| Carter P4070 [message #239075] |
Fri, 07 February 2014 11:17  |
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SeanKidd
Messages: 747
Registered: June 2012
Location: Northern Neck Virginia
Karma: 4
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Senior Member |
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I am collecting the parts to renew my fuel system, I received my Carter P4070 pumps, I have confirmed the P4070 does NOT have any internal check valve, therefore if you are installing one per tank, as I am, you will need an external check valve.
I am going sock less, I will be using a custom #30 mesh strainer to prevent boulders from being sucked up. I am installing Aeromotive ( part #12318) 100 micron canister pre-filters (1 per pump) and a single AC Delco GF62 10 micron post filter. No rubber, all lines will be flared. I have 2-25 ft coils of AGS brand copper nickel 3/8 hard line and one coil of 5/16". I have yet to conceptualize how I will tie the two 5/16 lines together for the vapor recovery with hard line and get the tanks reinstalled. Any thoughts would be appreciated. Safety switch question on different thread...
thanks for all the previous posts and pictures of tank dropping and rehabilitation.
Sean and Stephanie
73 Ex-CanyonLands 26' #317 "Oliver"
Hubler 1-Ton, Quad-Bags, Rear Disc, Reaction Arms, P.Huber TBs, 3.70:1 LSD Honda 6500 inverter gen.
Colonial Travelers
[Updated on: Fri, 07 February 2014 11:27] Report message to a moderator |
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| Re: [GMCnet] Carter P4070 [message #239140 is a reply to message #239136] |
Fri, 07 February 2014 20:25  |
Ken Henderson
Messages: 8726
Registered: March 2004
Location: Americus, GA
Karma: 9
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Senior Member |
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Bill,
I'm curious why you plan to run your return line to the REAR tank? I run
mine to the front tank because that's the AUX, where I want to always have
a reserve. WIth the return there, if there's any gas anywhere, it's going
to be in the AUX. Seems to me if you normally run off the MAIN tank, and
return there, you might find yourself with the front tank holding less fuel
than you expect, especially if you retain the selector valve, which has
been known to inadvertently draw from both tanks.
Also, it's only 10" or so from the crossmember ahead of that tank to the
drain plug. Makes it easy to fabricate a "skid guard" to protect the
return line into that bung.
I've run 4070's for 10 years or so now with never a failure. I run one on
each tank with no selector valve. Their outputs are tee'd together through
McMaster-Carr purchased check valves. Until I installed EFI 5 years or so
ago, the tee output went directly to the carb; now it goes to an
accumulator tank which feeds the high pressure EFI pump. Since the
accumulator has a return line (to the AUX tank), the selected 4070 runs
continuously.
JWID,
Ken H.
On Fri, Feb 7, 2014 at 8:36 PM, Bill Dolinsky wrote:
>
>
> I ran that pump on my last project and the internal fuel pressure
> regulator failed. Talked to many others that had them fail. Was running
> premium so ethanol shouldn't have been the problem however ended up with
> about 17 psi fuel pressure, a little hard for a needle and seat to control.
> I continued to use the pump however added a Mallory return to tank fuel
> pressure regulator. Pump will last longer and if you install it at the
> front of the coach you will never get vapor lock. Going to run my return
> back to the rear tank so it's always full so to speak. I will continue to
> run the tank switch valve. Same carter fuel pump and a spin on marine
> filter before it. Fuel pressure reg up front returning to rear tank. You
> can get Hastings or Jet fuel gauge and sending unit sets for about $35 so
> I will modify the senders to the original senders and have dual live
> gauges. They look like a Stewart Warner deluxe series and we use them at
> work and they seem to be holding up. New sender o ri
> ngs and staying with new hoses, have enough to do. Return to tank
> regulator usually around the $120 mark, a few good manufacturers.
> --
>
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Ken Henderson
Americus, GA
www.gmcwipersetc.com
Large Wiring Diagrams
76 X-Birchaven
76 X-Palm Beach
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| Re: Carter P4070 [message #239155 is a reply to message #239075] |
Fri, 07 February 2014 21:42 |
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WildBill
Messages: 232
Registered: January 2014
Karma: 1
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Senior Member |
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I figured there is a tendency for fuel to run back to the rear tank when driving up mountains so I want great fuel supply and no starvation when driving up mountains. I don't care what tank they called main and aux, I'm going to call mine front and rear. Don't know why the fpr stopped working but have talked to others that had the same problem. Left me on the river, lucky the way I wired up my switch I was able to shut off the pump and idle back, when the engine started stumbling from lack of fuel I would turn the pump back on. I'm still going to run the same pump. I like them! I also like return to tank regulators..
[Updated on: Fri, 07 February 2014 21:43] Report message to a moderator |
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| Re: Carter P4070 [message #239169 is a reply to message #239155] |
Sat, 08 February 2014 07:55 |
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Matt Colie
Messages: 8547
Registered: March 2007
Location: S.E. Michigan
Karma: 7
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Senior Member |
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| WildBill wrote on Fri, 07 February 2014 22:42 |
I figured there is a tendency for fuel to run back to the rear tank when driving up mountains so I want great fuel supply and no starvation when driving up mountains. I don't care what tank they called main and aux, I'm going to call mine front and rear. Don't know why the fpr stopped working but have talked to others that had the same problem. Left me on the river, lucky the way I wired up my switch I was able to shut off the pump and idle back, when the engine started stumbling from lack of fuel I would turn the pump back on. I'm still going to run the same pump. I like them! I also like return to tank regulators..
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Bill,
I suggest that you crawl under your coach and look. The existing cross connect between the tanks is the fill pipe. It is positioned well toward the front of both tanks. This means that operation on a steep down-grade could spill fuel from the main (rear) tank to the auxiliary (rear) tank. However, a steep up-grade will not cause fuel to be spilled from the auxiliary to the main as the fuel is then away from the fill connection.
The reason GMC labeled the tanks as they did is simply that the fuel is drawn from the rear tank without power to the selector valve and the APU fuel supply is also there, so that is the tank to watch. This is why we shift to the auxiliary tank when at about the half mark and run it down. We live in flat land and can keep the fuel in the main to run the APU if needed.
Matt
Matt & Mary Colie - Chaumière -'73 Glacier 23 - Members GMCMI, GMCGL, GMCES
Electronically Controlled Quiet Engine Cooling Fan with OE Rear Drum Brakes with Applied Control Arms
SE Michigan - Near DTW - Twixt A2 and Detroit
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