Y'al be careful doing this on used pumps. The bypass valve is worn in traveling the unshimmed amount and can move to a non worn in part and cause it to bind making you lose oil pressure
I think the lip that Mike removed in the pump was unnecessary. That’s where the oil pickup tube sits just beyond where the o-ring goes. Probably should have bolted on the pickup tube and marked the very small amount (if any) that needed to be removed. Also would have been nice to see how to port the pump exit orifice.
Make sure you note the top of the gerotor "gears" and put them back in the same way !! They are chamfered on the bottom only, putting them back upside down would be bad.....
@jacobvanhalteren7452 The chamfer should be down ! The gerotors are flush with the (steel) cover, the chamfer allows clearance for the inside corners that are machined into the aluminum body.
@@kennethalbert4653 So then why was it the other way when he removed it? I have the same pump and had removed them but forgot which way I took them out. Apparently, conventional wisdom is that the chamfer faces toward the flat cover because otherwise, the pump rotors would crack. At least this is what my brother explained from the KTM dealership he works at. I'm just confused don't want to put them in wrong and end up with a worn-out oil pump sending metal shards to my bearings and lifters.
@jacobvanhalteren7452 Seems the large one was chamfer up but it looks like the small one was opposite.... Maybe they had it apart already to assure it came apart easy for the video ? IDK. I port these all the time, GM and Melling, and they have the chamfer down.
why do all of that? all i did was add some washers small enough to fit in the hex plug. which was about 4 7mm or so and screwed it back on. oil pressure went from 36 to 65. done and done. cheap and easy
@@tonkatoytruck 5 or 10 psi is a unit of measure for oil pressure, it has absolutely nothing to do with the volume of oil flow. They are 2 different things. an example of flow would be gallons /per minute, liters/hour, etc. in response to the original question for other reading this comment section, all AFM and DOD LS engines will benefit from higher pressure and higher volume oil pumps. Melling makes standard pressure high volume, high pressure high volume pumps and supply them with multiple pressure springs so you can further choose what pressure you would like to run at.
@@victorjbarker Agreed, but measuring flow in an engine system is almost unheard of, but generally, higher pressures along the same flow path usually provides more volume.
although those mods won't hurt you can also put shims behind the spring help increase your oil pressure.
Y'al be careful doing this on used pumps. The bypass valve is worn in traveling the unshimmed amount and can move to a non worn in part and cause it to bind making you lose oil pressure
Why not do a complete video at one time
I think the lip that Mike removed in the pump was unnecessary. That’s where the oil pickup tube sits just beyond where the o-ring goes. Probably should have bolted on the pickup tube and marked the very small amount (if any) that needed to be removed. Also would have been nice to see how to port the pump exit orifice.
Make sure you note the top of the gerotor "gears" and put them back in the same way !! They are chamfered on the bottom only, putting them back upside down would be bad.....
He literally opened it up and the chamfer on the large gear was facing outwards. So whats the actual correct way?
@jacobvanhalteren7452 The chamfer should be down !
The gerotors are flush with the (steel) cover, the chamfer allows clearance for the inside corners that are machined into the aluminum body.
@@kennethalbert4653 So then why was it the other way when he removed it? I have the same pump and had removed them but forgot which way I took them out. Apparently, conventional wisdom is that the chamfer faces toward the flat cover because otherwise, the pump rotors would crack. At least this is what my brother explained from the KTM dealership he works at.
I'm just confused don't want to put them in wrong and end up with a worn-out oil pump sending metal shards to my bearings and lifters.
@jacobvanhalteren7452
Seems the large one was chamfer up but it looks like the small one was opposite....
Maybe they had it apart already to assure it came apart easy for the video ? IDK.
I port these all the time, GM and Melling, and they have the chamfer down.
@@kennethalbert4653 I'm just gonna call melling lol, no point guessing with it
where would I find the rest of the of this video
ua-cam.com/video/oOGoqwDw5Xw/v-deo.html
Show some of this for coyote 5.0....
No ls is clearly superior
why do all of that? all i did was add some washers small enough to fit in the hex plug. which was about 4 7mm or so and screwed it back on. oil pressure went from 36 to 65. done and done. cheap and easy
Where can you get those you're talking about?
@@johnd.dupree8614 they're basically just shims that increase the spring pressure and increasing oil pressure
Do the vvt or dod pumps pump more volume
maybe 5 or 10 psi more. Nothing crazy. Most of the engine across the line got the standard LS3 oil pump without engine managment.
@@tonkatoytruck 5 or 10 psi is a unit of measure for oil pressure, it has absolutely nothing to do with the volume of oil flow. They are 2 different things. an example of flow would be gallons /per minute, liters/hour, etc. in response to the original question for other reading this comment section, all AFM and DOD LS engines will benefit from higher pressure and higher volume oil pumps. Melling makes standard pressure high volume, high pressure high volume pumps and supply them with multiple pressure springs so you can further choose what pressure you would like to run at.
@@victorjbarker Agreed, but measuring flow in an engine system is almost unheard of, but generally, higher pressures along the same flow path usually provides more volume.
This is BS