It's not an issue of coatings either. I bought a spare pump off a blown motor CX7 which was unmodified. The reason it blew was clear to me after taking apart the pump, which had stock internals. Worst case of black death I'd ever seen. So bad, in fact, that the pump came with the part that bolts to the head because it was seized on there.

Can more data hurt?

Forgive me if this has been determined before, but are we assuming that the black death occurs at shutdown and not while in use?

It happens in use. This too, I've experienced first hand by removing the double seals off the internals (the scraper x ring on the retaining nut) and just idling in the driveway (cold start). After it came up to temp, it failed very, VERY quickly.

By all means, test the stock internals, but expect to be out of fuel on very low boost and expect to see little to no change in death production.

Remember that I tested (and found the cause of) death by boiling fuel and oil in a stove pot which was raw metal. Death also stuck to the coated sample strip I had in the pot as well.

Ooo Pretty. http://uploads.tapatalk-cdn.com/2016...bb023d29a1.jpg

Stock internals along with this will be going in tonight when I get off work. Driving with a stock pump will suck, but I can tune around it. Let's see.
Zero out VVT
Zero boost
Zero Wategate tables
Adjust waste gate preload
& Bam Good to go.



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Special shout out to @Mazdazilla6; for allowing me to play with his pump while he works on his build.


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Good luck! Look forward to your results.

Upgraded cam follower?

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Billet forged.



Nah probably just new. If new factory, then I should probably get one as well as mine is kinda dimpled a bit as well.

Looks dimpled?

Also are you looking at growing your own corn?

Pssh why grow it, ill sell you up to 50,000 bushel at the chicago board of trade price if you come to Iowa to pick it up. Make all the ethanol youll need for a years.

Corn price is really taking a shit this year. Apparently all the corn that we exported did not get used because of the higher price last year. So, naturally the supply to demand ratio is now fucked thus we have a lower cost of corn.
@Enki;
The follower is OEM


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How much was it and where did you order it from? I might as well get a new one.

My local dealer. 68.00. My ass still hurts from the rape.


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Its more the brazilian reel crashed and our dollar is too strong. Its cheaper to buy imported brazilian corn than to buy our own. Price of corn crashed 2 years ago and since then its been dropping lower and lower. Lowest ive seen in a long time was right after the Paris attacks and since then its recovered almost to October 1st price.

IE HPFP Internals For E85
 

Well, 250miles/ 10 heat cycles in with the stock FP internals and sticky death has stated to take its toll on the spill valve. The pump sounds like it is still pumping fine, but the Spill valve functions are becoming problematic under low RPM higher loads, I.E. 6th gear @ 2300 RPM cruise.

Here is the "Spring Tensioner" as Mazda calls it. Part number L3K9-12-615
http://uploads.tapatalk-cdn.com/2016...bb31f528ab.jpg




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IE HPFP Internals For E85
 

Okay, well results are in and I am not going to test this further because I don't see a point.

When Installed the stock pump internals I inserted Royal Purple oil to try to create death in the pump quickly. Although I did gets few sticky death failures in my spill valve (which was anticipated) there was not any signs of death sticking to the stock piston. There was however death developing inside the retaining nut and outside of the barrel, but this was also expected as these parts are not nitride coated.

http://uploads.tapatalk-cdn.com/2016...23106e54f9.jpg
http://uploads.tapatalk-cdn.com/2016...c90ff2a956.jpg
http://uploads.tapatalk-cdn.com/2016...9b8ef18616.jpg
http://uploads.tapatalk-cdn.com/2016...fa51325a7e.jpg



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Awesome. So +1 for nitriding. Maybe we should get ahold of AT or CS and see if they'll consider revising their internals.

I think I might have my AT's get nitrided while I've got the engine out. It doesn't change thickness of the part so it should be fine.

Might as well do this https://en.m.wikipedia.org/wiki/Titanium_nitride
Internals will be fit for a king.


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It would be nice if @CorkSport; would revise their internals to include an upgraded retaining nut and to nitride coat everything.

All they have to do is get their hands on Vw/Audi's OEM retaining nut and include it with their redesigned FP internal.


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So all the designing has already been done? Seems like a slam dunk.

Yes, they come standard with a hard plastic oil scraper and and spring loaded o-Ring. Similar to the seals in the IE retaining nut, just a smaller size (AT, Corksport, Ect)


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So are those seals are what was keeping the spill valve clean with the IE internals?

If they are effectively keeping the oil out of the pump, then yes.

Would more data like this be helpful? Was easy enough to collect.

Good shit, but we need to correlate it to death production; it might be that using (and I say this while cringing) a pressure cooker to see what temps develop death with specific oils, and then working to prevent the temp of the HPFP from reaching that high.

Edit: Using a pressure cooker will prevent the e85 from boiling off into the air and thus allow much better control of temperature for reproduction of the issue; I'm positive it's not boiling in the pump until after the engine is shut off and begins venting excess pressure back into the tank.

Bearing that in mind, perhaps I'll manage to work a small cooling circuit into the mount that the HPFP bolts to, either feeding it cool oil or integrating a water cooling passage (oil would likely be more effective, as it will cool the internals directly, though).

That is exactly where I was going with the data collection. Determining what the highest temperatures that the HPFP, and thereby fuel, experiences and working to reduce it.

Interesting point in that graph is the temperature reduction after a long idling shutdown at 17:15 and the spikes seen twice afterwards. Afterwards was a non WOT, but spirited drive home.

edit. I have AP logs for these too if anyone sees value in comparing them to this.

How did you pull this data, by the way? I'm planning to integrate a Megasquirt into my build and this might be something I can look into monitoring long term.

I have a 3 port datalogger that I have calibrated at work. All ports are +2 deg F. 5 second recording interval. Looking for link now. Was like $300 something.

Edit:

Amazon.com: Extech SD200 3-Channel Temperature Datalogger: Industrial & Scientific

Bump.

I might be in the market for some new internals soon. Any progress on either nitriding the CS/AT internals or finding a way to reduce the weight of the IE internals, or upgrade the cam follower?

Sorry to resurrect this thread after about a year...

I'm interested in going full E soon and testing out some hardware fixes for the issues.
I just swapped my HPFP internals to IE ones and replaced the cam follower with a brand new one. The old follower looked worn but then again, my car has just over 80k miles on it.

This will let us know definitively whether or not the IE internals are causing this advanced wear of the cam follower or not. I'll pull the cam follower out after a few thousand miles and then post the results on here.

Pics of the old follower (right) compared to the new follower (left):
https://1kioag.dm2302.livefilestore....&cropmode=none
https://cb1pdq.dm2302.livefilestore....&cropmode=none
https://of9zjq.dm2302.livefilestore....&cropmode=none

Nah mine looks like that with only ever having used Autotechs.

Good to know mine looks normal for using AT's. It'll be interested to see if @littleloogy;'s wear results are replicated when I pull the pump in a while.


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