Falcon

The basics are right. I will try to find an ITS installation manual page that shows the circuit and the block connections. The check valves you show are already available in the standard ITS installation in the "secondary" connection block that the current pump outlet line connects to. That is unless the installer didn't use the secondary connection block. Hard to explain without pictures of the pieces. One other thing I would avoid is the tee connection for the 2 pumps from the reservoir. That would mean when both pumps are running twice as much fluid has to be pulled through that fitting connection at the reservoir.

2112

Falcon;

The only thing I see resembling a block is on the transom plate itself and I think it is a distribution block. I also have a fountain with latham steering. It runs one reservoir to the caps of the integral pump reservoir. It also has some kind of proportioning block pumbed in the system.

Seems simple enough to have a second reservoir though. I will have to Tee the return line to two different reservoirs. Would that overfill one reservoir if that pump was not drawing as much?

If you are able to show me a better way with merc parts I am all ears.

Falcon

Sounds like they didn't use the secondary connector block, some don't. I would look into a twin pump kit from Latham, Marine Machine, CP, etc. They include the extra reservoir, caps for the engine reservoirs (which it doesn't sound like you have), and the check valves or block. Did you know that you really don't need the high output pump that you show if you go to a twin pump system?

2112

I did not know that, That is what I have to work with. I want to avoid losing pressure if one engine goes down, that is why I want two.

I will look into the twin pump kit.

Falcon

Some want the twin pump to help with high volume steering setups such as a with a twin MC Six setup and, to a lesser extent, a twin ITS setup. Really the ITS may be fine with a single standard pump. By the way, this is mainly to help with steering at idle speeds. Instead of twin pumps to help with steering at idle speeds some prefer one higher volume power steering pumps like the one you show from CP. The disadvantage to this is the loss of power if your ps engine goes down. Twin standard pumps should help with both problems, but at a disadvantage in complexity of the reservoir setup.

Falcon

I forgot to add one more thing. A twin pump system should have #8 size lines between the helm and the pumps and coolers. The R & L lines can stay the same. At the higher flow rates you can have too much no load pressure in the "pump" circuit creating slightly more hp loss, higher ps fluid temps, etc.

2112

The lines are already size 10 on the pressure side and 8 on the return. But the real restriction is the factory plumbing block and the prebent steel hose ends that plug into that block. An entirely new distribution block would have to be engineered and fabricated.

Talked to Pedro at Marine Machine. They plumb it like the sketch but with a huge reservoir that has baffles to prevent puking on shut down.

I have to ask here. should I stick to a single pump? I like the redundancy and equal draw on power from each engine.

Falcon

Do your current pump and cooler lines (the ones with 90 degree bends in them) connect to the "distribution" block? If not, you do not have the secondary block I was talking about and your pump and cooler lines are connected directly to the lines that go to the helm. The only changes necessary for a twin pump system are on the pressure, return, and reservoir lines. The main R & L connection block on the ITS transoms should remain. I just thought I would clarify this, Pedro (Marine Machine), probably just meant the "pump/cooler" connection block that I mentioned earlier. I have to find a diagram or picture of this somewhere! It's really simple, just hard to describe.

The "puking" he is talking about is usually caused by air in the system. There is some minor level change from line expansion/contraction, but more is cause by compression/expansion of air in system (compresses under pressure, expands when engine is shut off, pushing oil back to the reservoir).

It's unusual to have #10 lines(not fittings), especially if it was only a single pump system. Basically if the line will be seeing double the usual flow (after the tee on the pump lines, before teeing back to the coolers on the return) you should have the larger lines. Larger lines don't hurt unless the pressure rating is a problem (larger lines of the same construction can't handle as much pressure).

Pedro at MM or Latham should be able to help you get the right parts. Still avoid the tee on the reservoir to pump connections. Hook the reservoirs up direct if possible.

2112

Falcon;

You were right, the pump lines are smaller. THe blue lines are to the helm and back. The black rubber lines are to the pump. Why would a larger hose size help if it still has to flow through those small fittings in the distribution block?

Falcon

Ok, you do have the pump connection block at least on one transom assembly. Now picture the same block and pump connections on your second engine. Then lines that go to the helm (the 2 right angle lines on the bottom left) go to a common tee connection. What's important is that from the tee connections to the helm that the lines and fittings are #8. At that point the lines and fittings are handling twice the flow. Do you see the black cap on the fitting under the pump pressure line? That's the one way check valve. The other 2 are relief valves for severe side impact loads.

Do you have both parts of the block on the other drive, with the extra connections open or capped off?