Summary
In carbureted, mechanical and electronic fuel injection systems, there are several causes of fuel pressure disturbances that can cause problems with performance. Most commonly encountered is float action, electronic injector firing pulses and fuel pressure drop caused by step enrichment used in nitrous & turbo engine enhancement. Typically, the engine leans out and piston damage or wheel spin occurs.
This accumulator was designed specifically to minimize these effects in this application.
Disclaimer
Racing is a dangerous sport. If you engage in racing or any activity described in this document, you are acknowledging and assuming responsibility for all risks incurred. The accumulator is not EPA certified and are not to be used on any emission controlled, street driven vehicle. The information herein is for reference only and is not an authoritative document. We are not liable for misuse, accidents, loss of property, personal injury or death.
Tuning chart
The data in Table 1 reflects the ""tuneabilityä of the accumulator. Terms are as follows:
1. Pre-charge pressure: This is the pressure in the air side of the accumulator. The pressure can be changes with an air chuck and dry shop air. Nitrogen may be used also.
2. Suggested Running Pressure: this is the fuel pressure that you system operates at idling.
3. Displacement volume: This is the amount of fluid that he accumulator will discharge if the fuel pressure drops to zero.
4. 100% discharge time: this is the amount of time it will take to displace 100% of the discharge volume if the fuel pressure instantaneously drops to zero.
The discharge time can further be reduced if the differential between the pre-charge and running pressure is reduced. As a rule of thumb, if you reduce the differential pressure by 1/2, the discharge volume is reduced by 1/2 and the discharge time is reduced by 20%. Table 1. Information is for initial setup. Actual performance can be verified with a fuel pressure transducer and data acquisition system.
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