Moderators: The Dark Side of Will, Series8217
The connector bodies can be a bit expensive.
UPDATE: The PA/SPS-GF20 connector is just the outside housing... the inside is a bladed connector like the OBDII connector.... whereas what mouser and TTI offer is different....
SPS-GF20 is the flavor of nylon from which the connector body is made.
draven wrote: ↑Mon Apr 15, 2019 5:17 pm Right.. that's the same one I tracked down from mouser...
I'm going to 'gently' attempt to disassemble the connector to see if the internal bit has a part number
On another note... you guys know the problems I'm having with two vendors and starting the chargeback process, one being California Clutch / ClutchNet out of South El Monte CA... I just had a fraudulent attempt of $1.00, usually a probe charge to see if its valid, on the same card I gave them out of....guess..... El Monte CA. Card is shutdown and new one on the way... but really!? Either they are crooked as the day is long or they are sloppy with their customer's data....
Awesome, just let me know the dimensions you want and tooth count and I'll make it happen.
if you want more volumetric flowrate, you would be better off running the pumps in parallel instead of series, unless the pumps can't overcome the headloss of the system. this is why you almost never see fuel pumps in series except for direct injection applications.The Dark Side of Will wrote: ↑Mon May 20, 2019 2:55 pm If ZL1 pumps are cheap and you're concerned about having enough circulation, you could put one at the engine pushing coolant forward, then one at the HEX up front pushing coolant back.
abosolutely true, I would not run a positive displacement pump for the IC. your example that is also very dependent on the size of the pipe, IIRC, using pipe of half the diameter results in something like 16 times the headloss. this also brings in NPSH requirements, two pumps in parallel can use an expansion tank to provide adequate NPSH, whereas in series at opposite ends of the vehicle, they cannot. if I were to run two pumps in series, I would prefer to run them end to end instead, then the number one pump directly supplies the number 2, and NPSH can be ensured to both pumps, and packaging is much easier.The Dark Side of Will wrote: ↑Tue May 21, 2019 8:47 am Don't forget that a centrifugal pump is not a constant displacement pump. In your example 16W pump producing 4 feet of head, but connected to an open pipe 5 feet long, flow would be 2GPM with the pipe horizontal, but zero if the pipe were pointed straight up from the pump. Thus for a long, circuitous system, flow can drop significantly vs. a shorter system, while the pump develops the same head and consumes the same power.
The big difference between AWIC systems in a front engine car vs. a Fiero is simply the length of the lines, which is an issue of head, which is why I suggested pumps in series if he's concerned about getting enough water through the system. Since the ZL1 pump is designed for the flow volume to handle the waste heat of a 650 HP supercharged (less thermally efficient) application, and he'll have a 500ish HP turbocharged (more thermally efficient) application, flow volume is not really the question.
Did you see Bloozeberry's quarter panel radiators for his Northstar/F355 replica?draven wrote: ↑Wed May 22, 2019 5:49 pm One of the first ATS-V upgrades to keep intake temps down is to replace the IC pump with a ZL1, a very good pump, but was wondering if the gains realized by the ZL1 would be lost with the additional routing imposed within the Fiero.
The Stock ATS-V has 3 (Three) A2W heat exchangers in the front...a large one in the center grille and two smaller ones flanking the larger below the headlights...
I am having thaDriver from OE rework as set of aus fiero scoops ( and subsequently I'll be opening up some of the sheet metal behind them) to significantly increase air flow into the bay...not exactly sure how to use the additional bay flow yet though:
thanks for the heads up on blooze's site.. I forgot he had done that, especially venting them into the wheel wells which allows more freedom of mounting. Not sure exactly how much room I'll have but might very well use the enhanced scoops to do just that... I'm going to 'have' to get the heat out of the bay and will still need some additional air getting in to realize it.... if anything the LF3/LF4 run rather hot at the twins and pre-cats.. Renick Performance often sees 1600 deg F there... Granted I'll be running the turbo over the F40 and only one hi-flow CAT.The Dark Side of Will wrote: ↑Thu May 23, 2019 11:28 am
Did you see Bloozeberry's quarter panel radiators for his Northstar/F355 replica?
Maybe the ATS-V center LTR goes up front in the Fiero and the side mount ones go in your quarter panel scoops.
