TWO FUELS - TWO SYSTEMS
Well, first when I was on nitrous I had this standard layout in the trunk. All heavy things over the right
rear wheel to compensate for the heavy driver on the mid/front left...I guess? Sometimes I wish all weight
should have been placed on the left side instead, since that corner is lifting too much, if you get my drift.
See that NOS heater blanket wrapped around the bottle to keep the pressure up on cold days...
... check here - stroll down to black & white picture of Dale Vaznaian of NOS. Hehe.
OK, fueling is critical on nitrous. NOS provides an extra fuel pump which activates on 12 V and it was
placed on the body above the tunnel and above the rear axle (sorry no picture!).
Steel braided fuel lines is the only option. I needed AN-12 for feeding and AN-8 for return.
AN stands for Army Navy and is an old US standard.
It's a hard hand work, and you'll get your fingers punctured by the tiny steel lines and start to bleed!
But you'll put on some aluminium slime to save the threads and oil on the snout and then begin to
squeeze it on with some calculated violence and a "what we in Sweden call skiftnyckel" - wrench.
Outlet AN-12 and inlet AN-8.
This is what it looks like behind the bumper skin. These kind of fuel pumps must not run dry, and they
must be mounted in lower level than fuel cell.
The idea of increasing the flow in the fuel rails
"COPO-Anders" Stålklint from Anderstorp Hydraulik could fulfill, better and fabricate my ideas of the dual
fuel systems. Here mounting the all new fuel block to the stock fuel rails. His design. Excellent solution!
When changing from this little red regulator to a much larger one we actually had to unplug that outlet
(to the far right on block) to be able to feed the regulator that way (see picture below!).
Works just perfectly either way.
This setup gives us enough fuel and pressure.
Teflon sealed balls is a good thing. The weight is a little too much, but no leakage yet!
This is my solution on having two fuel systems and easily be able to switch between them. The
ball valves are of course in different sizes since the fuel lines are. Race system has AN-10 from fuel
cell and AN-8 return. Stock fuel lines are 3/8" from stock tank and 5/16" return.
(All valves are open in the picture)
"COPO" Stålklint made these Y's at his company Anderstorp
It all sits in one bolt.
After the pump went down at Santa Pod in 2006 I felt it necessary to get another filter after the pump
as well. This is the basic layout when I had it done at Hydroscand.
It feels good to have it done with real stuff.
Marcus Johansson at Hydroscand is most helpful. Also see >Thanks_Marcus
Will mount it better and also make a heat shield because of the close distance to the muffler.
From the "outside". Anodized aluminium cover.
The fuel system issue
The car was almost ready to race again and we was planning to go
to the Malmö Raceway on wednesday evening September 7th for
some testing on the 1/8 mile. An important part of the test was to
see the change from the 96 lb/hr injectors to the new 160 lb/hr ones.
In that work to mount the new injectors I loosened the fuel pressure
regulator Aeromotive #13110 and when the vacuum hose came
off I got sprayed by gasoline! Maybe that's normal (?) but I thought
it was awkvard to have gas on the wrong side!
It was a reason enough to take the regulator apart to look for a
possible leakage, which I didn't find. However, I found a "lot" of
small aluminium fragments like here around the membrane.
And that was reason enough to begin the big clean-up through all of
the fuel system, beginning with the regulator, and then the pump,
filters on both sides of the pump... instead of going testing
at Malmö of course.
Still aiming for Night of Fire and their class ET Open where
Kent and I can meet again together with cars from 7.5 and slower.
That means dragsters charging in the rear view mirrors...fun!
Draining the fuel system of VP109 Octane makes not only your
garage to smell like a chemistry industry, but all living things on
the block are fainting since you have opened all windows and
doors to survive... It's really awful! How can it be legal? ;-)
Yep, the membrane in the Aeromotive # 13110 regulator had three
holes, from wear I assume. So of course I had gasoline on the
vacuum side. I hope Mr Aeromotive can post one direct in an
express envelope to Mr Envall on Brandmansgatan in Gothenburg?
I'll sure talk to Birgitta at Autoshop in Orlando to make
that happen with the right people...
A hole that gasoline loves. (Sorry about my not-so-perfect manicure).
Both my filters will be taken care of. The 10 micron to the left will
be changed to a new while the 100 micron filter to the right (before
the pump) will be cleaned.
The filter after the fuel pump - a lot of aluminium debris on the
inside forces me to take apart the Aeromotive fuel pump as well...
...which I had planned anyway. Which I did in 2006 (see above)
and found out that it was worn out, even under my record runs...
The 96 lb/hr injectors may have come to the end of the road - together
with Aeromotive pump - for what they can deliver to the engine.
The flow rate of 96 lb per hour is 1000 cc per minute
and 160 lb per hour is 1680 cc per minute.
The new 160 lb /hr injectors are mounted. The only thing missing
around the engine now is the fuel pressure regulator which awaits
a new membrane. I really hope to get some test runs with this
new fuel system setup before the snow!