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High quality b230 oil pumps

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doleary

Member
Joined
Oct 16, 2016
Location
Mass
You guys got any recs for a high quality oil pump, it has to be new. It's going in a turbo car but I have heard alot of horror stories as far as part quality goes. Any info greatly appreciated.
 
The oem so much loot!! Wonder if there is a quality aftermarket unit, iv heard about the meling but have no direct experience. I'll check out that gear ring thanks swed!
 
You can get the OE pump a bit cheaper from KL racing. According to classicswede the new OE pumps might be "normal" 25mm gear pumps just branded for high volume (30mm gears). I got the OE -144 from KL and the finish seemed good. Unfortunately I had already put it in the engine when I learned about the branding, so I can't comment on if it has 25mm or 30mm gears. Oil pressure with the new OE is good so far, 5bar with cold and warmish engine at idle (B230fk with squirters).

Here is a discussion on high volume pumps, Melling mentioned as well.
https://turbobricks.com/forums/showthread.php?t=362185
 
Rock Auto sells the Melling M181 pump for post B21 OHC engines for a reasonable price. I have a Melling pump in my B20E which works just fine. It is cast iron so I expect a long life because of less end plate wear. The M181 is pot metal construction just like the Volvo pump and I expect it has the same flow rate as the stock pump.

Be cautious with the IPD reenforcing ring. I installed the ring on my original B20 pump when I rebuilt my B20E. It made the pump an exceedingly tight fit on the oil pump drive shaft. I had to do a little filing on the slot on the oil pump shaft just to get it to fit on the drive with the ring in place. If the engine had not been on an engine stand, I don't think I would have been able to get it assembled.

I recently had to replace the original oil pump with the new Melling pump because the pump had developed a low oil pressure problem. The oil pump drive gear normally has a tiny amount of end play and for the B20, the service manual sets out the acceptable end clearance between the drive gear and the end plate. Inspection of the original pump showed that the pump drive gear had been contacting the end plate causing the end plate clearance to open up. That end plate wear was not present when I checked the original pump prior to the engine rebuild. When I reassembled the engine with the original pump, I suspect that the very tight fit of the reenforcing ring forced the drive gear into the end plate causing my eventual reduction in oil flow due to increased clearances. Inspection of the original pump showed no other issues (pressure relief was just fine - actually had the IPD high pressure spring in it) and the new pump restored pressure so the pump was definitely the problem.

If you do elect to use the IPD reenforcing ring, after installation of the oil pump in the engine, if the drive was a tight fit pull off the pump end plate and check to make sure that you still have the required (tiny) clearance between the drive gear and the end plate. I did my recent pump replacement with the engine still in the car and I did not want to deal with the pump installation hassle I experienced when I originally rebuilt the engine so I did not transfer the reenforcement ring to the new pump. The original pump had gone about 140,000 (non racing) miles prior to the rebuild without the reenforcing ring. I expect the new pump without reenforcing ring will outlast me.
 
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