Crankcase vapor explosion!
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05-30-2008, 06:11 PM
#32
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I think if the hole was big enough to let the fuel thru and the spark it would show up on the compression test if blades were open or closed.
This is kind of scary. What would have happen if someone was standing over the motor when this happened?
This is kind of scary. What would have happen if someone was standing over the motor when this happened?
05-25-2009, 11:01 AM
#35
Yes.
The problem was that fuel leaked into the the crankcase from the fuel pump. I run the mechanical "racepumps.com" pumps and the O-rings that prevent fuel from entering the CC wore to the point where they leaked. Normal blow-by or back-side piston temps ignited it. Fixed the leak, changed oil and replaced the bottoms on the eickert valve covers and it's been runnin' great ever since.
The problem was that fuel leaked into the the crankcase from the fuel pump. I run the mechanical "racepumps.com" pumps and the O-rings that prevent fuel from entering the CC wore to the point where they leaked. Normal blow-by or back-side piston temps ignited it. Fixed the leak, changed oil and replaced the bottoms on the eickert valve covers and it's been runnin' great ever since.
05-25-2009, 07:49 PM
#36
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Until Next Time?
Seems like a real good reason to invest in some electric remote fuel pumps and regulators to me. Just a thought on those pumps as they may have seal failure again and do the same thing again with even more disasterous results!?
Regards,
Ray @ Raylar
Regards,
Ray @ Raylar
05-25-2009, 08:41 PM
#37
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I agree with Ray. In my search for a high volume unregulated pump we never did find any endurance users of the Race Pump. Do you know for sure what caused the seals to fail? Does Races Pump have a recommended rebuild at a specified number of hours? Re-rigging the fuel system for a twin 1200 HP is a big project but the next explosion could be you or your crews last.
05-25-2009, 11:43 PM
#38
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Forgot all about this thread. Glad to see it resurface with a solution and yet more input from those who know about possible better solutions. This thread had a few pearls for me.
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05-26-2009, 10:02 AM
#39
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We have a limited amount of experience with the CV Products pump (resembles the carter and holley) and it operates as expected.
CV had originally created the pump for small block,reportedly at the request of Nascar.
We are using an electric holley in addition to the CV engine driven pump. The holley is controlled with a dash mounted toggle switch. The holley is turned on for the initial carb prime and turned to either off OR standby while starting. When the switch is in standby position the normally open circuit is then electronically closed when the engine reaches 3,000 rpm.
The reasoning for this design includes dual pumps without heat from relief regulation,priming at start,volume ILO pressure at higher RPM and lower pressure than often found with a straight high pressure electric pump. The lower pressure could be construed relative to line burst.
grand-illusion,thanks for the report,glad you found the cause and the solution was not more complicated.
CV had originally created the pump for small block,reportedly at the request of Nascar.
We are using an electric holley in addition to the CV engine driven pump. The holley is controlled with a dash mounted toggle switch. The holley is turned on for the initial carb prime and turned to either off OR standby while starting. When the switch is in standby position the normally open circuit is then electronically closed when the engine reaches 3,000 rpm.
The reasoning for this design includes dual pumps without heat from relief regulation,priming at start,volume ILO pressure at higher RPM and lower pressure than often found with a straight high pressure electric pump. The lower pressure could be construed relative to line burst.
grand-illusion,thanks for the report,glad you found the cause and the solution was not more complicated.
