I specifically remember having cool cans of a several of the cars. I
called it part of my "any fuel line" and they could not argue me out of it,
so it stood. This was a can of approximately 2 quart capacity with a coil of
copper line inside that was probably six feet long and I'd fill it with ice
before a race along with a top off of water. Chilly was the answer. As you
might expect this was the line going TO the carburetors.
----- Original Message -----
From: "William G Rosenbach" <wgrosenbach@juno.com>
To: <kaskas@cox.net>
Sent: Friday, February 27, 2004 4:51 PM
Subject: Re: Fuel system answers
> Kas,
> I know the SCCA wouldn't allow fuel pumps specifically for cooling, but
> did they allow cooling fuel feeding the engine or just on return.
> Thanks,
> Bill
>
> On Fri, 27 Feb 2004 10:32:35 -0800 "kas kastner" <kaskas@cox.net>
writes:
> > I guarantee if you circulate the fuel back to the tank you will
> > increase
> > the temperature of the gasoline, that's not a good deal. Saw this a
> > couple
> > of times in the Can-Am and in our TR-250 cars where the power went
> > down
> > after half race due to the rise in fuel temp. Sent the fuel back to
> > the tank
> > thru a "cool can" which fixed it all.
> > ----- Original Message -----
> > From: "William G Rosenbach" <wgrosenbach@juno.com>
> > To: <spitfiresuz@141.com>
> > Cc: <fot@autox.team.net>
> > Sent: Friday, February 27, 2004 9:13 AM
> > Subject: Re: Fuel system answers
> >
> >
> > > Susan and those who regulate,
> > > Though I've never built the device to test the idea, instead of
> > trying
> > to
> > > control the fuel pressure before the carb, allow full flow and
> > pressure
> > > to flow to the carb. Put a valve downstream of the carb that
> > opens at
> > the
> > > desired maximum fuel pressure that allows excess pressure to
> > bleed off
> > > and return to the tank. That way, if pressure drops at full
> > power, all
> > > available fuel flow goes to the carb first. It is a little like
> > the pill
> > > system used in some mechanical FI systems but instead of a fixed
> > orifice
> > > it would use an adjustable spring loaded valve.
> > > Just a thought.
> > > Bill
> > > 70 GT-6+
> > >
> > > On Fri, 27 Feb 2004 06:26:37 -0600 Susan Kahler
> > <spitfiresuz@141.com>
> > > writes:
> > > > Good morning!
> > > >
> > > > Regarding HPD's, I got fuel system answers from Bill Babcock
> > > > (below):
> > > >
> > > > Single pickup fuel cell
> > > > Two pumps in parallel with outlet check valves (gold colored
> > > > centrifugal
> > > > pumps--I think their Holly but might be carter).
> > > > High flow fuel filter from Summit
> > > > Cheesy silver regulator with pressure adjustment that you can
> > buy
> > > > everywhere
> > > > (my nice one died)
> > > > Three outlet manifold with pressure gauge
> > > > 3-4 pounds with webers.
> > > >
> > > > Tony Drews, who has a "a single
> > > > holley blue top and matched low pressure regulator."
> > > >
> > > > And Glen Efinger :I use the same basic setup on everything,
> > that
> > > > being
> > > > Carter rotary for main pump & usually the same for backup,
> > sometimes
> > > >
> > > > Facet. Dual pickups, Holley regulator & 2 1/2-3 psi. Usually
> > use
> > > > steel
> > > > housing in line filter before regulator. Note that Facet
> > isn't
> > > > capable
> > > > of handling flow requirements @ racing speed of some high
> > speed
> > > > big-bore
> > > > engines so is a "limp home" only backup. Also some of the
> > float
> > > > needle
> > > > valves have restrictive orifice that will limit high speed
> > > > operation.
> > > > The advice that has been posted re bowl orientation is
> > correct.
> > > >
> > > > Uncle Jack kindly gave me his diagnosis and fix ideas, but
> > cunningly
> > > >
> > > > kept his setup to himself! :)
> > > >
> > > > Have a great morning, and thanks again to everyone who
> > responded!
> > > >
> > > > Keep Triumphing,
> > > > Susan :)
> > > >
> > > >
> > >
> > >
> > ________________________________________________________________
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> >
> >
> >
>
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