Diff between the Berkley Pumps
- Thread starter farmo83
- Start date
springerpete
Member
I've always wondered the same thing. I know there is transom mounts and floor mounts, spit bowls and 1 piece bowls, but I always wondered what the differences were other than that. Are there different generations of the same pump? They are listed from JA-JG, but there is only 4 combinations of the above for options.
jetboatperformance
New member
Goin for some Mex food and beer but I'll try to give ya some info in a bit :smile19: Tom
springerpete
Member
jetboatperformance said:
Why does Dos Equis and Tamales make you think clearer or help your memory? :smile23:
jetboatperformance
New member
No XX's , Actually it was Keystones and Burritos long day, hungry as hell :smile15:
Basically E and F pumps (Transom mount) are what we call "insert jets they require a mold insert in the hull during layup, they were very popular at the middle 70's and into the eighties, they were quick and simple to rig and work well , popular in Taylors, Glastrons etc most parts ,with the exception of suction piece and steering components will readily swap between most Berks and thier "Clones", the only real difference between E and F is that the F had a gimble "affair" that allowed for Trim (jet-ovater) A,B,C,J and Gs (standard "drop thru intake types") are all very similar as well , some early A and a few B's have a longer shaft and different designs at the bearing cap, rear bearing seal (none) and The Suction its self , All split bowls will swap and the G is considered the best for the ability to accept bolt ons and "flow". We (JBP and others) are now producing a modified "C" split bowl however that we belive will out flow the G as we know it. (PHOTOS BELOW)
Heres some info from my Blog for now and I'll post up more later :
(Blog post Berkeley vs Dominator)
11/15/08
The two Basic jets (12 jg/c Berk and Dom 12s) are very similar and many parts interchange between them Some diffences like Omar said are wear ring shoulder size and design and the grease slinger behind the frt bearing . With the exception of the very early Berks (12 A&B) ,all Berk 12j models including the E&F use virtually them same parts for repair . Dominator has "morphed" periodically over the years ,making changes to wear ring OD sizes and designs . Rebuilding the large number jets as we do find there are "pitfalls" and its critical ,for example on Dominator to know serial s for parts replacement accuracy. Omar is also correct on the "water lube" brgs on early Dom jets , now they have a snap ring retained double greasable seal vs Berk which uses a 90 wt oil reservoir. Lots of other jets (Aggresor, Legend A/T,Bayjet) and thier parts will also "swap" between each other but sometimes have fit and tolerance issues to be aware of sometimes requiring modifcations, lathe and mill work . Most of these Jets will all bolt to the others suction pieces (even Bayjet with some work ) As far as Pure strength goes ,my weapon of choice among them is always Dominator for its casting design and thickness on the suctions and bowls . Dominator/AT also is a company who is always "moving forward" working on new products and improvement , we use/install alot of the Dominator HP intakes and although the desing is not all that much diffenrent than the original Berk we find it a beautiful piece and "cake to install and set up . A Dominator 12s with a 17-4 shaft and Stainless impeller with hold up to Mega HP with very few other Mods . More info if you need or want it Tom@JBP
authorized Dominator A/T dealer
Basically E and F pumps (Transom mount) are what we call "insert jets they require a mold insert in the hull during layup, they were very popular at the middle 70's and into the eighties, they were quick and simple to rig and work well , popular in Taylors, Glastrons etc most parts ,with the exception of suction piece and steering components will readily swap between most Berks and thier "Clones", the only real difference between E and F is that the F had a gimble "affair" that allowed for Trim (jet-ovater) A,B,C,J and Gs (standard "drop thru intake types") are all very similar as well , some early A and a few B's have a longer shaft and different designs at the bearing cap, rear bearing seal (none) and The Suction its self , All split bowls will swap and the G is considered the best for the ability to accept bolt ons and "flow". We (JBP and others) are now producing a modified "C" split bowl however that we belive will out flow the G as we know it. (PHOTOS BELOW)
Heres some info from my Blog for now and I'll post up more later :
(Blog post Berkeley vs Dominator)
11/15/08
The two Basic jets (12 jg/c Berk and Dom 12s) are very similar and many parts interchange between them Some diffences like Omar said are wear ring shoulder size and design and the grease slinger behind the frt bearing . With the exception of the very early Berks (12 A&B) ,all Berk 12j models including the E&F use virtually them same parts for repair . Dominator has "morphed" periodically over the years ,making changes to wear ring OD sizes and designs . Rebuilding the large number jets as we do find there are "pitfalls" and its critical ,for example on Dominator to know serial s for parts replacement accuracy. Omar is also correct on the "water lube" brgs on early Dom jets , now they have a snap ring retained double greasable seal vs Berk which uses a 90 wt oil reservoir. Lots of other jets (Aggresor, Legend A/T,Bayjet) and thier parts will also "swap" between each other but sometimes have fit and tolerance issues to be aware of sometimes requiring modifcations, lathe and mill work . Most of these Jets will all bolt to the others suction pieces (even Bayjet with some work ) As far as Pure strength goes ,my weapon of choice among them is always Dominator for its casting design and thickness on the suctions and bowls . Dominator/AT also is a company who is always "moving forward" working on new products and improvement , we use/install alot of the Dominator HP intakes and although the desing is not all that much diffenrent than the original Berk we find it a beautiful piece and "cake to install and set up . A Dominator 12s with a 17-4 shaft and Stainless impeller with hold up to Mega HP with very few other Mods . More info if you need or want it Tom@JBP
authorized Dominator A/T dealer
springerpete
Member
Thank you very much. That was some very interesting reading and informative too.
sm3childers
New member
Just curious could someone run thru the proper way to install an intake,I took one out of one boat to install in another any help would be appreciated.Thanks Steve
jetboatperformance
New member
sm3childers said:
Happy to help with this we set an intake a week or so Call if Josh or I can help or I will post up pics of the work for ya ! Tom
sm3childers
New member
Thanks Tom,some more pics would be great.I guess what I need to know is it necessary to shim under the intake to get a certain degree ont the top of the intake? The one I took off they had a few washers under the front corners and then just epoxied them in.The hole in the new boat fits good it just seems like the front of the intake hangs a little low under the boat,mabey this is why they shimmed the other one? Steve
jetboatperformance
New member
we drill and tap the 4 corners for bolts from the top and let them be "levelers" ,then measure a dozen times and "bed" once , then once "bedded" in epoxy (and just as the epoxy "kicks') which is a couple beers :smile13: we back the levelers out and fill the leveler holes with epoxy , at dead level (keel) your intake should be at 4 to 5* depending on a multitude of different things (whos and what intake what hull etc) more info when you can , but thats a start you guys can always call , always happy to help ! Tomsm3childers said:
