded it.
.
12-30-2007, 05:17 PM
#187
Team Owner
Member Since: Oct 2004
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St. Jude Donor '05
Im uprgrading the M55 pump to a "select" on a build going on right now, its a fsirly stout looking pump. Few extra bucks is worth piece of mind when youre beating on it. Machinist Im using says he has never seen a failure in 15 yrs and claimd the M55HV is fine. May be but just in case....One place not to cheap out.
Whatever happened to the good ol GM Z28 pumps? Are they made by Melling? (havent read the whole thread).
Big Block pumps just rob horsepower as far as Im concerned.
Whatever happened to the good ol GM Z28 pumps? Are they made by Melling? (havent read the whole thread).
Big Block pumps just rob horsepower as far as Im concerned.
12-30-2007, 07:47 PM
#188
Pro
Member Since: Jun 2007
Location: the best car on earth ,vettes are best
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hi guys,
i brought just recently from cnc motor sport a melling pump # m -10550 hv oil pump along with ARP oil pump drive shaft and ARP oil pump stud 12 point head.
i asked them if # m-10550 has had any problems at all and they said they are fine!!
so i hope i ordered the rite pump model ???
http://www.cnc-motorsports.com/produ...d=10360&ctgid=
any ideas guys please??
thanks
shae
i brought just recently from cnc motor sport a melling pump # m -10550 hv oil pump along with ARP oil pump drive shaft and ARP oil pump stud 12 point head.
i asked them if # m-10550 has had any problems at all and they said they are fine!!
so i hope i ordered the rite pump model ???
http://www.cnc-motorsports.com/produ...d=10360&ctgid=
any ideas guys please??
thanks
shae
Last edited by emo-vet; 12-30-2007 at 08:42 PM.
12-30-2007, 09:11 PM
#190
Racer
Member Since: Oct 2007
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I'd like to hear the answers/opinions of that last question!
Not 'Stupid', I'm the stupid one. I just want an answer to the question above.
Emo-vet, No offense, I've been looking for a place to use that sign!
Anyway, Ho about the pump! You All Take Care, -John
Not 'Stupid', I'm the stupid one. I just want an answer to the question above.Emo-vet, No offense, I've been looking for a place to use that sign!
Anyway, Ho about the pump! You All Take Care, -John
12-30-2007, 09:23 PM
#191
Pro
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hi john,
how are ya!
know offence taken mate r.e the sign,some times i do feel im stupid though,still learning,oh well!
can some one please answer my question please above??
thanks
shae
how are ya!
know offence taken mate r.e the sign,some times i do feel im stupid though,still learning,oh well!
can some one please answer my question please above??
thanks
shae
12-30-2007, 10:47 PM
#192
Le Mans Master
Any of the pumps in the "Select" line such as the one you have are fine. It's the "M" series pumps that make good paperweights.
12-30-2007, 11:56 PM
#193
Le Mans Master
- The Melling "M-Select" line of pumps are more desirable for performance
applications.
.
There are at least ten (10) different versions of the M-Select pumps.
It is necessary to choose the version that will be most suitable for your
application.
. - The Melling M-55, M-55A, M-55HV, M-155 and M-155HV pumps
are less desirable than the M-Select versions for performance
applications.
Originally Posted by emo-vet
I bought a Melling M-10550 HV oil pump. I asked if the M-10550 has
any problems and they said they are fine!! So I hope I ordered the
right pump model?
any problems and they said they are fine!! So I hope I ordered the
right pump model?
The 10550 is one of the M-Select pumps, it has the heavier casting
for the pump body. The details in the catalog state: "The lower
pressure spring is included to reduce pressure if desired." In other
words, this pump ships with the high pressure spring in place.
emo-vet, the 10550 is a GOOD pump. The question to be answered
by you is this - is the 10550 the RIGHT pump for your application.
- Do you need high volume?
- Do you need high oil pressure?
- Is 5/8" the right inlet size for the pick-up you intend to use for
your pan?
12-31-2007, 12:25 AM
#194
Pro
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Location: the best car on earth ,vettes are best
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hi slalom4me,
how are finally?
didnt you get my merry x-mas pm i sent you over a week and half a go,lol??
any way thanks to you and midnight85 for answering my questions!!
the reason why i thought i would need a high preasure and flow pump is im building a quite a screamer of a motor.
388 forged light weigh stroker motor with quality & design performance parts thru out and thought it would be needed just to be safe and sure you know!!
any way thank god i brought the rite decent pump then!
cheers
HAPPY NEW YEAR TO YOU GUYS!!!!
cheers
shae
how are finally?
didnt you get my merry x-mas pm i sent you over a week and half a go,lol??
any way thanks to you and midnight85 for answering my questions!!
the reason why i thought i would need a high preasure and flow pump is im building a quite a screamer of a motor.
388 forged light weigh stroker motor with quality & design performance parts thru out and thought it would be needed just to be safe and sure you know!!
any way thank god i brought the rite decent pump then!
cheers
HAPPY NEW YEAR TO YOU GUYS!!!!
cheers
shae
12-31-2007, 02:04 AM
#195
Le Mans Master
Miscellaneous thoughts about pumps
should receive stock pressure and volume.
.
A Rule-of-Thumb for SBC engines is to provide 10 PSI per 1,000 RPM.
Pumps require HP. Generating more pump pressure means that HP that
might have gone towards driving the wheels is instead consumed by
parasitic losses.
Pumps are mounted at the end of a lengthy drive system
that includes the ignition and valve-train timing mechanisms.
'Noise' at the pump (eg: bypassing, cavitation) can reflect back up
the drive system, influencing the ignition and valve events.
Pumping action heats the oil. Surplus oil volume is bypassed
back to the pump inlet (not to the pan) and oil that is repeatedly
bypassed gains heat with each trip through the pump gears.
Excessive bearing clearance and higher-than-necessary pressure
results in more oil to be pulled out of windage created by the
rotating components in the crankcase. Windage saps power and
heats the oil.
Excessive pressure and volume, combined with poor drainback
has the potential for oil to be pumped out of the sump faster
than it returns. This raises the prospect of oil starvation
occuring during sustained high speed operation.
How much pressure?
See Rule-of-Thumb.
How much volume?
Just a little more than required to achieve desired pressure.
When might pump pressure need to be increased?
When the maximum operating speed is increased. See Rule-of-Thumb.
Also, when objects are added to the circuit that increase the net
pressure drop at the bearings. Remote filters, oil coolers and their
related plumbing are examples.
When might pump volume need to be increased?
When the area of existing bleed points in the circuit are increased
and when additional bleed points are added. Increasing bearing
clearances are an example of the former, adding cam gear oiler ports
or providing lubrication to turbochargers are examples of the latter.
My vote is that stock RPM, bearing clearances and lubrication circuitPumps require HP. Generating more pump pressure means that HP that
might have gone towards driving the wheels is instead consumed by
parasitic losses.
Pumps are mounted at the end of a lengthy drive system
that includes the ignition and valve-train timing mechanisms.
'Noise' at the pump (eg: bypassing, cavitation) can reflect back up
the drive system, influencing the ignition and valve events.
Pumping action heats the oil. Surplus oil volume is bypassed
back to the pump inlet (not to the pan) and oil that is repeatedly
bypassed gains heat with each trip through the pump gears.
Excessive bearing clearance and higher-than-necessary pressure
results in more oil to be pulled out of windage created by the
rotating components in the crankcase. Windage saps power and
heats the oil.
Excessive pressure and volume, combined with poor drainback
has the potential for oil to be pumped out of the sump faster
than it returns. This raises the prospect of oil starvation
occuring during sustained high speed operation.
How much pressure?
See Rule-of-Thumb.
How much volume?
Just a little more than required to achieve desired pressure.
When might pump pressure need to be increased?
When the maximum operating speed is increased. See Rule-of-Thumb.
Also, when objects are added to the circuit that increase the net
pressure drop at the bearings. Remote filters, oil coolers and their
related plumbing are examples.
When might pump volume need to be increased?
When the area of existing bleed points in the circuit are increased
and when additional bleed points are added. Increasing bearing
clearances are an example of the former, adding cam gear oiler ports
or providing lubrication to turbochargers are examples of the latter.
should receive stock pressure and volume.
.
12-31-2007, 11:14 AM
#197
Le Mans Master
I know you are one of the several contributors who put time, effort and
money into original research for this thread as it was developing.
Personally, I doubt I'll respond further to questions I know have already
been answered. Too much chance of overlooking something that I now
take for granted but which might be important to someone just joining
the party. Fewer people looking over my shoulder to point out my
mistakes.
Read the thread, people.
.
money into original research for this thread as it was developing.
Personally, I doubt I'll respond further to questions I know have already
been answered. Too much chance of overlooking something that I now
take for granted but which might be important to someone just joining
the party. Fewer people looking over my shoulder to point out my
mistakes.
Read the thread, people.
.
12-31-2007, 12:13 PM
#198
Le Mans Master
Member Since: Aug 2005
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St. Jude Donor '06
Maybe we should also resurrect the ols thread about how the zinc was removed from the oil causing catastrophic failures on new/ rebuilt engines
01-02-2008, 03:01 PM
#199
Le Mans Master
i've just got my Melling pump
and now im scared !!!
maybe i've just got the BAD style pump !
is it no good for my L98 ?
im currently rebuilding it
and i dont want it to fail
if its really the bad one,which pump should i go with ?
thanx
here pics of my new never used pump
and now im scared !!!
maybe i've just got the BAD style pump !
is it no good for my L98 ?
im currently rebuilding it
and i dont want it to fail
if its really the bad one,which pump should i go with ?
thanx
here pics of my new never used pump
Last edited by Calderone; 01-03-2008 at 08:07 PM.
01-02-2008, 04:52 PM
#200
Burning Brakes
d***
just searched google for this pump issues....and come up with a related, but different story (hopefully no dupe)
what material are the pump gears made of?
it seems, that Melling uses powdered metal, that tends to crack and locks the pump....and not only Melling, also other manufacturers...
http://www.4m.net/archive/index.php?t-9657.html
http://speedtalk.com/forum/viewtopic...44a8b3c875d287
http://speedtalk.com/forum/viewtopic...69f83120f28c85
its slowly getting a pump nightmare...
just searched google for this pump issues....and come up with a related, but different story (hopefully no dupe)
what material are the pump gears made of?
it seems, that Melling uses powdered metal, that tends to crack and locks the pump....and not only Melling, also other manufacturers...
http://www.4m.net/archive/index.php?t-9657.html
http://speedtalk.com/forum/viewtopic...44a8b3c875d287
http://speedtalk.com/forum/viewtopic...69f83120f28c85
its slowly getting a pump nightmare...