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I am developing a completely different fuel system for my supercharger project (only reusing the hard line along the passenger side of the chassis), and one of the bits I needed was a tank strainer. Since I am using an updated pump with different fittings than stock, I wanted to have some options when it came to various fitting sizes. Also, with the tanks and inserts showing their age, I wanted to be able to install a fitting in the tank that will never have to be removed,even when servicing an in-tank filter element. In the event that a tank bung is damaged, the adapter bushing can be installed with epoxy, as it will never need to be removed for servicing any other parts. It is also compatible with the new repair insert Richard recently made.
I designed an adapter bushing that converts the later M37x1.5 threaded port to a more common -12ORB female port. This can be used with any -12ORB male fitting for using an external filter, or just to convert to any fitting size. Alternatively, XRP has an in-line filter selection, where the screening side used the -12ORB format. These filters are available in many mesh sizes and outlet fittings. As shown is a 120mesh and -8AN outlet. They even have male metric thread options as standard.
This is just another solution for some plumbing issues solved by others in the past, like Murf with is 044 pump installation kit. I hope to make more of these if others need them for their project.
What’s the benefit over drilling out a stock strainer, tapping it for a -10AN or so fitting, and running a hose or a manifold from that? That kind of modified strainer part handles the flow demand of two Bosch 044s without the pumps cavitating.
What’s the benefit over drilling out a stock strainer, tapping it for a -10AN or so fitting, and running a hose or a manifold from that? That kind of modified strainer part handles the flow demand of two Bosch 044s without the pumps cavitating.
That does not solve the problem of having to remove the fitting from the factory tank bung insert, which is prone to separation from the polypropylene tank body. Any time you service a factory strainer, you run the risk of spinning that inner sleeve out and causing a leak. This interface is "permanently" installed in the tank, so new fittings will thread in and out of it, which can be counter-held, so there are no further pressures placed on the knurled steel tank bung insert. It also does not lock you to any specific standard, filter... etc.
If one of our sponsoring vendors was to show interest in this product, I would make it available as a complete fuel pump upgrade assembly, and supply a PTFE or PA hose between the strainer and pump connection with o-ring style quick-connect to reduce the possibility of installation issues and make serviceability faster. I personally don't want any hose clamped fittings with my name associated... However, that is exactly why I designed it the way I did, a hose nipple fitting could just as easily be installed.
That does not solve the problem of having to remove the fitting from the factory tank bung insert, which is prone to separation from the polypropylene tank body. Any time you service a factory strainer, you run the risk of spinning that inner sleeve out and causing a leak. This interface is "permanently" installed in the tank, so new fittings will thread in and out of it, which can be counter-held, so there are no further pressures placed on the knurled steel tank bung insert. It also does not lock you to any specific standard, filter... etc.
If one of our sponsoring vendors was to show interest in this product, I would make it available as a complete fuel pump upgrade assembly, and supply a PTFE or PA hose between the strainer and pump connection with o-ring style quick-connect to reduce the possibility of installation issues and make serviceability faster. I personally don't want any hose clamped fittings with my name associated... However, that is exactly why I designed it the way I did, a hose nipple fitting could just as easily be installed.
Ok so this about maintenance reliability and not flow capacity. Now I understand.
Great job Hans. I'm sure I'll need one of those someday. I'm still running the double pump setup though. Is there or will there be an updated tank fitting for that setup too?
Ok so this about maintenance reliability and not flow capacity. Now I understand.
Correct. Oddly enough, those tiny little strainers were designed with an 044 pump in mind by XRP, but as with any smaller filtration area, they will need to be inspected more often. There is a very strong core under the mesh sock, so it will not crush.
In a severe application, like say a 1000HP turbo build, I would use an external pre-pump filter and a -10 or larger fluid connection between the tank, filter, and pump. Since this bung allows fluid connection up-to -12, it has most of the bases covered from a stock GPH application, to insane GPM consumption levels, while also solving the insert rotation issue.
I personally just don't like hose clamped fittings, so this also serves as a warm-and-fuzzy maker for me as well. Give me o-rings at all fluid interfaces, remove hose biting clamps, and I am a much more comfortable guy.
The stock strainer flows a ton, at least enough for two 044 pumps against standard fuel pressure regulator. The stock fuel lines become a restriction before the stock strainer. If one has a pump controller that controls pump speed or some other mechanism that turns on the second pump on demand, then one can retain the stock return line and only the pressure line has to be changed.
It’s easy to boil the gas in a high powered 928 when the gas tank is relatively empty.
07-11-2019, 02:14 PM
Alternative fuel strainer and fitting
