water pump gallons
Team Owner
Joined: Apr 1999
Posts: 21,953
Likes: 1,445
From: Reno Nevada
2024 C3 of the Year Finalist- Modified
Don't quote me because I tried finding sites to backup what i'm posting.
Stock SBC pump on our vettes was @ 38 gpm.
The aftermarket iron high flow pumps are just remanufactured pumps with a larger impeller. @ 50 - 55 gpm.
The problem with any water pump is the RPM "Window" where they operate the best and without going into higher rpm cavitation. Typical pulley setup gears the water pump to exceed the motor rpm. Bigger pulley on the crank than the water pump.
Some where around 6200 motor rpm stock and iron high flow pump go into cavitation that is over 8000 water pump rpm.
One of my motors has Weiand Team G aluminum pump and the other has a Stewart Stage 3. These pumps are rated @ 140 GPM in perfect world of no restriction like the thermostat and a high flow 4 core racing aluminum radiator.
The problem with these pumps is: the RPM "Window" the racing impeller pumps next to nothing below 2000 motor rpm with stock sized pulley ratios. They are made to operate at 4000 - 9200 rpm just like the race car that they are put in.
So slow speed around town just overheated my motors until I went to a 33% overdriven water pump pulley setup.
What Mr. Ward failed to bring up is that HP = heat and when you start exceeding 550 hp the stock pump or even the high flow just isn't going to do it even if you underdrive the pump to keep it out of high rpm cavitation.
Most of the road race cars I work on use flow restrictors instead of a thermostat. It becomes a fine line of how much to restrict the flow vs coolant temp under racing conditions.
My Vette uses a 190 Stant high flow thermostat with about eight 1/8th holes drilled in the outer ring so even if the stat is shut i still have some flow
http://www.stewartcomponents.com/tec...ech_Tips_6.htm
Stock SBC pump on our vettes was @ 38 gpm.
The aftermarket iron high flow pumps are just remanufactured pumps with a larger impeller. @ 50 - 55 gpm.
The problem with any water pump is the RPM "Window" where they operate the best and without going into higher rpm cavitation. Typical pulley setup gears the water pump to exceed the motor rpm. Bigger pulley on the crank than the water pump.
Some where around 6200 motor rpm stock and iron high flow pump go into cavitation that is over 8000 water pump rpm.
One of my motors has Weiand Team G aluminum pump and the other has a Stewart Stage 3. These pumps are rated @ 140 GPM in perfect world of no restriction like the thermostat and a high flow 4 core racing aluminum radiator.
The problem with these pumps is: the RPM "Window" the racing impeller pumps next to nothing below 2000 motor rpm with stock sized pulley ratios. They are made to operate at 4000 - 9200 rpm just like the race car that they are put in.
So slow speed around town just overheated my motors until I went to a 33% overdriven water pump pulley setup.
What Mr. Ward failed to bring up is that HP = heat and when you start exceeding 550 hp the stock pump or even the high flow just isn't going to do it even if you underdrive the pump to keep it out of high rpm cavitation.
Most of the road race cars I work on use flow restrictors instead of a thermostat. It becomes a fine line of how much to restrict the flow vs coolant temp under racing conditions.
My Vette uses a 190 Stant high flow thermostat with about eight 1/8th holes drilled in the outer ring so even if the stat is shut i still have some flow
http://www.stewartcomponents.com/tec...ech_Tips_6.htm
