pacer hydraulic pump free sample

Pacer Pumps can be used to transfer water or mild chemistries in certain processing applications. Our pumps can be used to keep worksites and excavations dry when dewatering is needed and they can help remove water from flooded landscape and structures. Pacer Pumps can also be used for dust control or pre-treatment and de-icing applications where brine tanks are utilized for treatment of roads and runways. Pacer Pumps can also be found on hydro seeding equipment used by landscape companies.

For over 40 years, Pacer Pumps have proven to be the most economical and dependable thermoplastic pumps used across multiple industries, markets and applications. We take pride in our world-wide market acceptance and in our ability to provide excellent customer service for our domestic and international customers. Markets served are shown below.

Pacer Pumps are well-suited for transferring water, fertilizers, herbicides and most agriculture chemicals. Their most popular use is for transferring ag solutions on nurse trailers which allows farmers to move chemical storage from one area to another.

Pacer Pumps are perfect for transferring water between holding tanks, lakes or ponds, recirculation of holding tanks, in conjunction with low-pressure filtration and emergency aeration. Pacer Pumps are used by fish and lobster farmers.

Pacer Pumps are used to dewater flooded compartments, pump out bilge areas, wash-down deck and netting, enhance vessel fire protection and support refrigeration chillers. Hydraulic-driven pumps are ideal for many commercial fishing vessels. Pacer Pumps are typically installed at several locations on deck. Their lightweight and portable design make them ideal for workboats, tugboats and repair barges.

Pacer Pumps have many uses around the farm, ranch or home. Transferring water between tanks or silos, feeding livestock, draining/filling pools, aerating lakes and ponds, removing water from flooded areas or basins, small irrigation projects are great examples of where you will see a Pacer Pump in action. Our Fire Fighting System can help extinguish or control a fire utilizing water from a nearby stream, lake, pond or pool.

Pacer Pumps can be used to transfer water or mild chemistries in certain processing applications. Our pumps can be used to keep worksites and excavations dry when dewatering is needed and they can help remove water from flooded landscape and structures. Pacer Pumps can also be used for dust control or pre-treatment and de-icing applications where brine tanks are utilized for treatment of roads and runways. Pacer Pumps can also be found on hydro seeding equipment used by landscape companies.

Pacer Pumps are not suitable for all environments, such as aggressive chemistries or high temperature processes. For those applications, please contact our parent company www.serfilco.com who can help provide the best pump and filtration system for your specific application.

Pacer"s S Series Self-Priming Centrifugal pumps are lightweight and chemically resistant for general service on water, salt water, waste water, mild acids and bases. This is our most popular pump across multiple markets. They feature stainless steel internal fasteners; Viton®, EPDM or Buna O-rings with stainless steel external fasteners. There is a non-metallic option which minimizes solution contact with internal metal parts. The pumps are molded of tough, glass-reinforced polyester, polypropylene or Ryton®. Polyester models are available with or without lined volute for abrasion resistance.

Pacer"s S Series Self-Priming Centrifugal pumps are lightweight and chemically resistant for general service on water, salt water, waste water, mild acids and bases. The most popular Pacer pump across multiple markets.

Pacer"s S Series Self-Priming Centrifugal pumps are lightweight and chemically resistant for general service on water, salt water, waste water, mild acids and bases. The most popular Pacer pump across multiple markets.

Al Marlow formed Orly Manufacturing in 1974 out of Midland Park, New Jersey. Al was very familiar with his father"s firm, Marlow Pumps, and Al"s own company Midland Pumps. Both of these companies were well-known for their metal self-priming centrifugal pumps in the construction industry. Al did most of the design work for both companies. Although Al had retired in the early 1970"s, he had the idea to make a lightweight self-priming centrifugal p…

Pacer"s S" Series Self-Priming Centrifugal pumps are lightweight and chemically resistant for general service on water, salt water, waste water, agricultural chemicals, and mild acids and bases. They feature stainless steel internal and external fasteners and EPDM elastomers The pumps are molded of tough, engineered thermoplastics. All pumps include a built-in check valve, feature easy servicing and during pumping, a self-cleaning double volute keeps pump free of settled solids. It features a 3 in port on the inlet and discharge connections with NPT threads for easy connections. It is powered by a Briggs & Stratton 6.5HP Vanguard commercial duty gasoline engine with flow rates of up to 280 GPM or 75 ft. TDH. Please Call Pacer with any chemical compatibility or application questions.

Pacer"s S" Series Self-Priming Centrifugal pumps are lightweight and chemically resistant for general service on water, salt water, waste water, agricultural chemicals, and mild acids and bases. They feature stainless steel internal and external fasteners and EPDM elastomers The pumps are molded of tough, engineered thermoplastics. All pumps include a built-in check valve, feature easy servicing and during pumping, a self-cleaning double volute keeps pump free of settled solids. It features a 3 in port on the inlet and discharge connections with NPT threads for easy connections. It is powered by a Briggs & Stratton 6.5HP Vanguard commercial duty gasoline engine with flow rates of up to 280 GPM or 75 ft. TDH. Please Call Pacer with any chemical compatibility or application questions.

Most experts agree that the majority of centrifugal pump problems occur on the suction side of the pump. Based solely on my experience, I would state the percentage is at least 80 percent, and in the case of self-priming pumps I am sure the percentage is higher.

Even a self-priming pump has to be primed prior to the first operation. No matter the manufacturer, there is a priming chamber (integral or external) or some portion of the volute that will require filling prior to startup. Please read the manual and/or contact the manufacturer for details. There are other methods to prime a pump, which include ancillary pumps, vacuum, vacuum ejectors and/or eductors. This article only addresses liquid self-priming centrifugal pumps.

Sometimes the pump will require manual re-priming after the initial prime. There can be several reasons for re-priming, one of the most common is evaporation of the fluid, and other reasons include leakage, pump movement and other maintenance related matters.

At sea level in a perfect world, you can theoretically lift 65-degree water 34 feet with a self-primer. I normally caution users to limit their suction lift to a maximum of 25 feet due to factors such as fluid temperature (think vapor pressure), specific gravity, friction, system leakage, pump inefficiencies and elevation above sea level.

Place the pump as close as possible to the suction source. Usually 25 to 30 feet is the maximum recommended distance. Prudent system design dictates that the suction pipe length be held to a minimum to promote long pump life. Every section of suction piping equates to a volume of air that must be removed when the pump starts. Best practices say to reduce priming time to a minimum.

Some system designers will add foot valves to mitigate the prime time and strainers to preclude the introduction of solids into the pump. A foot valve is in essence a check valve placed at the beginning (bottom) of the suction line. My experience is that foot valves add undesired friction and will leak or fail closed (or partially closed) at some point. I typically do not recommend foot valves for use on commercial and industrial self-primer applications. For similar reasons I do not recommend suction strainers. If the pump cannot handle solids and a strainer is utilized, monitor the differential pressure across the strainer. Most industrial self-priming pumps are of robust design and can handle passing solids, but check with the manufacturer. Note: A few applications may perform better with a foot valve.

I frequently need to point out to end users that the suction line on a self-primer pump in operation is at less than atmospheric pressure and so there will not be a leak of the liquid out of the suction line. There can, however, be a leak of air into the line. It is possible to have a suction line at 20 inches of Hg (vacuum) when the pump is operating. As a tip for field problem solving, I frequently use plastic wrap around the flanges or suspected areas to test for ingress leaks.

Simply as a general guideline, if your pump takes more than four minutes to prime than you should shut the pump down and look for and correct the cause of the problem.

The air in the suction side of the system being displaced by the liquid has to have somewhere to go, otherwise the pump will air bind. Centrifugal pumps are not compressors. Water is approximately 840 times denser than air. As an example if a pump was rated at a discharge pressure of 210 psig pumping water, the pump could theoretically compress air to approximately one quarter of a pound (0.25 psig) (210 psig divided by 840 is equal to 0.25). If the pump discharge valve and/or the discharge check valve are shut, the generated pressure of 0.25 psig will not be able to overcome the valves.

Within the confines of the article I will simply state that the air must be vented to an area of lower pressure for the pump to properly prime. There are many acceptable methods to accomplish the process, please contact your pump manufacturer or the author.

Most experienced pump users know that as a general rule you should always design the suction line to be one size larger than the pump suction. Self–priming pumps are an exception, and the suction piping should be the same size as the pump suction. The infraction of the rules is encouraged because of the added air volume that bigger suction lines require. More air means more priming time.

The suction pipe should rise continuously to the pump and not higher. In the field, I frequently see suction pipes with high points before the pump suction usually due to obstructions. These high points become a place for the air and other non-condensable gases to collect and will bind the pump suction line. Never install piping that is smaller than the pump suction in any pump.

The sump you are drawing from will likely have operating levels that are constantly changing. At some value of minimum submergence it will be possible for the system to create a vortex and air bind the pump. I covered submergence in the last article, but simply defined, it is the minimum distance from the top of the fluid to the center of the suction line that will prevent a vortex from initiation. Even if you do not completely air bind, the pump performance can be affected.

This problem occurs more often in areas that have infrequent freezing weather, but can happen anywhere the temperature will drop below freezing for an hour or more. The fluid in the priming chamber of the pump, usually water, will solidify if the ambient temperature drops below freezing for a sufficient period of time. When water freezes it expands and the casing will crack. The casing will require replacement at a high cost. Either drain the fluid out of the pump or supply a heat source when the ambient temperature is predicted to be below freezing.

Unlike an ANSI pump, the impeller will stay in place on most self-primers for a period of time (unless it is an ANSI self-primer. Eventually the impeller may come loose and damage the pump. The backward-running impeller generally will create about 50 percent of the rated flow and, depending on the impeller specific speed (NS), will generate about 50 percent of the rated head. Reduced efficiency of the wrong rotation will likely prevent it from priming or operating correctly but in the simplest of suction lift cases.

The pump performance must be de-rated for higher elevation changes (less absolute pressure less NPSHa). If the pump is engine driven in lieu of an electric motor, the resulting intermittent torque introduces limitations to the shaft design capabilities.

Are you in the agriculture industry? Pacer Pumps are well-suited for transferring water, fertilizers, herbicides and most agriculture chemicals. Their most popular use is for transferring ag solutions on nurse trailers which allows farmers to move chemical storage from one area to another.

Are you in the aquaculture industry? Pacer Pumps are perfect for transferring water between holding tanks, lakes or ponds, recirculation of holding tanks, in conjunction with low-pressure filtration and emergency aeration. Pacer Pumps are used by fish and lobster farmers.

Are you in the industrial market? Pacer Pumps can be used to transfer water or mild chemistries in certain processing applications. Our pumps can be used to keep worksites and excavations dry when dewatering is needed and they can help remove water from flooded landscape and structures.

We provide for so much more, check out our website for more details on how we can help you! #economical #pacerpumps #manufacturing #ceramic #stainlesssteel #pressurized #resistant #commerical #pumps #thermoplastic #international #agriculture #industrial #environment

The AMC Pacer is a two-door compact car produced in the United States by American Motors Corporation (AMC) from the 1975 through the 1980 model years. The Pacer was also made in Mexico by Vehículos Automotores Mexicanos (VAM) from 1976 until 1979 and positioned as a premium-priced luxury car.

American Motors" chief stylist Dick Teague began work on the Pacer in 1971, anticipating an increase in demand for smaller vehicles throughout the decade. The new car was designed to offer the interior room and feel of a big car that drivers of traditional domestic automobiles were accustomed to, but in a much smaller, aerodynamic, and purposefully distinctive exterior package.

A number of futuristic ideas were explored by AMC, but the automaker lacked adequate resources to build components from scratch. Instead, they needed to use outside suppliers or adapt certain existing parts for use in their own production facilities.full-size American car of the era. American Motors did not describe it as "cab forward," but the Pacer"s layout included wheels pushed to the corners (short overhangs), a relatively wide body, and A-pillars moved forward. The windshield was placed over part of the engine compartment, with the bottom edge of the glass forward of the firewall. Contrary to myth, the Pacer was not widened six inches (152.4 mm) to make room for the rear-wheel drive configuration. The editor of Road & Track asserted that front-wheel drive, as well as a transverse mid-engined configuration, were among "various mechanical layouts ... tossed around by the idea people at AMC," adding that "it"s unlikely they ever had much hope of being able to produce anything other than their traditional front engine and rear drive, using components already in production."

The introductory 1975 AMC advertising and literature proclaimed it as "the first wide small car." The width was dictated partly by marketing strategy—American drivers were accustomed to large vehicles and the Pacer"s occupants had the impression of being in a larger car—and partly by the fact that many of AMC"s assembly lines were already set up for full-size cars.

Teague"s low-drag design, which predated the fuel crisis and the flood of small foreign imports into the American market, was highly innovative. Pacer"s drag coefficient of 0.43 was relatively low for that time. Teague even eliminated rain gutters, smoothly blending the tops of the doors into the roof—an aerodynamic detail that, although criticized at the time for allowing rain onto the front seat, has become the norm in today"s designs.

Other aspects of the Pacer were designed for ease of service, including the dashboard and instrument panel—using a minimum number of easily accessible screws and featuring a removable cover/bezel without the need to disconnect the speedometer cable—and access to the light bulbs. The Pacer"s design was ranked as equal with the new Aspen-Volare compacts as the most serviceable in the industry.

In the mid-1970s, the U.S. government mandated major safety improvements for vehicles starting with the 1980 model year. These included 50-mile-per-hour (80 km/h) front-end crash testing, 25-mile-per-hour (40 km/h) side crash testing, and 30-mile-per-hour (48 km/h) rollover testing, as well as the installation of bumpers that would resist a 5-mile-per-hour (8 km/h) impact at the front and 10-mile-per-hour (16 km/h) at the rear. "Full-circle body protection was designed into the Pacer, starting with the energy-absorbing bumper mounts" through upper and lower box-section rails on each side extending back to the front pillars, as well as from the bases of the pillars behind the doors, the box-section members in the body floor curve up and back in past the rear wheel houses.

The low beltline and window design afforded the driver outstanding visibility. The Pacer had laminated safety glass in the windshield. The articulated front wipers were hidden when in their parked position while a rear wiper and washer system was optional.

General Motors, Ford, and Chrysler persuaded the government that it was not financially viable to modify existing production cars to comply with the new regulations and that instead each company would be put to the enormous expense of producing new, safety-compliant vehicles. Accordingly, the government requirements were reduced, which led to the deletion of several safety features from the production Pacer—for example, the roll bar over the passenger compartment, and the bump in the roof that accommodated it. The design of the Pacer was strong for a small car, making it solid and heavy with protection features that included strong and massive bumpers, as well as wide B-pillars that factory information bulletins described their "roll bar like characteristics." Even with the Pacer"s large glass area, passengers are not near the windows because they all bow out from around the occupants. The Pacer"s wide stance also makes it stable and provides a unique feeling when inside the car, giving credence to the marketing phrase used by AMC that "you only ride like a Pacer if you"re wide like a Pacer."

The editors of The Motor opined the "more you study both the general layout and the detail features of the Pacer, the more convinced you become that the men who dreamed it up and decided to make it actually do drive around in crowded cities and consequently realize from their own experience that the traditional big barges are less and less easy to navigate through our streets."Car and Driver road testers also noted the Pacer"s "smooth and quiet ride can probably be attributed to a front subframe that isolates the passenger capsule from the engine, suspension and steering loads" making the car "eminently stable and controllable, with its rack-and-pinion steering and wide track."

The Pacer"s remaining safety features were not strongly advertised, and seldom influenced a potential customer"s purchasing decision. The car"s extra weight—due in part to the safety equipment and the abundance of heavy glass—hurt fuel economy: production models tested by the United States Environmental Protection Agency (EPA) gave 16 mpg‑US (15 L/100 km; 19 mpg‑imp) in the city, but 26 mpg‑US (9.0 L/100 km; 31 mpg‑imp) or better on the highway (depending on driving habits and transmission), thanks to aerodynamic efficiency.

General Motors"s change of plans left the Pacer without an engine. American Motors took a calculated risk and introduced the new model.straight-six engine. This involved a complete redesign of the drivetrain and firewall to keep the longer engine within the body dimensions designed for the Wankel, but allowed the Pacer to share many mechanical components with other AMC models.

The "outside of the box" thinking incorporated by AMC in the Pacer as the first "wide, small car" attempted to capture a revolutionary change in the marketplace,marketplace may eventually establish it as a standard feature.axiom no longer applied that if a car with some controversial styling was liked by at least half of the potential market segment; then chances were good that this feature was a differential advantage for the manufacturer.

American Motors developed the Pacer by identifying emerging trends and design technologies, but it faced a small window of opportunity since a product that comes out either too early or too late can fail even if the opportunity was there initially.

With an uncommonly wide and short body for a small car, the Pacer"s design is still considered controversial while its powerplants did not contribute to fuel economy. Nevertheless, "the foresight by Teague and AMC was correct" with approaches to meet the evolving U.S. government regulations covering automobiles (such as the Highway Safety Act of 1970 and the new National Highway Traffic Safety Administration).

Introduced in showrooms on 28 February 1975, the Pacer was designed to attract buyers of traditional large cars to a smaller package during a time when gasoline prices were projected to rise dramatically.oil crisis. The increased demand for compact, economy vehicles was growing rapidly. However, Pacer sales fell after the first two years, though the car continued to be built through the 1980 model year. Similar to its mid-year introduction, on 3 December 1979, production of the Pacer ended at the Kenosha, Wisconsin assembly plant where it had begun five years earlier.‑US (11 L/100 km; 26 mpg‑imp), the Pacer was not a top choice for customers during the 1979 energy crisis. Moreover, AMCs partnership with Renault brought the Renault 5 named "Le Car" to the AMC dealers as a more economical model.

The Pacer"s unconventional styling was commonly cited in its lack of success. Other concerns included a lack of cargo space when carrying a full load of passengers (because of its short wheelbase). Cargo space could be increased to 29.5 cubic feet (0.84 m3) by folding down the back of the rear seat to form a flat floor. Drivers also cited a lack of power. The Pacer was heavy; Car & Driver wrote, "American Motors had already quoted a curb weight of 2990 lb. for the basic Pacer when we first wrote about the car, and that already seemed quite heavy; but when we weighed the test car (whose air conditioning, automatic transmission, power steering and so forth would not account for the full difference) it registered an astounding 3425 lb.",I6, with a single-barrel carburetor and optimized for low emissions (all vehicles at the time carried emissions-reducing devices, including exhaust gas recirculation); was relatively low-powered ("The Pacer comes with either of two AMC inline six-cylinder engines, both producing 100 bhp, but the larger 258-cu-in. unit delivering better mid-range torque"V8 was offered in 1978, the company had introduced a successful line of "luxury-compact" models (the AMC Concord). Additionally, gasoline prices remained high, limiting demand for V8-powered vehicles.

For increased cargo capacity, a station wagon body style was offered from 1977. The wagon version was only five inches longer (127 mm) and weighed only 76 pounds (34 kg) more than the coupe. It was also a less unusual-looking design with a squared-off back and straight, almost upright, rear side windows. Although front vent windows were optional on all Pacers, the wagon"s rear side glass featured vent windows as standard. The broad and rear liftgate opened to a wide, flat cargo area with 47.8 cubic feet (1.35 m3) of space, significantly easing the task of loading cargo. The rear seat also folded flat to form a continuation of the cargo floor. Some wagon models featured simulated woodgrain trim on the lower body sides and the liftgate.

The Pacer started out as an economy car, and eventually became a small luxury car. There were several available comfort, convenience, and appearance packages while the range of options increased over the model years.

"X" Package: Available on the Pacer coupe from 1975 until 1977. The trim package consisted of vinyl bucket seats, a sports steering wheel, and custom trim, as well as a floor-mounted gear shift and front sway bar. The model received exterior chrome features, styled road wheels, Pacer X decals on the doors, and other package identification.

"Sundowner": Available through AMC dealers in California for 1975 only, the Sundowner was a basic $3,599 (suggested retail price) Pacer with options that listed for $300 included at no extra cost.

"Levi"s" Package: Introduced for the 1977 model year to capitalize on the popularity of the Levi"s Gremlin and Hornet, the Levi"s Pacer had blue denim-like upholstery and door-panel trim, with small Levi"s tags on the front seats. The copper buttons in AMC"s other Levi"s models were omitted, and a Levi"s logo sticker was applied on the front fender.

Carl Green Enterprises (CGE) Pacers: these cars, modified by automobile designer Carl Green, had 401 cu in (6.6 L) AMC V8 engines plus flares, air dams, and wings.pace cars for B.F. Goodrich to use in the International Motor Sports Association circuit, and provided body kits for Amos Johnson"s Team Highball racecars.

For the 1976 auto show circuit, AMC developed a customized Pacer Stinger.NACA duct on the hood, auxiliary Cibié (brand) driving lights, as well as a front spoiler and wheel well fender extensions. The Stinger"s interior was black with a floor-mounted shifter and front bucket seats with a center console. Black and yellow stripes on the front and rear seats completed the "bumblebee" theme, while the black door panels had yellow side cushions.

American Motors was evaluating the Pacer as a compact personal luxury model with the Crown Pacer concept car that was shown at the 1978 show circuit.Detroit Auto Show in the fall of 1977, AMC aimed to create a luxury image for the Pacer.pearlescent white with a two-section vinyl-covered roof that was padded, the Crown Pacer"s exterior featured gold accents - including the spokes of the wire wheels.Chicago Auto Show show it with an interior upholstered in white leather and numerous luxury features such as a large inbuilt sun roof, real wire wheels, full rocker panel bright trim, color-matched integrated flexible front and fear fascia and bumper covers with black rubber guards and impact (nerf) strips as well as a full-width grille that also hid the headlights.

Electric Vehicle Associates (EVA) of Cleveland was best known for its Change of Pace model – a built-to-order adaptation of the Pacer that was priced at $12,360 in 1978.

Later, a station wagon version had twenty VARTA batteries housed in two-packs (front and rear), with a 26 kW (35 hp) (at 3,000 rpm) motor, and the car was complete in every detail down to a gas heater.Lead Industries Association (LIA) sponsored a tour for government and industry officials that featured an EVA Pacer wagon.Consolidated Edison in New York City purchased 40 modified AMC Pacers from EVA.United States Army also included EVA Pacers in its inventory of special-purpose electric vehicles.

A video documentary about the Electric Vehicle Association"s electric Pacers is titled "A change of Pace."silicon-controlled rectifier (SCR) control replaced with a modern controller and the "hydraulically operated hybrid vehicle recharging system" removed because of its lack of efficiency to use compressed air from suspension travel to power a small generator to recharge the batteries.

American Motors exported the Pacer to several European nations. Jean-Charles, the AMC distributor in Paris, France, compared the rounded body of the new Pacer to the buttocks of an attractive woman in magazine advertisements. Cars exported to Europe were available in higher trim levels.

American Motors vehicles were exported to the United Kingdom during the 1960s and 1970s and sold by Rambler Motors (A.M.C.) Ltd in London with dealers in London, Yorks, Kent, and Worcester.Rambler Classic, Rebel, Ambassador, and Matador had been exported as completed factory right-hand-drive vehicles, the Pacer was only built with left-hand drive. A British company, C.T. Wooler, in Andover, Hampshire had been in the business for a long time converting LHD cars to RHD and entered into an agreement with AMC to convert AMC vehicles.chain-drive behind the dashboard from the steering wheel (now on the right-hand side) to the top of the steering column. The car retained its unequal-length doors, designed for LHD markets, meaning that in the UK the longer door was on the driver"s side, leaving the passengers to use the smaller door, which "in the typically confined British parking spot was virtually impossible".Rolls-Royce Silver Shadow and slightly longer than the then-current Ford Cortina.

The Pacer was produced in Mexico by Vehículos Automotores Mexicanos (VAM) starting in 1976. They were marketed as premium-priced luxury cars.straight-six engine was standard. It was designed to cope with low octane fuel and high altitudes. This engine featured dished pistons with a 3.909-inch (99.3 mm) bore and 3.894-inch (98.9 mm) stroke, as well as a unique head and exhaust porting design. Not available in Mexico were the V8 engine, four-speed transmission, three-speed transmission with an overdrive unit, or the station wagon body style.

The initial VAM Pacers were the equivalents to AMC"s domestic Pacer DL models, except for a longer list of standard equipment and had some of the features later included on AMC"s "Limited" models. The VAM Pacer was offered in one version and had no model or trim badges. The standard engine was VAM"s 282 cu in (4.6 L) I6 producing 200 hp (149 kW; 203 PS) with 7.7:1 compression ratio, 266-degree camshaft, and a Holley 2300 two-barrel carburetor coupled to a steel intake manifold. The initial production featured a T-150 three-speed manual transmission with a heavy-duty clutch and a 3.31:1 rear gear ratio. All VAM Pacers came with heavy-duty suspension (front sway bar with heavy-duty springs and shock absorbers), power brakes with front disks, power rack and pinion steering, a larger radiator with coolant recovery tank, rigid four-bladed cooling fan, and electronic ignition.

The external appearance and equipment of the VAM Pacer consisted of a full bright molding package (wheel lips, top edges of the hood and fenders, window surrounds, rocker panels), a bright rear panel between the taillights and the rear license plate housing, protective side moldings, front and rear bumper guards, bumper nerfing strips, five-mile-per-hour bumpers with recovering shocks (only VAM car with this characteristic along with the Matador-based Classic line), five-spoke in-house VAM wheels, trim rings and full cover volcano center caps on the wheels, ER78x14 radial tires, driver"s side manual remote mirror, radio antenna on the passenger"s side fender, squared VAM logo emblems on the fenders, Pacer emblems on the fenders and bright rear panel and a two-step hood latch.

An unusual aspect of the 1976 VAM Pacer was its seat upholstery. VAM"s design was based on AMC"s Oleg Cassini interior for the 1974–1975 Matador coupe. This "haute couture" interior was featured in the Pacer as well as in all three VAM Classic models for the year. The Pacer"s seats incorporated a golden Cassini crest on the adjustable headrests and a pattern with copper buttons forming squares. Unlike the AMC Pacer, the VAM Pacer included many standard features and only a few factory options. These included a rear wiper and washer, rear defroster, reading dome light, trunk cover, remote-controlled driver"s side mirror, luxury wheel covers, and heavy-duty cooling system (seven-bladed flexible fan and fan shroud). A universal air conditioning system was available only as a dealership option.

The 1977 VAM Pacer was almost the same as in the previous year on the outside, but made more luxurious inside. The Cassini-style upholstery was replaced with a more discreet luxury design with a "zigzag" placement of plain soft buttons on the upholstery forming diagonal lines. The AM monaural radio was replaced by an AM/FM monaural unit, three-point retractable seatbelts replaced the lap-only units, and a light for the glove compartment was now standard. The 282 cu in (4.6 L) engine underwent engineering upgrades that included an all-new head design with an improved cooling system and quench-type combustion chambers, a higher 8.0:1 compression ratio, and a new two-barrel aluminum intake manifold, while the rear differential gear ratio changed from 3.31:1 to 3.07:1. These upgrades gave the VAM Pacer an estimated 12 net horsepower increase over the previous year with improved fuel economy as well as increased top speed while maintaining torque and the car"s towing capacity. This was also the first year that VAM models could be ordered with a factory air conditioning system. Pacers with the A/C included five dashboard air vents as well as a 55-amp alternator, a flexible seven-bladed cooling fan, a three-row radiator, and a fan shroud. The previously optional luxury wheel covers were made standard equipment.

The 1978 model year VAM Pacers gained new hood and grille designs. The only technical difference of the year was the replacement of the Holley 2300 carburetor in favor of a Motorcraft 2150 unit with a built-in altitude compensator despite having a slightly lower flow. This reduced power but enhanced emission certification and was more reliable in changing altitudes. New standard features included a hood light, a speedometer in both kilometers and miles per hour, door panels including a vertical stripe pattern over their top edges, a different AM/FM radio model, a new flat-faced luxury steering wheel design with an AMC logo, and new seat designs. The heater was improved in the form of air vents appearing to the left of the instrument cluster, the center of the dashboard above the ashtray, and over the top right corner of the glovebox door regardless of the presence of the air conditioning system. The heater controls were revised, obtaining the VENT option in airflow selection, which was now a sliding lever instead of the five buttons used in the prior two years. The two remaining air vents, the passenger"s side one over the top left corner of the glove box door and the vent on the driver"s side integrated under the steering column were included with the A/C system.

The 1979 VAM Pacer was a continuation of the 1978 model in terms of appearance, with the exceptions of the previously standard wheel covers and a new hood bright molding with front ornament. All VAM Pacers now featured VAM"s in-house five-spoke wheels with trim rings and chrome volcano hubcaps with exposed lug nuts. New seat designs with a horizontally striped pattern and Barcelona crests on the headrests were a luxury feature (identical to the AMC Matador Barcelona version), a new steering wheel design with a soft rectangular center button, all-new door panels designs in plastic and vinyl with a rigid top pull strap and sliding locks with woodgrain accents. The headliner was changed to a cloth-wrapped unit. VAM began using the net rating system for measuring engine output. The 1979 VAM 282 cu in (4.6 L) I6 engine was now rated at 132 hp (98 kW; 134 PS) at 3900 rpm. The electrical system was revised with a new fuse box located under the dashboard on the driver"s side firewall. A total of 369 VAM Pacers were sold.

A new model was introduced in 1979, the VAM Pacer X, with a high-performance focus. It featured a high-output version of the 282 cu in (4.6 L) engine with a higher 8.5:1 compression ratio, a semi-ported head, centrifugal advance-modified electronic distributor for higher acceleration, a set of headers with two final outlets divided between the first three and second three cylinders (even though a final single exhaust was used through a Y-shaped portion), and the return of the Holley 2300 two-barrel carburetor. The output for this engine, code-named "4.6 SX" is estimated at 147–152 hp (110–113 kW; 149–154 PS) net at 4000 rpm. This engine made the Pacer X the second-best performing VAM car of 1979, surpassing by a single tenth of a second the four-speed American Rally AMX (Concord AMX equivalent) with its standard 282 cu in (4.6 L) in VAM"s acceleration tests.

The Pacer X was available in only three colors (black, white, and wine red), included colored-matched bumpers, and had most of the bright trim deleted. The model featured thin golden stripes surrounding the door and side glass areas extending through the roof from side to side, the VAM eight-spoke sports steel wheels were painted in gold with blacked-out volcano hubcaps, the rear and side glass moldings were also blacked out, and "Pacer X" decals were on the lower front corners of the doors. The Pacer X interior included unique reclining front bucket seats, a center console with a locking compartment and ashtray instead of an armrest, a set of "rallye" gauges (water temperature, clock, ammeter, and oil pressure) instead of the in-dashboard ashtray, a 6000 rpm tachometer in place of the electric clock, three-arm spoked sports steering wheel with a circular horn button with a VAM logo, floor-mounted three-speed automatic transmission, remote-controlled driver"s side door mirror, and reading dome lights. Air conditioning was standard in this model and most units included a tinted glass pop-up sunroof. The remaining equipment was the same as the standard model: power brakes, power steering, front sway bar, as well as heavy-duty shock absorbers and springs, 3.07:1 rear axle ratio, heavy-duty cooling system, AM/FM monaural radio, tinted windshield, light group, inside hood release, and three-point retractable seatbelts. The VAM Pacer X was limited to 250 units and is the most collectible Pacer model in Mexico.

A 1976 Pacer was driven by Gordon Olsen and Bob Stone in the 1979 SCORE Baja 1000 Pro Class race and finished Class 6 (production cars) in second place, behind a Ford Ranchero truck.

A 2005 Hemmings Classic Car magazine article said that in 1975 the Pacer was "sleek" and "audacious"; "it looked like the car of the future" and "the automotive press loved it."Motor Trend magazine, one of many that pictured the car on the cover, said it was "the most creative, most people oriented auto born in the U.S. in 15 years".

Dodge Dart, the Plymouth Valiant, and the Chevrolet Nova, the U.S. compacts we like best," and that "overall, the Pacer scored better than such domestic subcompacts like the Ford Pinto, the Chevrolet Vega, and AMC"s own Gremlin."

In a follow-up road test in August 1976, Motor Trend wrote: "Since its introduction in January 1975, we have been quite smitten with AMC"s Pacer."Buick Riviera and Continental Mark IV."

Collector of classic car publication Hemmings Motor News noted that small cars have always played a role in the U.S. automotive history, and that "among those produced during the late Seventies, the AMC Pacer was an economical giant, in a manner of speaking."classic car", the Pacer has come to be regarded in some quarters as a 1970s design icon.disco, Watergate and some of the ugliest cars ever."vinyl roofs and non-functional opera windows.roly-poly" Pacer was one of the few of that era that had "real personalities" and it embodies a sense of "artful desperation" making it "stand out from the crowd and epitomize at once the best and worst of the seventies."

Cars of the 1970s era such as the Pacer are becoming collectors" items.Business Week magazine reported that the rising values of so-called "nerd cars"Ford Edsel, Pacer, Chevrolet Corvair, Nash Metropolitan, and the Volkswagen Beetle as models with poor ratings, but they are now sought after by collectors.

The Pacer has been described as one of the formerly unloved cars from the 1970s that are enjoying a resurgence in both collectibility and auto restoration — especially among fans of cars from that era.Ford Mustangs than AMC Pacers, this does not make the Mustang more collectable than a Pacer" depending on the individual collector"s likes, prices, and availability.

The Pacer"s originality, as well as its deficiencies, are appreciated, if not loved, by car hobbyists and serious collectors alike.AMC 4.0 Jeep engine as a "low-buck, dare to be different" automobile.

A 1976 AMC Pacer Hatchback was a featured car in the 1992 movie Wayne"s World movie. Wayne Campbell (Mike Myers) inserts a cassette tape into the stereo of the Pacer, and Wayne, Garth Algar (Dana Carvey), and his friends enthusiastically enjoy listening to "Bohemian Rhapsody" by Queen. Modifications to the movie car included interior camera mounts, tow hooks welded to the front subframe, and the removal of the climate control system. The rear wheel wells were modified to accommodate aftermarket speaker boxes, the aforementioned licorice dispenser was added, and an additional cup holder was added to the Pacer"s dashboard. The car was equipped with AMC"s 258 cu in (4.2 L) I6 engine and an automatic transmission.

After being unused for over 20 years, the Pacer was restored to the same specifications as in the movie. The body was stripped and repainted, the wheels were re-chromed, and the interior was re-covered, all to match the specifications of the screen car. A modern aftermarket head unit and speakers replaced the stereo equipment; these and the licorice dispenser are the only aftermarket parts installed on the car. OEM factory parts used to restore the car were all obtained NOS. The car was sold for $37,000 at the 2016 Barrett-Jackson Collector Car Auction in Las Vegas, Nevada.

Price, Theodore W.; Wirth, Vincent A., Jr.; Pampa, Michael F. (21 October 1981). "Vehicle test report: Electric Vehicle Associates electric conversion of an AMC Pacer" (PDF). NASA Technical Reports Server. Retrieved 29 July 2015.

Eaken, J. Patrick (12 September 2013). "Joe Badger"s rare, electric Pacer the last of its kind". The Press. Toledo, Ohio. Archived from the original on 4 March 2016. Retrieved 29 July 2015.

Ludvigsen, Karl (February 1975). "Suddenly its 1980: American Motors" new Pacer is the freshest, most creative, most people oriented auto born in the U.S. in 15 years". Motor Trend. pp. 35–39.

McGuire, Bill (October 2010). "Steve Bashford"s 1978 AMC Pacer Wagon – The Flying Aquarium – Hot Rods". Hot Rod Magazine. Archived from the original on 2 December 2013. Retrieved 13 March 2013.

Cammesa, Jason; McCandless, Eric (19 March 2009). "1975-1980 AMC Pacer - Collectible Classic Car - Automobile Magazine". motortrend.com. Retrieved 31 December 2022.

"La AMC Pacer X de Coluche dans L"Aile ou la cuisse" [The AMC Pacer X driven by Coluche in "The Wing or the Thigh" (1976)]. nimotozor99.free.fr. Retrieved 5 July 2022.

SELF-PRIMING CENTRIFUGAL PUMPSERIES "I"EXPLODED VIEW PARTS DIAGRAMPARTS LISTPP-9940FJan. 2006Impellers, (item #13) may be ordered with the seal half (item #22)installed. The part number for these assemblies is the same as theimpeller part number except that the last digit is a "1" for Buna-Nseal, a "2" for EPDM seal, and a "3" for Viton seal. For example:Assembly #58-0683 31 consists of impeller #58-0683 30 (item#13) and a Buna-N seal half (item #22).Support assemblies are also available with the shaftseal half installed. This includes the seal o-ring (item#26). The part number for these assemblies isthe same as the support (item #6) part numberexcept that the last digit is a "1" for Buna-Nseal, a "2" for EPDM seal, or a "4" forViton seal. For example: Assembly#58-1301 32 consists of support #58-1301 30 (item #6), EPDM seal half(item #25) and EPDM shaft sealo-ring (item #26).3062646519Note: To help identify material of molded plasticinternal pump components, polyester parts areblack in color. Polypropylene parts are gray.NOTE: All specifi cations, as shown, are subject to change without previous notice.F.O.B. Lancaster, PA Minimum Order: $25.00servingindustryworldwidePACER ® PUMPSDiv. of ASM Industries, Inc.41 Industrial Circle 717-656-2161Lancaster, PA 17601-5927 800-233-3861Email:sales@pacerpumps.com FAX: 717-656-0477DISTRIBUTED BY:(Printed in U.S.A.)

PP-9940E"I" PUMP PARTS LISTPage 2ITEM# PART# PART DESCRIPTION QTY. PUMP ITEM# PART# PART DESCRIPTION QTY./PUMP1 ........58-1244 30 ....SPACER, Polyester, Black .................................4........58-1244 60 ....SPACER, Ryton, Brown, (ISP Model Pumps) ....42 ........58-0722 30B ..PLUG, Filler, Polyester, Black ............................1........58-0722 40 ....PLUG, Filler, Polypropylene, Gray .....................1........58-0722 60 ....PLUG, Filler, Ryton, Brown ................................13 ........58-0765 71 ....O-RING, Filler Plug, BUNA-N ............................1........58-0765 72 ....O-RING, Filler Plug, EPDM ................................1........58-0765 73 ....O-RING, Filler Plug, VITON ...............................14 ........58-1308 10 ....BODY, Rear, 316 Stainless Steel ......................15 ........58-1361 71 ....O-RING, Support, BUNA-N ................................1........58-1361 72 ....O-RING, Support, EPDM ...................................1........58-1361 73 ....O-RING, Support, VITON ...................................16 ........58-1301 30 ....SUPPORT, Polyester, Black ...............................1........58-1301 40 ....SUPPORT, Polypropylene, Gray ........................1........58-1301 60 ....SUPPORT, Ryton, Brown ...................................17 ........58-0715 10 ....SCREW, 5/16"-24 x 1.25" long, S.S. for pumps...............................close-coupled to engines, pedestal mounted .....4........58-0728 10 ....SCREW, 5/16-18 x 1.5", S.S. for pumps close- .................................coupled to electric, hydraulic or pneumatic motor 48 ........58-1245 71 ....O-RING, Screw Plug, BUNA-N ..........................4........58-1245 72 ....O-RING, Screw Plug, EPDM..............................4........58-1245 73 ....O-RING, Screw Plug, VITON .............................49 ........58-1233 30 ....PLUG, Screw, Polyester, Black ..........................4........58-1233 40 ....PLUG, Screw, Polypropylene, Gray ...................4........58-1233 60 ....PLUG, Screw, Ryton, Brown ..............................410........58-0718 .........KEY, 3/16" Sq. x 15/16" long, Steel ....................1........58-0718 10 ....KEY, 3/16" Sq. x 15/16" long, Stainless Steel ....111 ........58-1302 30 ....VOLUTE, Rear, Polyester, Black........................1........58-1302 40 ....VOLUTE, Rear, Polypropylene, Gray.................1........58-1302 60 ....VOLUTE, Rear, Ryton, Brown............................112........58-1246 71 ....O-RING, Segment, BUNA-N ..............................1........58-1246 72 ....O-RING, Segment, EPDM .................................1........58-1246 73 ....O-RING, Segment, VITON .................................113........58-0683 30 ....IMPELLER, Polyester, Black ..............................1........58-0683 40 ....IMPELLER, Polypropylene, Gray .......................1........58-0683 60 ....IMPELLER, Ryton, Brown ..................................114........58-0717 71 ....O-RING, Screw, BUNA-N...................................5........58-0717 72 ....O-RING, Screw, EPDM ......................................5........58-0717 73 ....O-RING, Screw, VITON .....................................515........58-0716 10 ....SCREW, Impeller, 5/16"-24 x .75" long, S.S. .....116........58-1348 10 ....SCREW, Volute, #10 x .75", Stainless Steel ......717........58-1009 71 ....O-RING, Drain Plug, BUNA-N............................1........58-1009 72 ....O-RING, Drain Plug, EPDM ...............................1........58-1009 73 ....O-RING, Drain Plug, VITON ..............................118........58-0723 30 ....PLUG, Drain, Polyester, Black ...........................1........58-0723 40 ....PLUG, Drain, Polypropylene, Gray ....................1........58-0723 60 ....PLUG, Drain, Ryton, Brown ...............................119........58-2012 10 ....BODY, Front, NPT, 316 Stainless Steel .............1........58-2013 10 ....BODY, Front, BSP, 316 Stainless Steel .............120........58-1280 01 ....ASS"Y., Stainless Steel V-Band with Knob .........121........58-0778 11 ....SHIM, Impeller, .006", Stainless Steel as required........58-0778 12 ....SHIM, Impeller, .015", Stainless Steel as required........58-0778 13 ....SHIM, Impeller, .030", Stainless Steel as required22, 25..58-0714 11 ....SHAFT SEAL, BUNA-N, 316 S.S. Carbon/& 26 ...........................Ceramic..............................................................1........58-0714 12 ....SHAFT SEAL, EPDM, 316 S.S. Carbon/...............................Ceramic..............................................................1........58-0714 14 ....SHAFT SEAL, VITON, 316 S.S. Carbon/...............................Ceramic..............................................................1........58-0714 15 ....SHAFT SEAL, Hastelloy C, Tefl on, Silicon...............................Carbide...............................................................1........58-0714 92SG ......SHAFT SEAL, Non-Metallic, ECTFE, EPDM,...............................Siliconized Graphite ...........................................1........58-0714 94SG ..... SHAFT SEAL, Non-Metallic, ECTFE, VITON,...............................Siliconized Graphite ...........................................1........58-46250 11 ..SHAFT SEAL, BUNA-N, 316 S.S. Siliconized...............................Graphite .............................................................1........58-46250 12 ..SHAFT SEAL, EPDM, 316 S.S., Siliconized...............................Graphite .............................................................1........58-46250 13 ..SHAFT SEAL, VITON, 316 S.S., Siliconized...............................Graphite .............................................................123........58-1312 71 ....O-RING, Body, BUNA-N ....................................1........58-1312 72 ....O-RING, Body, EPDM ........................................1........58-1312 73 ....O-RING, Body, VITON .......................................124........58-1282 90 ....KNOB, V-Band Clamp ........................................126........58-0976 71 ....O-RING, Shaft Seal, BUNA-N ............................1........58-0976 72 ....O-RING, Shaft Seal, EPDM ...............................1........58-0976 73 ....O-RING, Shaft Seal, VITON ...............................127........58-1872 71 ....CHECK VALVE, BUNA-N ...................................1........58-1872 72 ....CHECK VALVE, EPDM ......................................1........58-1872 73 ....CHECK VALVE, VITON......................................128........58-1203 71 ....O-RING, Rear Volute, BUNA-N..........................1........58-1203 72 ....O-RING, Rear Volute, EPDM .............................1........58-1203 73 ....O-RING, Rear Volute, VITON ............................129........58-1303 30 ....VOLUTE, Front, Flat, Polyester, Black ...............1........58-1303 40 ....VOLUTE, Front, Flat, Polypropylene, Gray ........1........58-1303 60 ....VOLUTE, Front, Flat, Ryton, Brown ...................1........58-1304 31 ....VOLUTE, Front, BUNA Lined, Polyester, Black .1........58-1304 32 ....VOLUTE, Front, EPDM Lined, Polyester, Black 130........58-1238 .........HANDLE, Steel, for 3.5HP engine driven pumps...............................only.....................................................................131........58-1014 10 ....ADAPTER, Shaft, .625" Dia. Bore, Stainless...............................Steel for close-coupled electric or pneumatic...............................motor, attaches with set screws .........................1........58-1165 10 ....ADAPTER, Shaft, .563" Dia. Bore, Stainless...............................Steel for Hydraulic Motor....................................132........58-0883 .........SCREW, Set, 1/4"-20 x 1/4" Long, Steel ............233........58-0745 10 ....KEPNUT, 5/16"-18, Stainless Steel ....as required35........58-1011 20 ....BASE, Hydraulic Motor, Molded Plastic .............136........58-0729H .......SCREW, 5/16"-18 x 1" Long, Plated Steel .........437........58-2100 10 ....BRACKET, for close-coupled Electric, Stainless...............................Steel...................................................................138........58-1826 71 ....PAD, Rubber, Saddle .........................................139........58-1828 90 ....SADDLE, Electric Motor, 6.626" Dia., Molded...............................Plastic.................................................................140........58-1846 40 ....BASEPLATE, Polypropylene, for close-coupled...............................electric motor......................................................141........58-0934 10 ....STRAP, Electric Motor, Stainless Steel ..............143........58-1015 10 ....SCREW, 3/8"-16 x 1.25" Long, Stainless Steel 444........58-1010 20 ....ADAPTER for close-coupling to 56C frame...............................electric or pneumatic motor, molded plastic .......145........58-1955 71 ....SEAL, LIP, .717" I.D., BUNA-N ..........................246........58-0882 90 ....SHAFT SLEEVE, Polyethylene, Heat Shrinkable 147........58-0884 71 ....SLINGER, BUNA-N............................................148........58-1951 90 ....HOUSING, Bearing, Cast Metal .........................149........58-1954 90 ....BEARING, Ball, .787" I.D. ..................................250........58-1952 10 ....SHAFT, Stainless Steel, .75" Diameter ..............151........58-1953 10 ....PLATE, end, Stainless Steel ..............................152........58-0730 10 ...FLAT WASHER, .563", Stainless Steel ..............253........58-0729 10 ....SCREW, 5/16"-18 x 1" Long, Stainless Steel.....254........58-0745 10 ....KEPNUT, 5/16"-18, Stainless Steel ....................257........58-1956 10 ....SHIM, Bearing Shaft, Cast Metal Pedestal, .006"...............................thick, Stainless Steel ..........................as required58........58-2525 10 ....SCREW, Hex, 1/4"-20 x 3/4", Stainless Steel ....459........58-1950 01 ....BEARING & PEDESTAL Assembly with 3/4" S.S................................shaft (includes items 45, 48, 49, 50, 51, 57 & 58) 160........58-0686 .........MOTOR, Hydraulic .............................................161........58-0634 .........ENGINE, B&S, 3.5HP, Recoil Start ....................1........58-0644 .........ENGINE, B&S, 5.5HP OHV, Recoil Start ...........1........58-0646 A ......ENGINE, B&S, 6.5HP, Intek Pro OHV, Recoil...............................Start....................................................................1........58-0635 H ......ENGINE, Honda, 5.5 HP, OHV, Recoil Start ......162........58-0926 .........MOTOR, Pneumatic ...........................................163........58-0109 .........BASEPLATE KIT, Std. Duty, for fl ex-coupling to ................................electric motors ....................................................164........58-0929 .........BASEPLATE, for pumps close-coupled to...............................hydraulic or pneumatic motor .............................165........58-0002 .........BASE RUNNER KIT, includes two steel runners...............................(rails) with fasteners ...........................................1

Electric water pumps as well as gas-driven pumps provide the horsepower needed for irrigation. A number of HP & gas water pumps are included in the sprayer pumps & parts you"ll find at Agri Supply, where we have something for everyone. Among our Pacer pumps are a 2 horsepower electric pump and a thermoplastic centrifugal pump. Our water transfer pumps and trash pumps are further examples of the quality and variety you can expect from us.

Find electric water pumps to fit your irrigation needs among our sprayer pumps & parts. We offer HP & gas water pumps, too, so you"re sure to find the right pump.

Electric water pumps and gas-driven water pumps are key components of irrigation and other agricultural applications. You"ll find HP & gas water pumps as well as electric pumps among the sprayer pumps & parts at Agri Supply, which offers more than 26,000 products for farm, shop, home and garden. We carry Pacer pumps for powerful performance. Besides water transfer pumps, we also carry trash pumps, herbicide hand pumps and plastic siphon pumps.

Our electric water pumps feature built-in check valves and double-flush volutes. Our HP & gas water pumps range from 2 to 8 horsepower to suit your needs. Our Pacer pumps include a self-priming hydraulic drive pump and a 2 horsepower electric pump. Count on our water transfer pumps for reliable performance, too, because we guarantee these and most products for one year with our own warranty.