New Detroit Speed and Engineering Tech Series Video on VaporWorx Fuel Systems

[CarlC]

DSE has just released a new video highlighting the inner workings of their Supertank 600 and 1000 designs. Dan does a great job of describing how the systems work and their benefits, plus it gives a view of the inside of the tank and how the components are mounted.

Thank you to DSE for choosing vaporworx.

Be sure to check out the other Tech Series videos that DSE has made. There's some good information that makes understanding their parts and setup much easier.

[badazz81z28]

Carl, looks like a great tank, makes me wonder why my Rick's vaporworks isnt baffled. It it over kill with the vaporwork and the bucket 5th gen pump?

[CarlC]

From a fuel delivery standpoint both designs work well. There may be other advantages that the baffling offers from a weight shifting perspective.

[parsonsj]

Nice stuff there. I'm not a big fan of baffling, as I think the vaporworx stuff with the external pickups works awesome all by itself, and baffling can prevent fuel from getting to the right place as much as keeping it in the right place. If the baffling was using trap doors so gasoline can move one way easier than another, I'd be more enthusiastic about it.

I must admit I hadn't considered weight shifting though.

[71RS/SS396]

I will say that imho Carl's vaporworx fuel system is hands down the best available solution out there. I have the DSE supertank in my car and retro-fit kit on my sister's Chevy II and they've worked flawlessly. I was at a trackday at VIR with Finch and forgot to put fuel in the car before one of the sessions and I ran out on the track and thought I broke the engine until I realized I had no fuel pressure. Finch asked what happened, I said, "ran out of fuel", he said, "that's impressive that it would run totally out of fuel without any warning stumble at all". This will be the next upgrade to my wife's car as soon as funds allow.

[CarlC]

Tim,

Please don't tell me you WANT a warning stumble! Thank you for the kind words.

It's good to hear that the systems are working for you as intended. "She's running on vapors" is the meaning behind vaporworx.

[andrewb70]

Carl,

Set me straight on this deal. I see there are multiple pick-ups in the tank. I am guessing that as long as one of those pick-ups sees fuels, the pump is happy, right?

Andrew

[CarlC]

Basically Andrew, yes. However, it does not mean that the corner pickups alone will do the job 100% of the time. The fuel module must be at the lowest point, or the last fuel delivery point, in the system. Bear with me a bit.....

Pontiac G8's, CTS-V's, Camaro's, etc all have remote pickups since the tank shape does not always allow gravity feed to the fuel module. In these cases, as the fuel level falls the tank will split its fuel volume. The suction pump in the fuel module draws fuel from the remote sections / pickups, hence keeping the portion of the tank where the module is mounted full of fuel. As the fuel level falls farther, the remote sections of the tank will run dry. So, wherever there is a remote pickup in an OE application, that section of the tank will go dry first.

In that light, the purpose of the remote pickup is to keep the primary side of the tank full. The remote pickup fuel transfer volume does not need to be equal to the maximum volume output of the fuel pump. Why? Because most of the time the fuel pump is not running at full capacity, even on road courses. The remote pickup can average-out the delivery since it runs 100% of the time while the average fuel pump output to the engine may be at 70%

So, where does that leave your typical flat-bottom tank in most PT cars? It depends on the fuel level in the tank and what the fuel is being subjected to. If the car is a cruiser and won't ever see a road course, the remote pickups are unnecessary. They won't hurt anything, but the suction pumps on the bottom of the fuel module will pull the last drops of fuel from the tank as long as the bottom of the module is mounted on the lowest plane of the tank. For performance applications, corner pickups make sense. Let's look at Tim was doing at VIR. At low levels the fuel load will shift enough to uncover the module, leaving just the corner pickup to supply fuel to the reservoir. Given that maximum horsepower is not used in a corner, the combination of fuel volume in the reservoir plus the resupply of fuel from the corner pickup is quite sufficient. Once cornering loads decrease, the fuel will begin to shift and surround the module base. The module suction pumps then re-fill the reservoir (the suction pumps on the module are very powerful) as best they can. Rinse and repeat until no fuel is available.

During testing the Camaro was purposefully run until the engine stopped in order to determine module performance. After removal of the dry module, the remaining fuel could be removed with a few paper towels. The GM module designs are that good.

The moral(s) of the story?
1) The remote pickups are good but they should not be relied upon to supply 100% of the fuel to the module at maximum fuel demand.
2) Don't mount the module higher than the remote pickups if it's a single tank. Dual / Saddle tanks could be a different matter.
3) Calibrate and watch your fuel gauge. It's easy to forget how much fuel is in the tank, and running pumps dry is an easy way to kill them.

[CarlC]

Congratulations to Tim for winning the Chevy High Performance Street Machine Challenge Championship!!!

https://www.facebook.com/photo.php?f...type=1&theater

[71RS/SS396]

Congratulations to Tim for winning the Chevy High Performance Street Machine Challenge Championship!!!

https://www.facebook.com/photo.php?f...type=1&theater

Thanks Carl!