Meh,....In the end, having a like/message count that matches is comparable to having your car in a magazine..
Been there,....done that,....now what?...
Been there,....done that,....now what?...
Build Thread 1978 Mercury Cyclone. The pig is in the pen.
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Ok Mike, you've taken the joy from me......
Do you perhaps notice the timing of all of those likes with the previous comments on your thread?
I still do like you Mike, but, yes, that would have been obsessive to the point of being a cereal killer
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Ok Mike, you've taken the joy from me......
I still do like you Mike, but, yes, that would have been obsessive to the point of being a cereal killer
Maybe I do,...maybe I don't.. Maybe I missed something, maybe it's right in front of my face. Maybe I'm just not "in" on the joke.
I expected them to span the course of a normal timeframe, The irony was/is they will, as long as I say something to somebody about something.
But, not all happen in one day, and........ Now that they're here...
Well,..... If something don't work right...throw money at it.
I called Aeromotive again,,and talked to the tech guy for about 30 minutes in my quest to try and figure out what the hell is going on...
Does my problem stem from defective product? or Is it something that is a byproduct of my fuel system design, or maybe both?
Dude tells me that he hears about this all the time. The external pump, sucking fuel through a "straw" pressurizing that fuel and pumping it forward, pushing it through turns and bends that get hotter as it moves into the engine compartment. Once in the Engine compartment where ambient air temps typically are around 200 degrees, then making its way back through another series of bends and turns before it get's dumped on top of the rest of the fuel in the tank in a much more aerated state, getting hotter, and hotter until at around 130 degrees fuel temps starts to turn to vapor. The pump gets angry and commensurately louder because it's sucking vapor instead of liquid until eventually you get the condition known as vapor lock.
And junk stops running.
Says that I don't have to buy his stuff, All I gotta do is figure out a way to control the heat, and minimize the cavitation.
Perfect. That's all I gotta do.....
Or.....Dude says,...I could try one of their Stealth systems that submerge the pump, surround the pick up w/ a foam baffle, and eliminate the return cavitation through a special return tube that submerges the returning fuel much like how putting a garden hose in a bucket of soapy water ( no suds if the hose is under the water)
He also decides that I should limit the size of the pump so that it more closely matches my HP level so that excess fuel will not be forced to bypass the system so forcefully,...minimizing cavitation.
Sounds plausible to me.
So I buy it.
This is only a 200LPH system. But according to the dude and the printed stats is capable of supplying 450 HP forced induction...I'll have to drill a big assed hole in the top of the tank,..and re-route some lines, but other than that,....maybe I'll be done with pump issues.
I called Aeromotive again,,and talked to the tech guy for about 30 minutes in my quest to try and figure out what the hell is going on...
Does my problem stem from defective product? or Is it something that is a byproduct of my fuel system design, or maybe both?
Dude tells me that he hears about this all the time. The external pump, sucking fuel through a "straw" pressurizing that fuel and pumping it forward, pushing it through turns and bends that get hotter as it moves into the engine compartment. Once in the Engine compartment where ambient air temps typically are around 200 degrees, then making its way back through another series of bends and turns before it get's dumped on top of the rest of the fuel in the tank in a much more aerated state, getting hotter, and hotter until at around 130 degrees fuel temps starts to turn to vapor. The pump gets angry and commensurately louder because it's sucking vapor instead of liquid until eventually you get the condition known as vapor lock.
And junk stops running.
Says that I don't have to buy his stuff, All I gotta do is figure out a way to control the heat, and minimize the cavitation.
Perfect. That's all I gotta do.....
Or.....Dude says,...I could try one of their Stealth systems that submerge the pump, surround the pick up w/ a foam baffle, and eliminate the return cavitation through a special return tube that submerges the returning fuel much like how putting a garden hose in a bucket of soapy water ( no suds if the hose is under the water)
He also decides that I should limit the size of the pump so that it more closely matches my HP level so that excess fuel will not be forced to bypass the system so forcefully,...minimizing cavitation.
Sounds plausible to me.
So I buy it.
This is only a 200LPH system. But according to the dude and the printed stats is capable of supplying 450 HP forced induction...I'll have to drill a big assed hole in the top of the tank,..and re-route some lines, but other than that,....maybe I'll be done with pump issues.
I've read their literature on that very thing. I agree, it does sound plausible. Meaning the whole description of your problem and the benefits of their Stealth system.
I hope this will settle that issue for you Mike.
I hope this will settle that issue for you Mike.
Steve and I were talking about that option for you this afternoon. 
Jeti mind trick? Probably not, doubtful,
sounds cool though.
Jeti mind trick? Probably not, doubtful, sounds cool though.
I swear JR, what kind of Star Wars junky are you? It's jeDi, not jeTi.Steve and I were talking about that option for you this afternoon.
sounds cool though.
I feel disturbances in the force when you say sht like that.
Well,..... If something don't work right...throw money at it.
I called Aeromotive again,,and talked to the tech guy for about 30 minutes in my quest to try and figure out what the hell is going on...
Does my problem stem from defective product? or Is it something that is a byproduct of my fuel system design, or maybe both?
Dude tells me that he hears about this all the time. The external pump, sucking fuel through a "straw" pressurizing that fuel and pumping it forward, pushing it through turns and bends that get hotter as it moves into the engine compartment. Once in the Engine compartment where ambient air temps typically are around 200 degrees, then making its way back through another series of bends and turns before it get's dumped on top of the rest of the fuel in the tank in a much more aerated state, getting hotter, and hotter until at around 130 degrees fuel temps starts to turn to vapor. The pump gets angry and commensurately louder because it's sucking vapor instead of liquid until eventually you get the condition known as vapor lock.
And junk stops running.
Says that I don't have to buy his stuff, All I gotta do is figure out a way to control the heat, and minimize the cavitation.
Perfect. That's all I gotta do.....
Or.....Dude says,...I could try one of their Stealth systems that submerge the pump, surround the pick up w/ a foam baffle, and eliminate the return cavitation through a special return tube that submerges the returning fuel much like how putting a garden hose in a bucket of soapy water ( no suds if the hose is under the water)
He also decides that I should limit the size of the pump so that it more closely matches my HP level so that excess Sounds plausible to me.
fuel will not be forced to bypass the system so forcefully,...minimizing cavitation.
So I buy it.
This is only a 200LPH system. But according to the dude and the printed stats is capable of supplying 450 HP forced induction...I'll have to drill a big assed hole in the top of the tank,..and re-route some lines, but other than that,....maybe I'll be done with pump issues.
You just got told what I have been saying for a long time now....
Excerpt from my tech note "Fuel pump sizing from the FORD RACING PERFORMANCE PARTS catalog"
My Comments:
A lot of people oversize the fuel pump by buying a 255LPH pump thinking that the fuel pump regulator will just pass the excess gas back to the tank. It does, but… Did you ever consider that circulating the fuel around as a 255 LPH pump does will cause the gas to pickup engine heat? What happens to hot gasoline? It boils off or pressurizes the fuel tank! With most of the 5.0 Mustangs having the carbon canister removed or disabled, the car stinks like gas, and the gas mileage drops since the hot fuel evaporates away into the air.
Accord to Microsoft Word's tracking feature, the date on those comments is May 15, 2013...
My comments are based in part on the 12 years that I spent fixing piston engine aircraft, mostly large, but some smaller ones as well. All of the aircraft engines that utilized a pressure carburetor or fuel injection had an immersed in tank fuel pump. This prevented vapor lock in the fuel supply line to the engine and the fuel served to cool the pump as well. Think back to Army Flight School and you'll recall that temperature decreases approximately 3° F for every 1000 feet of attitude. That temperature drop keeps the wing tanks cold and prevents the fuel temp from rising significantly from the heat generated by the fuel pump.
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What do you add to the dry ice to make the fog? I forget, then you can use the fog to make your get-a-way.
From what I don't know, with my jeti mind being obscured by the farce I'm having trouble thinking, what's new about that.
So then,.....This was your longer worded version of saying..I told you so?
You forgot your emoti.....
You should know Joe that it takes me a couple of hard knocks to learn the hard way....Everybody that has to learn the hard way bumps their head a few times before they know to duck the next time they go through a low opening.
I just have a different way of thinking...and yes, I did think that excess fuel pressure would just recirculate back to the tank.
I never considered that it was getting hot while doing that.
Now I know.
You just stay out there and keep poking me in the eye first before I do the next stupid thing......Maybe next time I'll just take your advice the first time, and save you the trouble of not having to dig up an old "I already told you this crap 4 years ago" thread.
Maybe My friends will change my name to "Listen to Joe the first time", instead of "Do it twice Mike"......Although I've kinda gotten used to the second one now....
Maybe if it was a drag car.... The pump doesn't start to pss and moan until after it has sat in traffic at 212* engine temps for about ten minutes...Dry ice would've become fog by that time.
Well if didn't already buy the system couldnt you run a fuel cooler?
Simple version
Complicated and expensive one
Just seems like there's a simpler solution than cutting up the tank.
Too many benefits to the in tank pump, no cavitation, less to no airiation, cooler pump temperature, less noise. Besides having to plumb the dude someplace for airflow or a fan to cool it.
Thats just my opinion, not based on any personal experience or knowledge, thats why noobz gave me an idiot light.
Thats just my opinion, not based on any personal experience or knowledge, thats why noobz gave me an idiot light.
You got nothing from me....Trust me on this...,the silent treatment is the better of the two possible replies sometimes.
(unless you just prefer having bite marks on your ass)
You got nothing from me....Trust me on this...,the silent treatment is the better of the two possible replies sometimes.
This is the Mike I'm most familiar with... lol
I usually get the "wtf are you doing now" Mike. However all the mikes are funny on this side of the keyboard.
actually he the same on the phone too.....
actually he the same on the phone too.....- Status