Lateral-g Forums - Jackass w/ LS9: original build and new Jackass 2.0 updates!

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- - Jackass w/ LS9: original build and new Jackass 2.0 updates! (https://www.lateral-g.net/forums/showthread.php?t=60147)

Quote:

Originally Posted by Stielow (Post 615678)

Will

You are correct a CTS-V pump does hit the internal pressure relief at around 65 psi. These pump are sensitive to voltage. At 60 psi the pump will flow 482 lbs per hour at 13.5 volts and 615 lb per hour at 15.7 volts. With my system running at 13.5 volts I would be right on the edge for fuel flow. I need about 850 lbs per hour. So with a 20% safety factor I need about 1000 lbs per hour of fuel flow for E-85 to support 1150 HP piston HP. I'm right at 1000 HP at the flywheel and need 150 HP to turn the blower.

I built a test rig (Stop watch and a bucket) to verify I have sufficient fuel flow as installed in the car. I could not maintain 60 psi and the flow rate I needed without the boost a pump. I ended up with two Vapor Worx models and one boost a pump because a boost a pump can't handle more than 30 amps. Both pumps pull 44 amps so I'm just boosting the voltage on the 2nd pump. I stage the pumps with a Hopps switch. Once it hits boost the 2nd pump with the boost a pump kicks in. With two Vapor Worxs system the fuel pressure stays rock solid at 60 psi all the time.

On a side note we integrated a GM truck E-85 sensor so the E67 controller reads the alcohol content off the sensor and adjusts the pulse width and timing accordingly. Our pump E-85 in MI is not always 85% alcohol and if a gas station does not have E-85 I can run 91 - 93 octane.

Because I read the CAN data I can display the alcohol content on my dash. I know all of this is geeky engineer stuff but it is cool.

The car pulls hard on E-85 and I see no spark knock activity. On 93 pump fuel I can see small traces of knock that we pull timing for.

It takes a bit of getting use to the smell of the E-85. It is different not bad just different. So far it has been a very fun experiment and I'm looking forward to taking it to the track. Also the $2.10 a gallon is kind of cool also for E-85.

Mark

Kids...Don't try this at home.....

Quote:

Originally Posted by clill (Post 615702)

Kids...Don't try this at home.....

I can't even run a GoPro...

Also maybe I missed it but does your vaporworx setup have a return line or is it deadhead at the rail?

I'd like to know if that is a one off piece from Sled Alley or is that someone a working man can get. Desperate need of that kind of option.

Quote:

Originally Posted by clill (Post 615702)

Kids...Don't try this at home.....

lol

Quote:

Originally Posted by GregWeld (Post 615704)

I can't even run a GoPro...

#truth

:P

Quote:

Originally Posted by will69camaro (Post 615705)

Also maybe I missed it but does your vaporworx setup have a return line or is it deadhead at the rail?

It is a dead head set up. The best thing about it which should not be over looked, is at idle and cruising around the CTS-V pump is just low load like a stock car. Hellfire has a similar system and Charley drove it on Power Tour with zero issues. When you have high fuel demands the system ramps up and sends increased voltage to the pump to handle the higher fuel flow. At low load the pump is only at around 8 volts.

Carl's Vapor Worx system allows the use of OE style pumps (Durable and Validated) in our Hot Rods. Charely and Jody can tell all the stories of other fuel systems they tried for Power Tour. Ice bags in the trunk and the Mule also had a fuel to air fuel cooler. The new stuff is way better.

My new system is a true flex fuel set up. I can run 91 octane, E-85 or race fuel. I wanted to do this for the latent heat of vaporization that the E-85 gives for blower engines and it is cheap. At most track days I run VP109 and that is now about $8 a gallon. With E-85 at $2.10 a gallon burning 30% is a no brainer. It has been a little bit of a science project and I want to get it to the track and see how it works.

Mark

Fully agree on all points. That's why I did vaporworx and OE pumps (cts-v). Having heard from friends the horror stories of vapor lock and icing gas tanks. The technology tested by manufacturers is FAR beyond what the aftermarket does.

Made it a simple decision!

Looking forward to your updates on e85 track day.

Thanks,
William

Mark,
J/A is all steel, (except the hood, right?) while Hellfire has C/F fenders, inners, trunk lid, & bumpers. Yet the rest of the cars are pretty similar.
Have you weighed them both to see the weight difference?

Thanks for the continued updates. Very interesting to follow!

Bill

Quote:

Originally Posted by 69hugger (Post 615731)

Bill

Hellfire is about 125 lbs lighter and mostly off the front. Hellfire also has 315 tires on the front and the splitter and slightly larger rear spoiler.

That is the biggest mechanical difference between the two cars. On similar tracks Hellfire should be faster than JA.

Mark

Mark, any data on the new bricks?