wow it took you that long to get to it rewired? ditto on working fine...we tried these big pumps back in 04, (same with the fuel pump saga) and concluded that it wasnt worth the $ and the effort...so many folks on this forum have damaged their cores doing a DYI dual pass install, and not doing the basics right, and then tuning their engines into oblivion, you have to applaud Sharkey for wanting to measure what he has done. He doesnt know what has gone on before, and there will always be a bunch of reinvention in the diy world.. Maybe zoomer is gonna lead that re-invention charge...

 

apply for a job you can run zzp canadian corporation.

 

so figure 600 hours a year, so having a pump fail once every year and a half to 2 years is acceptable??? as far as i know my 2nd pump was new, gm replaced it under warrenty.

so what will it flow in an lsj intercooler system???

 

he doesnt know. The cost of doing serious accurate repeatable cooling measurement work is considerable. So most folks will guess or invent numbers

 

Depends on the voltage to the pump and how you have the IC system setup. All the centrifugal pumps flow more with higher voltage and they all flow less with restriction. Without the dual pass, the stock IC is pretty restrictive. I would guess the Mezeire to flow similar to the stock pump in OEM and dual pass configs. I'll see if I have my old notes and get specifics posted if I can find em.

True most people will invent #'s. Last I asked about the stock pump here no one had answers so I took a day to flow test it in various configurations simply for the sake of bringing the information to this community.

 

stcck pump is 5 gph nominal...

 

Did you read the ZZP tech articles posted in this thread before making your post?
I have no idea why people tell me I shouldn't be posting and accept posts like above...

OK, I have an update. I dug around and discovered that we still have new inventory of the Meziere pumps. If there's interest I can flow test it for a comparison to the Bosch pump article I did. This is if I can't my find old notes on it and the other pumps (still looking for that notebook) AND, I found a defective Bosch pump from a customer's car we replaced a pump on. Again if there is interest I could do a tutorial on how to fix the pumps or maybe offer refurb ones on an exchange basis or offer to repair them for people. I'll have to inspect the brushes on this unit which I believe was off of an 05 to see if it's still got life left.

 

GM technical data. You may doubt it, and its popular world wide to cast a shadow on a corporation that is struggling right now, but even you cannot deny that GM engineering expertise is probably superior to your credentials and that of ZZP . I have not any confidence in your "technical articles"; I would rather read a GM shop manual for A body cars... but i did check your article, you do the math. Why would you be crapping on my statement " 5 gph nominal"that within standard test error is supported by your quasi- technical data. You say: " 8 gpm unrestricted /4.5 gph restricted /6.5 gph dual pass". I said 5 gph NOMINAL. So?
Good for Sharkey for trying to do better and asking good questions. An honest hardworking forum member lovin' his 'balt and working on it on his own time.

Your silly nitpicking puff your chest out run forum members down arrogant technocrap = Zoomer. ZZP Fail.Go broke fast.

 

win.

 

ah yes, it's so arrogant to actually test products and publish the findings. shame on me, I should show humility and not post. If I do post I should make sure it is totally non technical as to not come across as arrogant. Next time I'll post "It flows like mad" and then "FTW" after a pic of the pump.
You're post was "5 GPM" which means nothing. It doesn't give any useful information what-so-ever about the pump. I think you are being a little arrogant posting up something like that after I took a day to test pumps though. You're statement doesn't give a range, talk about voltage, restriction or anything. It confuses people because members here already don't understand how pumps work. As shown in this thread, a lot of people think a pump flows what it's rated at independent of voltage or restriction. So you are making people dumber when you post "5gpm" because the audience has to decide what is factual and what is not. If we all just start posting random numbers, no one learns. Then people buy parts they don't need, make their cars less reliable and slower.

Is that your goal? to keep the community slow and unreliable? Personally I'm trying to give much needed information to help people out. What are you trying to do?

 

you do realize Zoomer that the person that wants to "keep the community slow and unreliable?" builds race cars for GM for a living. He wasn't argueing with you for arguements sake, he was sharing information that the pumps nominal output is 5gpm, which you yourself essentially agreed with via your flow test numbers.

Sharkey didn't create a thread to disagree with you, he tried something, and is being truly innovative for the community. It's people like him that go out and actually do things to progress the community. You can say all you want about test numbers, but in the end they're just that, test numbers. What he is doing will show real world results, on a car that is daily driven and abused like the rest. Not a "test" car. His results from the street will be more accurate than any flowbench results.

 

my only thought out of all this agruing is that 5 months ago when i had the thread asking what other options there was out there and asking what people have tried. if this pump is no good, why didnt you step up then and tell me???

for the record i did come across another pump last night that may be easier to install and has increased flow, and thats the bosche pump off a ford GT. according to the guys on modular ford it flows about 2gph more. just thought id share that info.

no more numbers yet, my clutch switch seems to have died, setting a p0833 and moving the rev limiter to 5000rpm. hoping it just needs an adjustment.

 

Good info. Sorry about not responding to your thread 5 months ago. I didn't see it.

 

for some bad news...

to anyone doing a dual pass, when it says to be extremly careful with the laminova, be extremly careful. i ended up damaging one of my cores and its leaking coolant past the o-ring into the manifold. im attempting to fix it, however im still looking for another core.

as for good news: the little bit of driving i have done under boost is very promising. i did a pull from a stop up to middle of 3rd. temps dropped when i stepped on it, and slowly started climbing. ambient was around 60*, iat2 before pull was 85, it dropped to 80 then climbed back up to 87. im pretty happy, it used to just climb and climb.

 

wow how do u keep it at 87 wouldnt the constant strain on the blower make it rise slowly???mine will get to about 125 after a long hard pull.

 

it was at 87 when i let off, like i said, it was 1st to about half way through 3rd.

 

You live in Kentucky, he lives in Canada and it's winter. But I caution looking into the results too far. If ambient is 60 deg, the IAT is 80 during normal driving and doesn't pass 87 under a long pull, then something is amiss. This is exactly why a test bench in a controlled invironment can be a better determination of a subsystem's performance.

When we did IC core testing, the water was normally warmed up about 10 deg on exit. This is going to vary based on flow, and many other things. This testing was also done on a different style of core. However, my point is that the gains/losses from pump GPH are VERY hard to determine without precise measuring equipment because the difference between even something as large as 4 or 8 GPM would be quite small.

http://www.zzperformance.com/cobalt_...=993&catid=178

 

I bought mine used with 50k on it - the first thing I did after registering on RLF was get the pump rewired, and it hasn't failed since.

 

i did that pull after a 45 minute drive home from work, and some sitting in traffic. my iat used to hover around 85 during these conditions, but when i stepped on it it would just start climbing and climbing.

it is quite possible that any gains i have seen are just from the dual pass/ option b combo.

 

nice numbers

I had planned on a dual pass with this setup as well, so, it looks to be promising if you were only 27 above amb after a pull

I'm still curious to see if ZZP is going to come back with some numbers though

 

yea as am i. but in the meantime, im going to put my car back together

 

i was going to post a new thread but it seams i may get the answer here. (sorry for thread jacking} so i have a dry ice box for my s/c coolant and i would like to keep an eye on the water temp, i have a choice between a gauge that reads 70-210 for $59.95 or one that reads 0-300 for $99.99 (money is tight now) my question is what temp does the s/c coolant get to under cruzing speeds in the winter?

 

doesnt really get much over ambient. i dont really see much of a point in monitoring the intercooler coolant temp, its much more usefull to just moniter your iat2 as thats what your really concerned with.

 

i got that covered the issue is i havea aem wide band that doesnt fit in the auto meter gauge pod and now i have an extra hole and figured that would be different to see s/c coolant temp when dry ice or ice is in there

 

This isn't coolant temp... this is the I/C fluid temps... or IAT2 temperatures!