Pierburg Citroen Peugeot Vacuum Pump
 

I spent this evening searching on Google for Vacuum Pump rebuild Threads, for the Piston and the older Diaphragm type pumps.
Read threads from Peachparts, Benzworld, MBCA , a couple You tube Videos from MB Sauce, and one Forced Induction did.

There has been threads in the past of bypassing the engine driven Pumps because of the bearing possibly falling into the Timing chain and putting an end to the forward motion of the vehicle.

Electric Pumps have been discussed, not sure where that has gone.

I came across this one used on a Citroen and Peugeot.

Pompa vuoto depressore freni citroen Visa... a Messina - Kijiji

http://img2.annuncicdn.it/76/c8/76c8...43601d_big.jpg

Add a pulley to it and a way to mount it to be run off one of the belts might solve the problems with the bearings falling into the engine.

Whadayathnk?


Charlie

Very good idea Charlie.

In my experience (well over here at least) the cost of peugeot bits are quite cheap second hand. For example I picked up a peugeot 205 (diesel) turbo for thirty euros a few months back - this is a kkk turbo that is of the same family as that fitted to Mercedes diesels.

Generally the mentality is

Peugeot = French **** = cheap
Mercedes = German luxury = expensive

I'll see if I can find you a cheap one mate!

The conclusion was that the electric pump would work for the manuals but not for the automatics because the automatic caused the pump to be running constantly.

I like this idea! I suppose it could be mounted where the York compressor was in the old W123s?

Looking about over here Land Rover / Ford diesels (2.4D in a Ford Transit) also seem to have the external pumps

I've found a Peugeot one - bloke says he isn't sure it will work. I reckon I might get it for under 20 euros - does anyone want me to get it for them? (Postage to the US of A will be about twice that!)

I read the model number or an application, I can have people scour yards for these and ship several back if the tech specs are good.

What are the tech specs like? Vacuum performance etc?

I am very familiar with the Peugeot Pierburg vac pumps. They are diaphragm types with replaceable diaphragms (only non crimped ones) but that's about it. There's a small oil reservoir with an oil fill plug to lube the cam internals. What happens is the oil never gets changed or it runs dry or gunk up and the internals are destroyed (no rebuild parts available that I know of). I would stay away from any used ones. You are better off getting a belt driven pump from an US made truck like the early Ford 6.9, 7.3's where they are more readily available and probably cheaper. Still, adapting it would be a lot of work. I think electric is the way to go if you are concerned about vac pump grenading. There was a recent post from a forum member who's successfully done an electric vac pump conversion in an automatic by using separate check valves for the brakes and transmission. Or did he use 2 elec vac pumps?

Steve here is a list of GM Vac pumps form a electric vehicle site (EV).

EVDL - GM Supplemental Vacuum Pump for EVs



I was searching this morning to find out the HG info on that first one I listed, but can`t seem to find any on them.


Charlie

I wouldn't worry too much about the Hg spec. That Peugeot pump was used with a plastic reservoir the shape and size of a football and served the brakes, AC/heat vent controls and EGR stuff so should be close enough, probably 22 to 25 inch Hg. The diaphragm used in the Peugeot pump is the same as the one used on VW's and looks to be the same as Mercedes.

Volvo used a pump that has the replacement Diaphragm parts that also look similar.


Charlie

I did a ton of research and testing on using electric vacuum pumps on Mercedes diesels, particularly the 617s with automatic transmission.

It turns out that the electric pumps (specifically the VW, Audi, Volvo, etc.) are undersized but would work as a vacuum source for brakes alone. The problem comes with the use of vacuum for door locks, and transmission. The transmission is the real deal killer. It constantly vents vacuum limited only by the orifice in the line to the vacuum modulator.

In pursuing an electrical solution, I went so far as to source a vacuum pump, build a bracket and build a micro-controller system to control the vacuum pump including adjustable hysteresis before abandoning the project due to the transmission vacuum modulator. This solution definitely works for manual transmission applications as evidenced by the number of people using then in EV retrofit projects.

I think the belt-driven mechanical pumps would be a suitable solution if a mounting location/bracket could be reasonably fabricated.

Did you see the reply from EricB1970 to your thread? copied below

"Incorrect. I have had in use for a couple of months now a VW pump like show in the pictures posted here on my '83 300D and it works perfectly, shuts off at 18" of vacuum, and only comes on when needed. THE trick is, use a vacuum check valve between the pump and the vac switch, and don't use it for the trans. The VW pump doesn't appear to have a built in check valve, so when it shuts off it bleeds vacuum, so it kicks back on, then shuts off, bleeds off vacuum, turns on, over and over. This is the reason along with trying to use it for the trans is what's causing the issues everyone is having.

For the trans, I bought a Dorman vacuum pump from a 2002 or so Ford Super Duty cruise control. This only supplies vaccum to the trans, and after a 4 hour trip of it running continuously last weekend it still didn't get too hot to touch. I don't use a reservoir for the trans, just a direct line from the pump to the trans. The VW pump doesn't work nearly as hard and didn't get hot at all on the 4 hour continuous drive.
Along the same lines, I gutted a spare mechanical pump and used it as a block off plate, with no apparent ill effects."

No, I actually missed that, thanks for posting.

That raises some interesting possibilities. The code I wrote for the microprocessor to control the vacuum pump could easily be modified to control a second vacuum pump. If I tied in a speed sensor that would turn off the transmission pump whenever it exceeded some speed (45mph perhaps) it would eliminate any operation when it would be assumed that the transmission would be in 4th gear and not expected to need shift modulation. The volume is so tiny without a reservoir, it should hit operating vacuum within seconds after dropping below the set point. It would run around town, when accellerating and decellerating in a speed range where the transmission would be expecting to be shifting, but be off during extended highway cruise. It could also be turned off whenever there is no speed signal to prevent running down the battery if the key were left on for some reason. It would be trivial to incorporate this additional code. The only thing that could be tricky would be getting a speed signal input and that should be able to be done with a chip to convert the VR signal into a 5v. square wave. In my gauges project (http://www.peachparts.com/shopforum/diesel-discussion/350205-engine-instrumentation-project.html) I'm already monitoring intake, TIT, trans, engine oil and arduino temps, so adding a temp monitor for each of the vacuum pumps would be trivial.

http://www.goprotean.com/images/foru...s/gauges-a.jpg

Hmmm, maybe time to go back to the drawing board.

Oh I dunno, I heard those frenchie pumps suck!;)

Tom, the Pump is a Pierburg pump, don`t know if it is made in France, Spain or Germany.

Charlie

Peugeot
 

I had a Peugeot 304 in Algeria in 1979; it was a tough little car, especially since all the maintenance was done by locals there in Sidi Bel Abbes.

Jeremy