Volume 2, Issue 2
May 2008
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In defense of engineers everywhere, sometimes cost considerations make the part less than optimum. Other times management (who may know little or nothing about cars) makes decisions that change the design of the part, even though the engineer may object.
At RobbMc, the engineers are also the accountants and the management. We are also car guys. So while cost considerations still have an effect on the final design, management never overrules engineering.
I currently own three cars we use at RobbMc for testing new products: a 1970 GS455, a 1972 442 with a 455, and a 1980 401 powered AMX (see photos).
The above three cars are the only cars I own. I drive one of the three every day. The AMX is driven most often, but the GS is used frequently as well. The Olds has the nicest paint job, so I try to save it for special occasions. However, it still sees use at least once a month. Two summers ago we drove the Olds several hundred miles to Medford, Oregon and back for a car show. A RobbMc starter, thermostat housing, mechanical fuel pump and inline fuel filter all made the trip without a single problem. All three cars have RobbMc starters and aluminum thermostat housings installed. The Buick has had a prototype starter installed for over five years and was my daily driver for most of that time. The Buick also has a RobbMc 1/2" sending unit installed for long term testing.
The point is, we don't just design and build the parts we sell, we also install and use them on our own cars. This way, we know more about how our parts fit and function before we sell them. For instance, we noticed the fuel pressure dropped from about 6 psi to 2 psi at full throttle when using a completely stock fuel system on the Olds 455 (about 400 horsepower). We bolted on a RobbMc 550HP without changing anything else and found the fuel pressure dropped from 7 psi to about 4 psi. After removing the stock "sock" filter from the tank and replacing all the old rubber hose, the fuel pressure only dropped to about 5 psi. Replacing the stock 3/8" lines with 1/2" lines resulted in a fuel system that never dropped below 6 psi, even at full throttle. So when we recommend going to 1/2" lines and sending unit when you reach about 450 hp, it's not just because of theory; we tried it!
Robb
PS. With gasoline now at about $4 a gallon, I really need to sell one of my toys and buy at least one car that gets a little better than 10 mpg around town. So I need to sell one of my cars. I don't care which, but one needs to go. If interested, drop me an email at robb@robbmcperformance.com and I will email you more photos and info.
RobbMc Vehicles
RobbMc Sending Units
1964-1967 GM A-Body
1968-1972 GM A-Body
- Drop-in replacement for factory 5/16" or 3/8" sending units
- Budget alternative to a fuel cell or weld-on sump
- Recommended for cars with engines over 450 hp
- Recommended for all cars with an electric fuel pump and return/bypass style regulator
- 1/2" pickup and feed tubes reduce flow restriction to suction side of fuel pump
- 1/2" return tube allows use of a return/bypass regulator without modifying the fuel tank or switching to a fuel cell
- Return tube can be capped off if no return line is used
- Use with a reducer to connect 1/4" vapor return line from a mechanical pump
- Billet aluminum base and aluminum tubes are anodized for use with gasoline or alcohol
- Stainless fuel level sending unit works with OEM fuel level gauges (0-90 ohm)
- Eliminates restrictive, difficult to service intank "sock" filter. Use with RobbMc inline prefilter
- MADE IN THE USA
1964-1967 GM A-Body
1968-1972 GM A-Body
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