Cross-port, relief assembly, with anti-cavitation checks


Function for YRFN
Port Designators [ + ]
Modifiers Ports
M, M/S Ports V1 & V2: SAE 16; Port T: SAE 12;
Technical Features [ + ]

This assembly provides 2 functions. It provides cross-port relief protection between ports M1 and M2. It also provides anti-cavitation protection for ports M1 and M2.

  • Back pressure on the tank port (port 2) is directly additive to the valve setting at a 1:1 ratio.
  • Will accept maximum pressure at port 2; suitable for use in cross port relief circuits.
  • Suitable for use in load holding applications.
  • This assembly provides protection for pumps and motors from pressure transients due to sudden load changes, especially variable displacement pumps, since the displacement mechanism is sometimes too slow to catch these pressure transients.
  • The assembly's direct acting relief valves exhibit rapid response characteristics that minimize pressure overshoot and also provide low reseat leakage (less than 5 drops/min (0,3 cc/min) @ 85% of cracking pressure).
Technical Data [ + ]
Capacity 50 gpm200 L/min.
Body Type Motor mountMotor mount
Interface Staffa B150/B200Staffa B150/B200
FAQs [ + ]

There are exactly 250 Sun drops in a cubic inch or 15 in a cc.

Reasons to anodize:

  • To increase corrosion resistance. Sun uses 6061-T651 aluminum. It is one of the most corrosion resistant aluminum alloys there is. Whether or not anodizing improves the corrosion resistance of 6061 aluminum is debatable. We have yet to have a manifold returned because of corrosion.
  • Appearance (color). The 2 colors that would appeal to Sun would be blue or black. Unfortunately these are the colors that are hardest to do consistently.
  • To provide a hard wear surface. Sun does not make parts-in-body valves. The manifold is just plumbing. We don't need a wear surface.
  • Because everyone else does it. Bad reason. 

Reasons to not anodize:

  • Cost. It's another process.
  • Logistics. When you make tens of thousands of manifolds a month and you anodize hundreds, it's a problem. Consistency. See above.
  • Stamping. After a body is anodized you cannot do any more stamping without making a mess.
    Inspection. Have you ever tried to look for burrs in a black anodized body? It's the old blackboard factory at night scenario.
  • Torque. You will experience an increase in breakaway torque when removing items from an anodized manifold.
  • Fatigue life. This is the best reason to not anodize. Fatigue failure is a very complex phenomenon. What it takes to initiate a crack is difficult to predict. What it takes to propagate a crack is readily defined. Anodizing produces a very thin, very hard, and very brittle surface on aluminum. The first time you pressurize an anodized aluminum manifold you have initiated fatigue cracks. Whether or not the stress is enough to propagate the cracks is a matter of pressure and manifold geometry. Anodizing an aluminum manifold grossly reduces the fatigue life by anywhere from 20% to 50%.

Direct-acting valves are used to prevent over pressure, and pilot-operated valves are used to regulate pressure. If you are unsure, use a direct-acting valve. Sun's direct acting valves are very fast, dirt tolerant, stable, and robust. Sun's pilot-operated valves are moderately fast, they have a low pressure rise vs. flow curve, and they are easy to adjust.

Notes [ + ]
  • Important: Carefully consider the maximum system pressure. The pressure rating of the manifold is dependent on the manifold material, with the port type/size a secondary consideration. Manifolds constructed of aluminum are not rated for pressures higher than 3000 psi (210 bar), regardless of the port type/size specified.
Additional Resources [ + ]