04-20-2006, 02:32 PM
The Fix
Keep the fuel out of the pressure line! That's sometimes easier said than done. We've had the most success by rerouting the pressure line so that as it come off the pressure nipple, the tubing goes to the right side of the fuel tank, then makes a loop on the right side of the tank. This prevents the centrifugal force of a right hand turn from filling the pressure tube. We've also had good success by adding one of the big reservoirs (they look like a big aluminum fuel filter and are available from Mugen or OFNA) in the pressure line. Many manufacturers, like Mugen and Serpent, recognize this problem and are making special pressure pickups and tank lids with large open volumes in the lid itself. You may have noted that many top drivers' cars have several loops of fuel tubing wrapped in their cars and wondered what was the purpose. Now you know. The key to fixing this issue is to experiment with pressure tube routing and, if necessary, installing a pressure reservoir in the pressure line.
Vapor Lock
Compressed CO2 sprayed directly onto the carburetor is a great way to prevent vapor lock during long main flame-outs.
If you've ever had your engine flame out after a reasonably long run and then found it nearly impossible to re-start, you may have experienced vapor lock. Vapor lock occurs most often in .12- and .15-size engines, especially when they're enclosed in a body with a 1/10-scale gas sedan or stadium truck. Vapor lock normally occurs after the engine is shut off. Heat from the head and combustion chamber transfers through the crankcase, heating the carburetor to the point that the fuel that reaches the carburetor through the fuel line boils off. This makes it impossible to start the engine because it's starved for fuel. The only way to get the engine to run is to cool the carburetor below the fuel's boiling point. If you're sport driving, you can simply wait 5 minutes for the carb to cool on it's own and then restart. If you're in the middle of an important long main, here are some creative ways racers have (including at the world championship level) cooled their carburetors preventing vapor lock:
1. A bottle of compressed CO2 (or air like those that can be purchased to operate airbrushes) with a nozzle attached, allowing cold CO2 to be directed over the carburetor even when the body is in place. We've seen several top-level race teams use this CO2 method anytime the engine flames out to prevent the possibility of a vapor lock.
2. By pulling the air filter and simply dumping fuel from the fuel bottle over the carburetor, usually bringing the temperature back to a tolerable level within a minute. Just be sure to avoid getting fuel on the brakes, radio equipment or tires or you could be in for a bad race day!
Keep the fuel out of the pressure line! That's sometimes easier said than done. We've had the most success by rerouting the pressure line so that as it come off the pressure nipple, the tubing goes to the right side of the fuel tank, then makes a loop on the right side of the tank. This prevents the centrifugal force of a right hand turn from filling the pressure tube. We've also had good success by adding one of the big reservoirs (they look like a big aluminum fuel filter and are available from Mugen or OFNA) in the pressure line. Many manufacturers, like Mugen and Serpent, recognize this problem and are making special pressure pickups and tank lids with large open volumes in the lid itself. You may have noted that many top drivers' cars have several loops of fuel tubing wrapped in their cars and wondered what was the purpose. Now you know. The key to fixing this issue is to experiment with pressure tube routing and, if necessary, installing a pressure reservoir in the pressure line.
Vapor Lock
Compressed CO2 sprayed directly onto the carburetor is a great way to prevent vapor lock during long main flame-outs.
If you've ever had your engine flame out after a reasonably long run and then found it nearly impossible to re-start, you may have experienced vapor lock. Vapor lock occurs most often in .12- and .15-size engines, especially when they're enclosed in a body with a 1/10-scale gas sedan or stadium truck. Vapor lock normally occurs after the engine is shut off. Heat from the head and combustion chamber transfers through the crankcase, heating the carburetor to the point that the fuel that reaches the carburetor through the fuel line boils off. This makes it impossible to start the engine because it's starved for fuel. The only way to get the engine to run is to cool the carburetor below the fuel's boiling point. If you're sport driving, you can simply wait 5 minutes for the carb to cool on it's own and then restart. If you're in the middle of an important long main, here are some creative ways racers have (including at the world championship level) cooled their carburetors preventing vapor lock:
1. A bottle of compressed CO2 (or air like those that can be purchased to operate airbrushes) with a nozzle attached, allowing cold CO2 to be directed over the carburetor even when the body is in place. We've seen several top-level race teams use this CO2 method anytime the engine flames out to prevent the possibility of a vapor lock.
2. By pulling the air filter and simply dumping fuel from the fuel bottle over the carburetor, usually bringing the temperature back to a tolerable level within a minute. Just be sure to avoid getting fuel on the brakes, radio equipment or tires or you could be in for a bad race day!
![[Image: mich1iy1.jpg]](http://img172.imageshack.us/img172/9408/mich1iy1.jpg)