X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-da04.mx.aol.com ([205.188.105.146] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTP id 5109352 for flyrotary@lancaironline.net; Wed, 31 Aug 2011 08:36:21 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.105.146; envelope-from=CozyGirrrl@aol.com Received: from mtaomg-mb03.r1000.mx.aol.com (mtaomg-mb03.r1000.mx.aol.com [172.29.41.74]) by imr-da04.mx.aol.com (8.14.1/8.14.1) with ESMTP id p7VCZbLF014844 for ; Wed, 31 Aug 2011 08:35:38 -0400 Received: from core-dsb004b.r1000.mail.aol.com (core-dsb004.r1000.mail.aol.com [172.29.253.13]) by mtaomg-mb03.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id F3C53E00008E for ; Wed, 31 Aug 2011 08:35:37 -0400 (EDT) From: CozyGirrrl@aol.com Message-ID: <1c687.7a74f153.3b8f8499@aol.com> Date: Wed, 31 Aug 2011 08:35:37 -0400 (EDT) Subject: Re: [FlyRotary] Re: CG Products Intake Manifold To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_1c687.7a74f153.3b8f8499_boundary" X-Mailer: AOL 9.6 sub 5004 X-Originating-IP: [69.151.8.177] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:403173120:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d294a4e5e2a993451 --part1_1c687.7a74f153.3b8f8499_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Interesting Chad. The people flying Subes and using autogas were also guessing that altitude was a factor in vaporlock. We won't be using autogas due to variable formulation eating up epoxy tanks. We were thinking that if the regulator was the last item in the chain and that the rails were hooked up serially that it would minimize vaporlock and also a few seconds of the pump running before a hot restart would cool and clear the rail. Chrissi & Randi _www.CozyGirrrl.com_ (http://www.cozygirrrl.com/) CG Products, Custom Aircraft Hardware Chairwomen, Sun-N-Fun Engine Workshop In a message dated 8/30/2011 11:36:05 P.M. Central Daylight Time, crobinson@medialantern.com writes: I recently researched EFI regulation a bit and found something interesting. Many modern (post-1995) vehicles have "returnless" EDI systems where the regulator is in or near the tank, not the engine compartment. It turns out this isn't for complexity reasons, though it does save a bit. It's for emissions. The heating of the fuel in the engine compartment transfers heat back to the tank. The tank's emissions do count even though they're not huge. It's also one less part, hose, and set of fittings to fail- and get warranty calls on. To deal with vapor lock they just crank up the pressure to 65 or more psi. Very effective. Not at all saying we should do the same, but the purpose is interesting, no? As well as the vapor lock" solution"... Regards, Chad --part1_1c687.7a74f153.3b8f8499_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Interesting Chad.
The people flying Subes and using autogas were also guessing that alti= tude=20 was a factor in vaporlock. We won't be using autogas due to variable formul= ation=20 eating up epoxy tanks.
We were thinking that if the regulator was the last item in the chain = and=20 that the rails were hooked up serially that it would minimize vaporlock and= also=20 a few seconds of the pump running before a hot restart would cool and clear= the=20 rail.
 
Chrissi &=20 Randi
www.CozyGirrrl.com
C= G=20 Products, Custom Aircraft Hardware
Chairwomen, Sun-N-Fun Engine Workshop=
 
In a message dated 8/30/2011 11:36:05 P.M. Central Daylight Time,=20 crobinson@medialantern.com writes:
=

I recently researched EFI regulation a bit and found something interes= ting.=20 Many modern (post-1995) vehicles have "returnless" EDI systems where the= =20 regulator is in or near the tank, not the engine compartment.

It turns out this isn't for complexity reasons, though it does save a = bit.=20 It's for emissions. The heating of the fuel in the engine compartment=20 transfers heat back to the tank. The tank's emissions do count even thoug= h=20 they're not huge. It's also one less part, hose, and set of fittings to= =20 fail-  and get warranty calls on.

To deal with vapor lock they just crank up the pressure to 65 or more = psi.=20 Very effective.

Not at all saying we should do the same, but the purpose is interestin= g,=20 no? As well as the vapor lock" solution"...

Regards,
Chad

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