Anyone running dual fuel tanks? (pump gas/race gas)
#1
Anyone running dual fuel tanks? (pump gas/race gas)
Going to put in a sumped factory tank in my turbo fox body and considering leaving the 8 gallon cell I have in the spare tire well. Thinking about using the cell for either e85 (if my fuel system will support it) or race gas, and using the stock sumped tank for pump gas. I'll install ball valves on both inlets and outlets.
When I want to put it on kill mode I'll simply cut off the stock tank inlet/outlet, and swap the inlet/outlet hoses over to the 8 gallon cell. When it's time to switch back I'll swap them back over.
Anyone doing anything like this? I can't commit to e85 full time as it is not available everywhere and seems like a PITA and just dumping in race gas at the track will leave me with inconsistent blends and inevitably burning up whatever is left on the drive home (wasting race gas $$$).
Thoughts?
When I want to put it on kill mode I'll simply cut off the stock tank inlet/outlet, and swap the inlet/outlet hoses over to the 8 gallon cell. When it's time to switch back I'll swap them back over.
Anyone doing anything like this? I can't commit to e85 full time as it is not available everywhere and seems like a PITA and just dumping in race gas at the track will leave me with inconsistent blends and inevitably burning up whatever is left on the drive home (wasting race gas $$$).
Thoughts?
#2
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Seems like it would be a huge pain having to swap lines out,why not use a yblock with the check ***** before the y so both tanks feed in to that then the y goes to the pump? That would make it alot simpler. Now you got me thinking fof my mustang hmmm
#6
Super Moderator
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Not sure if I'd give Nelson all the credit, we did it with the Super Sleeper Nova back in 2006. Twin Superchargers and Octane on Demand:
http://www.hotrod.com/featuredvehicl.../photo_18.html
http://www.hotrod.com/featuredvehicl.../photo_18.html
#7
TECH Apprentice
This is the first one I have ever seen in 2005 on a TurboBuick engine.
http://www.turbomalibu.com/dualfuelsystem.htm
And this guy was running the factory buick computer, pretty smart dude.
This was always in the back of my mind until we built the NovaWagon, and Mike's mustang.
There is a guy in a town near Omaha, that has what you are talking about, two tanks, and some valves to control the flow and return. Works good for him in his 1200hp street car. He was on DragWeek last year with us, and I think his car was in one of the issues. Red Mustang with an old SBC in it.
In the old days, before alky injection,e85,etc, we use to go to the track empty the tank and just add race fuel. What a pain that was, but the boost we wanted to run in the Grand Nationals we had to have that insurance of the race fuel.
The dual fuel set-ups make it really easy, but they have there problems also.
Twice as many filters, lots of hoses(potential leaks), and more weight than if you only have one system.
I like mine, but I would not want to do another one.
I would probably just do two tanks and and the valves.
http://www.turbomalibu.com/dualfuelsystem.htm
And this guy was running the factory buick computer, pretty smart dude.
This was always in the back of my mind until we built the NovaWagon, and Mike's mustang.
There is a guy in a town near Omaha, that has what you are talking about, two tanks, and some valves to control the flow and return. Works good for him in his 1200hp street car. He was on DragWeek last year with us, and I think his car was in one of the issues. Red Mustang with an old SBC in it.
In the old days, before alky injection,e85,etc, we use to go to the track empty the tank and just add race fuel. What a pain that was, but the boost we wanted to run in the Grand Nationals we had to have that insurance of the race fuel.
The dual fuel set-ups make it really easy, but they have there problems also.
Twice as many filters, lots of hoses(potential leaks), and more weight than if you only have one system.
I like mine, but I would not want to do another one.
I would probably just do two tanks and and the valves.
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#11
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Why couldn't you have one tank with 93 in it and run it all the time and have another tank with race gas in it with another pump that kicks on at a certain psi. You can Y them together with check valves.
#15
Here is what I would do. Like some mentioned use a "Y" block. Set it up so one fuel line comes from each tank with a check valve on the one you don't want to use for street driving. Have the second pump set on a hobbs switch like 4psi. So anytime you romp on it it will utilize the second pump and the second tank of fuel.
#16
FormerVendor
Actually it was automatic, dual fuel systems, BS3 staged injection back in 05. What took you guys so long
https://ls1tech.com/forums/forced-in...ress-pics.html
https://ls1tech.com/forums/forced-in...ress-pics.html
#17
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Actually it was automatic, dual fuel systems, BS3 staged injection back in 05. What took you guys so long
https://ls1tech.com/forums/forced-in...ress-pics.html
https://ls1tech.com/forums/forced-in...ress-pics.html
#18
With the Holley and BF3 can you totally remove the pump gas (ie 100% race fuel)? What do you do about fuel presure regulators? surely you would be goijg from almost full fuel flow to nothing over a short rpm period....
Chris.
Chris.
#19
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The BS3 system keeps the primary injector on and just adds your secondary. It is just staged injection, but you can separate the fuel system and run dual fuel. Your fuel percentage is controlled by your inj flow rate. You could run a 24# primary (pump gas) injector with a 225 secondary (race fuel) injector, this would give you 90% race gas when your running both injectors. I ran 36# on pump and 65# on C16, this percentage was safe at 1100hp flywheel over the 20,000+ miles I drove and the car is still driving today around Chicago.
Kurt
Kurt
#20
FormerVendor
The low duty cycle switch point to revert back to the primary injectors is 30% if I remember correctly, so when the primary injectors hit (I think we could only raise it up to 80%) and the large secondaries came on, total IDC fell below 30% and it would act like a rev limiter just switching back and forth.
After a bunch of emails and calls to John asking if he would allow access to raise the high switch point above 80% and the low switch point below 30% (and also asking for more control -at- the switchpoint), I never received a response.
Soo, in the end we needed to run larger primary injectors so at the switch point it came back down to around 35% IDC, or high enough above the minimum level so it didn't go into "rev limiter mode"