I will check that out. Regardless I am going to buy the new pump first so that if that isn't the issue I have a new one to install and don't have to do this twice.

 

With your theory then a single pass, intercooler upgrade and higher gpm pump would be even more efficient.

 

I was talking to a guy that ran a m62 up to 20,000 rpms on a load generator the blower did not get stupid hot you could keep your hand on it while it was running

that's how the last one I had apart was

 

To find out if it will make a difference in recovery time you need to know air flow to and away from the heat exchanger, as well as the surface area of the heat exchanger. The overall heat removal process is more complected than simply the pump flow. If the pump flow isnt the limiting step then it doesnt matter.

 

Okay, I understand that. All I can really do is find out surface area of my heat exchangers though. So all and all I will only find out if my temps are better based on logs and personal feelings basically? Since I can't measure air flow....

 

Just a side thought, sure the coolant wont heat up as fast being in the laminovas not as long but it also might not cool as well being in the heat exchanger less time too

 

yup and that is where capacity comes in or other things

 

All of these are great points. I wish I could do more technical testing, but I can't. I plan to buy the Mercedes pump and pig tail and popping it in. It seems it will flow 1gpm more, but I've also been reading it's a more stout pump. If anything, hopefully it lasts longer and doesn't end up cooling less. I have HPT and I can do log comparisons, but sadly it will all be personal opinions and no real scientific proof.

(The Benz pump is actually cheaper)

 

That's really irrelevant. . Compressed air gets hot.. but, that pretty neat! If you take a laser thermometer and stick it up your nose you can generate 120+° temps. Oh, and you can put your hand on my nose while I do it ;-)

 

Mr.b is correct too. You will need volume. The griffin will definitely be the one to go with, using the Benz pump.

 

I have an OEM heat exchanger and cx fmhe. Switching to the ZZP or griffin would be great, but I'm also planning on selling this car for a LNF so I won't be buying a big ticket item like that.

 

this thread is about lowering iat2 so actually its not irrelevant if you think why

 

Apparently this 010 Bosch upgrade is also used in the supercharged Dodge applications. Hopefully the Dodge dealership can get me the pig tail for the pump from a SRT6.

 

Where are you getting the pigtail from? also be sure to post whether the inlet and outlet is bigger because it looks to be the case. as well as if it fits where our stock unit goes. i'm in for this because i need a new pump and wouild like it to be my last. i'm on a zzp stealth and ottp fmhe as well.

 

THe charts you provided definately seem to support the theory that the bosch pump will be an effective upgrade, will it actually make a difference is the question. In combination with a larger heat exchanger, dual pass and option b I think yes there would be a noticeable difference as the stock pump was designed to work exclusively with the stock heat exchanger.

 

I posted the pump blueprints in the first post.

The new pump has inlets and outlets about 1mm larger and they should fit. The Benz guys use 3/4" hose like we do.

As for the pig tail, I am scouring for it as both Benz and Dodge only sell it as part of the car's engine harness.

 

Oh, gotcha!

 

Check out some online Euro parts suppliers, i'm sure they might have one.

 

I doubt gm had bosch design a pump specifically for our H.E. system they more then likely said this off the shelf part is close enough

 

I never said GM had bosch design a pump for them, merely that the intercooling system is designed with the specs of that particular pump in mind. When you start changing the system it might not be as efficient as it is when it is stock, therefore there might be some extra to be gained by increasing the size of the pump when you increase the size and density of the heat exchanger.

 

close enough

 

I would bet this also. They probably calc'd the flow needed and restrictions for a stock set up, maybe their Stage 1 (I honestly do not know the lsj GM Stage release/development time line) and this pump flowed corrected at the given back pressure.

 

My best friend has been using the Johnson CM30 pump in his cobalt for 4-5 years, probably longer. It's been so long honestly can't remember when it was installed. Been a great pump. Not a single issue and temps have been great on his 2.5 and 2.4 pullied M62. All he has is dual pass, opt b and spacers.

 

I wanna know how a 2.4 pulley m62 survived that many years ^

 

Not driven much?

Problem with the CM30, while it is a better built pump, is that its head pressure is less than OEM even though it does flow more GPM unrestricted. Mercedes Benz guys were using that as the go to option for the 002 replacement until more date came out about how it flowed restricted. Then the 010 was released and it is the go to pump for them all.