This is copied from patooyee from pirate, I thought it was really good tech.
patooyee said:
First of all, this is going to be LONG. If you don’t like me, my obsession with tech, think I am a post whore, or are just illiterate and don’t like to read, just stop. NO ONE IS FORCING YOU TO READ THIS so you only have yourself to blame if you do so.
Many people I know seem to have PS Pump issues. Whether they lack steering power, steering speed, or pump longevity, we are seldom completely happy. Oftentimes improvements in one aspect result in worsening another. This has been my case for many years. I have used stock OEM pumps that seem to last a long time but don’t have the power or speed that I want. I have purchased many aftermarket pumps that claim to solve my issues with the OEM units, some of which have. But it seems like they come with a reduced lifespan in exchange. As of the writing of this article I have in my shop 3 aftermarket “P” style pumps, 3 OEM “P” pumps, 2 “CB” style pumps and a “TC” style pump. Long ago I vowed to stop spending money on aftermarket pumps that will supposedly solve my issues until I learn more about them. Questions flow through my head that must be answered such as:
What are the differences between the 3 popular styles of pumps?
Which style is most suited to our needs?
What is causing the demise of my pumps?
What are the aftermarket manufacturers doing to gain performance?
Can I perform modifications on my own to improve performance similar to what the aftermarket companies do?
Not all of these questions have I answered yet. But I am on my way to gaining the knowledge required to do so and I figured I would share what I know so far and see if people can give me some more input. Ls1toyota is also interested in this issue and has been working with me on this.
This thread will focus on the internal workings of the vane pumping mechanisms themselves and not so much the valving that exists inside the pump. To learn more about that you can see this thread: http://www.pirate4x4.com/forum/showthread.php?t=970103
I’ve always found that truly understanding the way something works means starting at the most elemental beginning and following it forth from there. So that is what I decided to do with a TC, CB, and 2 P style pumps. I will show you disassembled pics of all 4 pumps’ internals and follow the path of fluid from inlet to outlet. I will start with the TC, move onto the CB and end with the two P-Pumps. One will be a stock pump while the other will be an aftermarket unit. Names of manufacturers will not be mentioned as it is not the intent of this thread to give away any one specific company’s secrets or rag on any of them. I merely seek to gain more knowledge by sharing what I have with others.
In all of these photos, yellow indicates low pressure intake flow from reservoir to pump. Red indicates high pressure flow. Pink indicates valving pilot flow. To learn more about valving see the above linked thread.
Many people I know seem to have PS Pump issues. Whether they lack steering power, steering speed, or pump longevity, we are seldom completely happy. Oftentimes improvements in one aspect result in worsening another. This has been my case for many years. I have used stock OEM pumps that seem to last a long time but don’t have the power or speed that I want. I have purchased many aftermarket pumps that claim to solve my issues with the OEM units, some of which have. But it seems like they come with a reduced lifespan in exchange. As of the writing of this article I have in my shop 3 aftermarket “P” style pumps, 3 OEM “P” pumps, 2 “CB” style pumps and a “TC” style pump. Long ago I vowed to stop spending money on aftermarket pumps that will supposedly solve my issues until I learn more about them. Questions flow through my head that must be answered such as:
What are the differences between the 3 popular styles of pumps?
Which style is most suited to our needs?
What is causing the demise of my pumps?
What are the aftermarket manufacturers doing to gain performance?
Can I perform modifications on my own to improve performance similar to what the aftermarket companies do?
Not all of these questions have I answered yet. But I am on my way to gaining the knowledge required to do so and I figured I would share what I know so far and see if people can give me some more input. Ls1toyota is also interested in this issue and has been working with me on this.
This thread will focus on the internal workings of the vane pumping mechanisms themselves and not so much the valving that exists inside the pump. To learn more about that you can see this thread: http://www.pirate4x4.com/forum/showthread.php?t=970103
I’ve always found that truly understanding the way something works means starting at the most elemental beginning and following it forth from there. So that is what I decided to do with a TC, CB, and 2 P style pumps. I will show you disassembled pics of all 4 pumps’ internals and follow the path of fluid from inlet to outlet. I will start with the TC, move onto the CB and end with the two P-Pumps. One will be a stock pump while the other will be an aftermarket unit. Names of manufacturers will not be mentioned as it is not the intent of this thread to give away any one specific company’s secrets or rag on any of them. I merely seek to gain more knowledge by sharing what I have with others.
In all of these photos, yellow indicates low pressure intake flow from reservoir to pump. Red indicates high pressure flow. Pink indicates valving pilot flow. To learn more about valving see the above linked thread.