Quote:
Originally Posted by SFV1LE
Your logs show that there isn't fuel on one side, with respect to pressure from the stock setup with bucket right? Your logs dont read a sensor in the tank that measure the % presence of fuel on each side right? I'm not being sarcastic, I'm asking. I dont have details on the ZL1 sensor tech but doubt the answer is yes.
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There are fuel level sensors on both sides of the tank that are independently accessible on the CAN network. My logs show what each fuel level sensor is reading.
Quote:
Originally Posted by SFV1LE
How do your logs tell you that 1 side of the tank doesnt have some fuel pooling under Gs on one side of the hump, that a far-reaching Hydramat can access?
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The fuel pressure loss doesn't happen in the corners. It happens well after the car is level and no longer under a lateral G load. This combined with the fact that one of the sensors will be maxed out in the empty position (2.55v) until the next turn is pretty good evidence there is no meaningful amount of fuel available in a particular side of the tank.
Quote:
Originally Posted by SFV1LE
Are you certain that the side of the saddle tank hump doesn't contain a large volume of fuel that's just leaning too far from the stock pickup? You seem certain all fuel has crossed over this hump.
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Yes, I'm very confident because I've spent countless hours researching this problem with my laptop riding shotgun on the road course. Trust me, effectively all of the fuel transfers. In addition to the sensor data, when I had the DSX tuning pump, it was tapped at the bottom near the rear of the rightside tank where the fuel would certainly migrate to under acceleration. A hard right turn followed by a long straight would run the pump dry every time if there was less than 1/2 tank of fuel.
Quote:
Originally Posted by SFV1LE
The Hydramat is designed to reach out much farther than the stock pickup to pull fuel from the far recesses of the tank that the stock pickup doesnt reach, and unlike the stock fuel sock which is just a filter, if the Hydramat it touches any fuel it draws it through the pump.
A well designed dual-pump and dual-Hydramat system covering most of the tank area may solve this. Also, consider that as the fuel returns (gushes) back to the tank it sprays right down on the area under the hanger, where a Hydramat would be placed.
And all of what I'm describing, which is just theoretical, only needs to be designed to support bursts or pulses of WOT and Gs, some longer than others. It's not designed to sustain 150 MPH in a continuous high G left turn on banking. But no fuel system except in a race car like NASCAR, is design for this, or needs to be.
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The G load effect on the fuel pickup isn't the problem that needs solved. With even the small factory pickups, at least one or the other will be submerged until the car is effectively out of fuel (under any G load the car is capable of). The problem is how to meet a fuel demand while fuel is only in one side of the saddle tank.
Planning for short bursts at WOT isn't ideal because there are some very long straights on road courses. VIR has one that is 3/4 mile, and there is a straight on the Nurburgring that is 1.3 miles+. A good solution is not going to leverage an assumption that WOT will only come in short bursts. An OEM quality solution is one that can sustain a sufficient fuel supply indefinitely while fuel is only present in one side of the tank. If a solution under this scenario relies on one pump, then we're basically right back at the original problem. If we had a single pump available that could pull this off, we could just swap the factory pump and leave everything else.
It's a tough problem. If it were easy the aftermarket would have it right by now, but they don't. The aftermarket providers like DSX Tuning, Fore Innovations, etc. all think they have the problem solved too... until it's tested on a road course.
