*** Oil pump worth the upgrade along with lockouts. ***

[MountainMichael]

edit: Too wordy. Deleted some fluff.

Just wanted to say THANKS! to the OP of course and to various contributors to this thread.

I'd read that supercharged s197's tend to blow up the PM oil pump "gears" or gerotors. So "Shark" sat all winter with my anxiety slowly building.

I finally decided to get ahead of this problem and spent the (surprisingly substantial) bucks to upgrade the oil pump and gears to TSS so it won't just fly apart at some point and destroy a perfectly good engine. While I was at it, I installed the Comp Cams VCT limiters.

Important tips from this thread - primarily - but some others like it saved me from some costly pitfalls.

I started Shark 2 days ago and things are working great. The TSS billet gears blueprinted as an asy with the FRPP housing are delivering 90 psi (yikes) at cold start up and 34 psi at very hot idle. Success!

Thanks!

 

[MountainMichael]

By the way, just a plug here...

GIJoe set me up with an 8-rib blower drive conversion and that thing sure has worked stone cold reliable! Haven't lost a belt yet and blower boost comes up ridiculously fast!

Hadta' say. Great product!

MM

 

[SherrodMustang]

Just wanted to say THANKS! to the OP of course and to various contributors to this thread.

My car; "Shark" is a super low miles 2006 Mustang GT that was Whipple supercharged from mile 1.

I bought this super nice windveil blue 'stang at 19,500 miles and updated her with the Whipple intercooler kit. That was quite a saga and has been covered elsewhere regarding all the parts defects, etc.

Anyway, I'd read that supercharged s197's tend to blow up the PM oil pump "gears" or gerotors. A contributor in the windveil blue forum who had blown up various iterations of his engine contacted me and advised that the PM oil pump "gears" would blow up and destroy this engine long before the PM rods would let go. This is one of those guys who comes across rock solid and backs up everything he says with facts.

So "Shark" sat all winter with my anxiety slowly building.

I finally decided to spend the obscene bucks to upgrade the oil pump and gears to something that won't just fly apart for fun. While I was at it, I installed the Comp Cams VCT limiters and had my excellent tuner, Eric Brooks, do a modified tune for that change.

I'm a bit crippled; long story; but I'm a former certified master mechanic among other things.. so I took on the job. I think it is supposed to be a 19 hour job per Ford, but it took me a couple of weeks. I'll save the excuses.

Anyway, this thread - primarily - but some others like it saved me from some deadly pitfalls.

I started Shark 2 days ago and things are working great. The TSS billet gears and blueprinted pump are delivering 90 psi (yikes) at cold start up and 34 psi at hot idle oil pressure.

During the procedure, I found labels which suggest the engine was a 2008 replacement engine installed in 2009. Accordingly, the timing chain guide wear was almost zero. I still replaced everything with updated guides and arms and earlier model iron hydraulic tensioners.

I can provide pics on request as there have been a lot. Still, mainly, I'm very glad that the stock lame oil pump was still pristine. In other words, once a stock pump has self destructed, the engine is toast. So I was glad to see that the stocker in Shark had not blown up yet.

And, I'm entirely thankful for THIS thread and others like it that I'd found and printed in advance.

I had a "manual" constructed for this job that was over an inch thick! I read it twice in advance and followed it closely during the procedure(s).

Shark won't keep up with some of the truly wicked 'stangs we see in here and that's ok. On the other hand, for tired/bucolic Walsenburg Colorado where I live, the car is impossibly fast and terribly fun.

I'd tried participating in the WVB website but alas, I wasn't a good fit there. I have some opinions on why but won't bother you with that crap.

Anyway, the car is working great and I credit this thread especially with why that happened. Some other info came from other threads, but it was mainly this one that got me motivated and gave me great direction.

Ole' 'sharksky' mainly just wants to eat tires... and eat them she will.

As an afterthought, I also installed some Roush rear lowering springs and she sure is sitting very nice now!

Sincerely, thank you very much to the s197 forum for being an excellent knowledge base!

Kind regards,

Michael Shuey
(various certs that don't matter 'cause I'm retired now)

By the way, just a plug here...

GIJoe set me up with an 8-rib blower drive conversion and that thing sure has worked stone cold reliable! Haven't lost a belt yet and blower boost comes up ridiculously fast!

Hadta' say. Great product!

MM

Glad you got some use from this thread and it helped with some decisions that you made with your car. S197Forum is a great site with ton of information and great members with alot knowledge and experience! I myself have gain a ton of knowledge and made alot of good friends from this site.

GIJoe makes great stuff and is really good guy. He lives about 10 miles or so from me and is always willing to help when needed. Would recommend his products to anybody!

 

[Dillon Dollar]

can anyone give me a link to where i can find the billet oil pump gears

 

[stkjock]

TSS - Triangle Speed Shop

 

[Dillon Dollar]

TSS - Triangle Speed Shop

Thanks

 

[MountainMichael]

TSS contact info

TSS - Triangle Speed Shop

Yup - and they're located in Orange, Texas. I think they are mainly set up for phone orders so no link per se; just their main website with info.

trianglespeedshop dot com

For your planning, this may or may not occur: It took a couple of weeks from order to delivery when I ordered. I don't have a problem with that; I just made sure to order right away when I was obtaining the other parts.

MM

 

[MountainMichael]

Some cleanup I did; TSS oil pump asy

As mentioned awhile ago above, I'd ordered the TSS billet oil pump gears and had them assemble it with an FRPP oil pump housing they provided.

Some minor cleanup I did; used cool JDM oil pump vid to assist:

I took the pump asy apart to check things out, measure, did some better cleaning, a bit more very light deburring on some edges of the gerotors. There was one small ding on a rotor lobe edge; stoned that off easily.

Bypass plunger was a little sticky with maybe some very small burs; probably no problem but I worked it in anyway til it was totally smooth. That's FRPP's baby, though. Same with pump cover not being very flat; easily solved and a common FRPP issue from reading the threads here.

I think none of the above was really necessary; it would've run fine as shipped IMO.

The finish quality of the gears and clearances were excellent by today's standards, IMHO. Way better than I've seen from Melling lately. WHAT has happened to Melling quality?? Topic for another thread, I guess.

I've read that clearances with TSS billet gerotors could be kinda' loose way back when, but these fit each other and this housing nicely.

mm