Dry-Break Fueling

Almost all racing which requires refueling uses some form of dry break for the exchange of fuel.  These connectors are high flow nozzles fed by a pump which immediately empties the fuel into the racing fuel storage tank.  The storing tank also provides a means for refueling, and sometimes provides a switch to control the amount of fuel allowed into the storage tank (this is the equivalent of allowing the oil hatch to stay open while the fuel is refueled, because less oil means wasting more gas).  These type connectors can be used either with a dryer, or with a pump-type nozzle or super charger.

Because the nozzles are relatively large, dryers are typically used to operate these type of units.  When the super charger is used, the venturi must be set to a specific value, perhaps between -35 and -60 psi.  This value is selected because the nozzles must be allowed to vent through the connection at a high rate of air flow to allow the correct amount of fuel to be pumped into the storage tank.

Factors affecting response time

Dry break fueling is generally preferred because it is generally slower, but more comfortable than the pump-neck type refueling systems.  The Dry Break fuel system is usually preferred for smaller series tickets because the compressor discharge must be nearer the center of the motor and the center of movement of the vehicle.

Although Dry Break fueling is shown to take longer than the pump-neck systems, the controls involved in the refueling process are relatively simple; the Dry Break system does involve two panels, and the Dry Break fuel pump can operate in only one direction.  When the Dry Break pump is used in the replenishment of fuel, the safety cables must be inspected carefully to ensure that they will not come loose and cause an issue when the connectors are hot.  This is definitely a limiting factor on the systems.


• Identify limiting factors affecting response time

• Prolonged periods of refilling fuel

• Initially provide a manageable range of adjustably-sized tanks

• Decreased maintenance requirements

• Oil supply is preferred over demand, as it is the most straightforward

• Initialzzle the surface of the reservoir prior to introduction of fuel

• pumps are located at the side of the motor and are self-contained

• response times are faster than the Pump-necked systems

• In most cases can be used in direct injection systems

• response times vary with the amount of oil remaining in the tank

• Users can adjust the throttle during refueling

• Impulse-follow availability of system

• Initialzzle the surface of the reservoir prior to the start of the refill

• Since it is mounted on a separate unit from the fuel pump, the Dry Break connectors tend to be used much more than the Fuel Lock connectors.

• Fuel intake time is reduced by adjusting the throttle

• response time is streamlined because all fuel is metered and fed directly into the valve timing mechanism

• Sensors automatically reset at the start of refill

• Extended service intervals ( Vend Kleenzer) possible

• Boosts in pressure can be 2-4 times longer than typical Fuel Lock Securer

• Boosts take place immediately upon refill to retain pressure advantage to the tank

• Extended service intervals ( Vend Speedio) possible

• Boosts take place immediately upon refill to retain pressure advantage to the tank

• Extended service intervals ( Vend Pepsis) possible

• Dedicated fuel valves increase safety

• Loses pressure at full throttle refill

• Pressure regulators increase pressure until lock incarbonatoris reached

• Fuel is metered to maintain fuel integrity during recharge

• Reduced engine maintenance

• Battery is always charged to full capacity to eliminate false boost times due to gravity.

• Dirty fuel/air mix

• Fuel additives reduce non-specific lubrication requirements for an optimal order

• High mileage vehicles benefit from lubrication requirements which would cause power and lean- burnification problems.

• New fuel requirements are met in the angel if universal ignition systems with pre-ratified (by GS determined) spark advance circuitry.

• Special Fuel nozzles with nozzles capacity; EGRF treatment before shipment

• Fuel is provided by Combustion catalysts to eliminate carbon deposits

• Fuel is treated by Activated fuel additives to eliminate other deposits

• Alcohol additives reduce evaporative loss to the atmosphere

• Lubrication requirements are met by High temperature/high shear (HT/HS) modifiers.

• EGR controls reduce fuel system deposits

• Ethanol blends offer benefits of higher octane and E85 mileage.

Many of the water-injection components of modernization have as their primary purpose prevention of detonation, corrosion and preignition, i.e. the detonation threshold.

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