Duramax Diesels Forum Truck of the Week
  #61  
Old 05-18-2017, 09:14 AM
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Nice work.

So basically Melling does the same mod with these pumps that they've done to make HV SBC pumps for past 30yrs. Change the relief spring. Putting a shim in a stock pump should yield similar results.

Now what thickness shim has everyone used to achieve a safe bypass pressure? We didn't mess with the spring on our modified LML pumps. Got me wondering what they actually bypass at..
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  #62  
Old 05-18-2017, 10:22 AM
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I exceed that easily with fresh bearings.. at 70-75 psi at 2100 RPM.....
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  #63  
Old 05-19-2017, 06:25 AM
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The more I have learned over the past few years about lubrication, bearings, and the like, I have come to agree even more with Rob Codden's method he used in the El Camino of oil supply to the turbo(s) that is: keep it separate and equipment-specific in design. It seems like so much extra work at first to do this, but in the end, it can really save a lot of headache and tail-chasing. The more complicated you make any hydraulic circuit, with several critical sites needing a specific lube rate, the smaller you shrink your margin for error.

just my .02 cents.

P.S. Pertaining to the LML oil pumps, I still prefer them over any other stock-style pumps on the market, and have had great results with them.
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  #64  
Old 05-19-2017, 07:08 AM
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The lml pump is far better than the previous versions. I would only use that if I was using a stock pump. Otherwise I would use a Melling pump.


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  #65  
Old 05-19-2017, 07:08 AM
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Quote:
Originally Posted by kidturbo View Post
Here is a couple pics I found of an LML pump apart. On left LML gear, notice the longer shaft.

Also the pump clearance to front cover wasn't main reason we machined housing. Could have just notched the cover. After thinking we had it whipped, the LB7 cam gear we used hit pump on final assembly if I remember correctly. Will post a pic of housing machine area if I can find one.
If you have any more pics or info I want to to try and make one fit. My pan is already machined for a girdle so didn't want to start over with a new front cover/upper pan.

Anyone have any info on the Empire performance pump it's spendy $399 but if it's a machined LML pump I might just save my time cutting and carving to make a new one fit but I'm kinda thinking it's got a new spring in a stock 10 back replacement pump.
Thanks
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  #66  
Old 05-19-2017, 07:23 AM
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Think I know where to find ya a few, by Sunday. The machine shop cost was under a hundo, even cutting the shaft twice..

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  #67  
Old 05-19-2017, 11:20 AM
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Subed


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  #68  
Old 05-19-2017, 03:31 PM
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Found a couple pics of the keyed gear mod with shortened shaft we did first. But if I recall correctly, we had to shorten it further to clear the cover.

I'll have to hit Dustin up for photos of the shaved pump case. I just pushed until it fit. He actually did all the grunt work on this one..
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  #69  
Old 05-21-2017, 12:45 PM
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Located these of finished product. Dustin said we cut about 0.190" in the area you can see under reluctor ring. That is on suction side of pump, so shouldn't be an issues with pressure related failure. We used LB7 cam gears with LBZ/LMM reluctor rings. Cam reluctor needed a slight mod on mounting holes I recall.

You can also see the final pump gear and shaft length. And last pic is area of upper oil pan that needs trimmed out.

Hope that helps..



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  #70  
Old 05-21-2017, 04:44 PM
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Awesome thanks for the pics Did you guys run this engine yet?
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  #71  
Old 05-21-2017, 06:49 PM
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Gear sizes on the lbz/lmm oem pumps
12.8-12.9mm thick
51.5mm is biggest OD..
9 teeth
so true OD 52-53mm?

316 pump
OD and teeth count same as LBZ/LMM
Thickness 13.0-13.1mm

Thickness was taken at multiple spots around the gear since they are both worn both near shaft and tooth end of the gear.
Shaft for both was ranged 19.8-19.9mm
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mispeeling wrods n a thraed nere u
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Quote:
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  #72  
Old 05-21-2017, 10:19 PM
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I haven't fired them up yet. Picked up the second engine tonight and grabbed you a few more pictures.



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  #73  
Old 05-22-2017, 07:08 PM
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Thanks, did you guys machine the block side of the pump also (back)? Also will the old pickup still bolt up to the LML pump?
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04 LB7 ECSB down with a cracked piston, build in progress- Wagler narrowed Rods, Callies billet crank, Mahle Race Cast pistons, Randy's Girdle, Wagler/Callies Stage 1 alterfire cam, Exergy 100% SAC's, 2 CP3's, S475/Stock twins.
2010 LMM CCLB-Tuning/Exhaust
2015 LML Cab and chassis- Tuning/Exhaust

Last edited by rcr1978; 05-22-2017 at 07:13 PM.
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  #74  
Old 05-22-2017, 07:11 PM
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Quote:
Originally Posted by malibu795 View Post
Gear sizes on the lbz/lmm oem pumps
12.8-12.9mm thick
51.5mm is biggest OD..
9 teeth
so true OD 52-53mm?

316 pump
OD and teeth count same as LBZ/LMM
Thickness 13.0-13.1mm

Thickness was taken at multiple spots around the gear since they are both worn both near shaft and tooth end of the gear.
Shaft for both was ranged 19.8-19.9mm
Thanks, the diameter on my pumps was the same @ 52mm some reason I put 26mm on the post
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04 LB7 ECSB down with a cracked piston, build in progress- Wagler narrowed Rods, Callies billet crank, Mahle Race Cast pistons, Randy's Girdle, Wagler/Callies Stage 1 alterfire cam, Exergy 100% SAC's, 2 CP3's, S475/Stock twins.
2010 LMM CCLB-Tuning/Exhaust
2015 LML Cab and chassis- Tuning/Exhaust
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  #75  
Old 05-22-2017, 10:22 PM
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Quote:
Originally Posted by rcr1978 View Post
Thanks, did you guys machine the block side of the pump also (back)? Also will the old pickup still bolt up to the LML pump?
No, block side remains stock to keep gear tooth alignment. GM pushed everthing else out to fit the pump. Pick up tube is now round and much larger on lml than older models.



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