Fabman
Dances with Racecars
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- 20+ Years
He has a race car on 315 A7's so he's generating a lot of grip.I guess that just proves the validity of the old saying "YMMV".
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He has a race car on 315 A7's so he's generating a lot of grip.I guess that just proves the validity of the old saying "YMMV".
Mine is on a CPC 5.0 (gen2 block) using a GT350 oil pump (boundary blueprinted with their new black series gear set and backplate).
I was looking to find the ARP stud part number; but its only necessary in usage with the 2018+ 5.0 or GT350 style pumps - and only necessary if you're a perfectionist or using arp studs in the mains anyways. They include a OEM stretchy stud in the kit, but if you're building an engine, you need a few of them for the various machining processes. Otherwise if its a stock bolt motor, you can just change the front main cap bolt out to the one they provide. I called ARP, gave them the application and asked for the stud they use for the oem rear standoff in their main stud kit.
Pickup tube modification work: (the rear bracket would cause the front to be off level, with the front level in the grommet, the rear was 1/2" off its mounting pad/stud)
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the triangulated mounting bracket and revised grommet mount: ($200 later on an already $300 pickup tube)
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Pan alignment issues (and you can see some of the drainback shroulding issues, this was midway into cleaning that up):
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The issues with the windage tray interfering: (note the tray is 5/8" away from where it should be centered because it can't clear the pickup tube)
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one of the 3 cuts we had to make:
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The studs:
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I had to dig back into mine immediately after install unfortunately for an adjustment on the oil pump (thankfully a minor, if not laborious problem to fix that had no impact on the engine's health), but you can see the forward stud location (and some of the pretty deburring work and ported drainback work):
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In the end, many of these issues were due to the use of a 5.2 Style pump (which has a number of advantages over the 5.0 pump, though these might all be trumped by the new GT500 pump assembly as it might be the best of both worlds). The 5.2 voodoo pump flows more, has a higher bypass threshold (the 2018+ bypass is lower) but has the weird grommet type inlet which poses challenges. Those are made worse by the overall poor quality control in the FPP pan and pickup tube pieces. I don't have pictures of the welding on the pan, but in addition to fixing the baffle plate we affixed two very large magnets in the main bay to capture metal and provide some safety should anything in there break). Also surprising they don't provide a magnetic drain plug (its a M14x1.5 for anyone looking for one) for the price. The pan rail is also pretty far from level (3-5 hundredths - pulled in via the bolts, but we had to use ARP M6x1.0 bolts as the stock bolts deform and stretch easily, and the front bolts had to correct the pan pulling away from the timing cover)
Also, its worth noting this pan and pickup are no longer recommended for GT350/flat plane applications (probably due to the poor pickup tube bracket design):
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They make a 5.0 bolt-on style tube that I have no experience with; but its 1/3 the cost and bolts on (so hopefully they bothered to align the front to rear bracket fitment).
For all the trouble and what I've paid, could have run a dry sump - or look at the GT500 pump/pan kit (and a set of Boudary's new black gears in it). The only thing I don't know about the new GT500 5.2 pump is where they have the stock bypass at (I know my pump makes 125 PSI cold before hitting the bypass), but it has a taller gearset than any coyote derivative before it, uses the bolt-on style pump attachment instead of the grommet to the pump, and has oem quality at 1/3 the price of this FP350S setup.
That said, so far so good on the FP350S setup, it works fine after all this work we've done to make it right.