The MITUSA's are what we carry, Opie of Intelligent Enginering Is the designer of the pump and Came up with the RASP years ago and that was tied into with DTT as he USE to make hard parts for them and they had a falling out so he designed a even better version with aluminum pulleys and a few other upgrades.

17 Psi at Idle and goes up to about aprox 21psi with RPM change

Here's an installed pic of one

Brett

 

What kind of flow rating are they capable of?

 

134gph on the standard and 260 on the Big MITUSA

Brett

 

Looks nice and easy to install

 

134gph is only about 3x what's needed for even a 450-500hp truck.

Got fuel?

 

^^^^^^^^^^^
I was going to ask what these trucks requires. Thanks for the answer

 

I just had another stock replacement Carter crap out on me,, and I am SICK OF IT!!!! I was 200 miles from home when my f.p. guage started showing it was dying. Luckily I was not pulling a trailer, just had some furniture in the bed, so I set the cruise control at 55, and it held 3 psi all the way home, dipping to 2 at times uphill

I LOVE my truck,, as it's got 1/4 of a million miles and runs like a new truck still.. I just drove 500+ and got 19+ m.p.g. the whole way!(not counting the slow part while limping her home)

I am very very interested in this pump setup,, is anybody running one yet and what does it cost? There isn't a price on the TNT website.

Also,, is it more for performance or reliability? I have a few small mods(see below) but I am more worried about the daily driven reliability than all out performance, but at the same time I want to make sure I'm getting enough fuel.

One last question, is there such a thing as too much fuel pressure in this case? Will my VP44 be damaged if it sees too high a pressure from the lift pump?

Thanks for any replies.

 

How much do these cost for my truck?

Do they have a warranty, if so how long?

Who makes the pump?

Does this completely replace my electric L.P. or do they work together?

Kinda of hard to see in the picture, but what holds tension on the belt?

I sent you a message through your website also, get back to me when you can, I'm going to replace another L.P. tomorrow (2nd one in a year)
looking for a long term fix for this.

Thanks

 

I have been through three LP's in 20,000 miles. I can replace them with my eyes closed.

 

yea,, it's a very easy operation, even more so if you've moved ur LP to the framerail.. I'm tired of buying a new one all the time, they are expensive! seems to range from $150-$225, and I have no idea why the price moves so much.

this is my 4th one in 40,000 miles.. and that rate of failure is not acceptable in my book

 

I've been running a RASP since Oct 04. Other then a shaft seal leak (quick fix) it's been running strong ever since. If feels good not having to worry about FP anymore. If the motor is turning fuel is pumping!

 

500hp
.38 BSFC
diesel fuel = 7.2 lb/gal
= 26.39 Gal/hr being burned.

How much is needed for cooling? The VP only lets in so much, and it cannot be made to flow more than it wants to. Even with high pressure, you're hard pressed to see 40gph on the return line.

I can't see the need for 130gph, but I'm sure it doesn't hurt anything. Heck, I'd use the extra flow for super-duper filtration.

jmo

 

Hohn,

what happens to the flow numbers at 20psi?

Dave

 

See, that's the thing. I know how much flow I NEED. Pressure matters not-- the only relevance is if the pump in question can deliver the required flow on its flow/pressure curve.

The VP flows the same whether it has 15psi, 20psi, or 25psi being fed to it. You cannot make it flow more than it wants to, no matter how much pressure you use towards that end. Fuel volume burned stays the same. Fuel volume returned stays the same. Such is the nature of the beast.

I remember in the legendary "pumps, lines, what not" TDR thread that return fuel never got higher than 35gph or so. No matter how much pressure they fed the VP, they couldn't make it flow more.

 

If you don't mind me asking what is .38 BSFC?