Vern C.:
Soo very glad you got it all sorted out!
Hoping to see you at the Jan. Classics rally!
Mike/The Corvair a holic
Sent from my iPhone
>
> A huge thanks, and howdy everyone,
>
> Somehow comments that started with original "Help..." thread migrated to
> this one...
>
> Well, I successfully eliminated the horrid loud buzzing alarm by cutting
> and insulating one of the tiny wires coming from the "Low Fuel" TellTale
> light to the obnoxious critter! My hunch was correct, as the buzzer was
> somehow triggered by the low fuel warning circuit.
>
> Before this problem my Low Fuel warning light *and* buzzer would typically
> come on when the fuel gauge indicated about 1/8 the left. My fueling
> habits echo Jim Hupy's, as i'm usually looking for fuel and a stretch break
> at around the 250 mile/half-tank range, so my average fill-up is around 25
> gallons. In over 45,000 miles I've only had to flip the switch back in
> forth between tanks perhaps 5 times to keep the buzzer and light in check.
>
> Well, after silencing the noisy gremlin, I had to check on how my coach's
> warning system would now respond to a low fuel situation. So, with a 5
> gallon plastic gas can attached to the rear, we set out to see the
> granddaughter's new house in Houston. When the gauge got down to around
> the 1/8 range there was no light or buzzer, but we were traveling on I-10
> with a full head of steam, so I went into careful monitoring mode, ready to
> switch tanks back and fourth as might be needed to keep from stalling out
> if she stuttered. About 50 miles later she had not thrown any warning
> light or buzzer, and the gauge indicated less than 1/16 left, as the exit
> for my granddaughter's house came up., with city traffic and stoplights for
> the next ten miles to her home.
>
> I figured it was time to end the experiment, rather than having the coach
> die in the middle of an intersection. At the first gas station, about
> three blocks off the highway, I set the dispenser on its slowest rate of
> flow, and checked her vitals, cleaned the windshield et cetera. The pump
> kicked off at 46.683 gallons. I did not top it off.
>
> Lenore was happy, no longer having to put up with that loud malfunctioning
> buzzer. And although we no longer have a low fuel warning system, the
> gauge is very accurate at the low end of the range, provided you're driving
> a steady rate of speed on a straight stretch of smooth, level highway!
>
> Hugs,
> Vern, Lenore, and Knibbles D. Kat
>
>
> On Tue, Nov 19, 2019 at 12:40 PM Richard Denney via Gmclist <
>
>> It seems to me that the aluminum air tank for the Power Level system is
>> perfect as a surge tank. It’s about the size you describe, and has a
>> fitting on one end, plus four fittings on the sides. Turn it on end with
>> the end fitting at the bottom, plumbed to the high-pressure pump input. Low
>> pressure pump to lower of side fittings, and continuous low-pressure tank
>> return to higher of side fittings. High-pressure return to the other higher
>> side fitting.
>>
>> It might have a bubble of air at the top. If that’s a problem, turn it
>> over, putting the end fitting at the top, and use that as the low-pressure
>> return to the tanks. Plumb one lower side fitting FROM the low-pressure
>> pump, and the other one TO the high-pressure pump. High-pressure return
>> from the TBI goes to an upper side fitting.
>>
>> I’d uses Band-It to strap it to a mounting frame attached where you
>> describe.
>>
>> All that said, my low-fuel light starts flashing when the tank is about
>> half full. But my Autometer fuel gauge isn’t as damped as the factory
>> gauge, and it swings widely on turns, stops, and hills. When it swings as
>> low as about 1/8, the warning light comes on.
>>
>> Rick “still getting used to it” Denney
>>
>> On Sun, Nov 17, 2019 at 2:02 PM Ken Henderson via Gmclist <
>>
>>> About 10 years ago, I cut a 12" long section of 10" OD aluminum tubing
>> with
>>> 1/4" wall and had my superb welder friend attach 1/4" thick rectangular
>>> plates on the ends. Angles on those ends make the "feet" by which that
>>> accumulator is mounted on the vertical step wall beneath the driver's
>>> seat. The wheel well liner provides good protection for it from road
>>> debris. An assortment of threaded 3/8" holes at top, bottom, and ends
>>> makes connections simple. When I ran a Quadrajet, the Carter 4070 pump
>> at
>>> each tank fed one of those ports through check-valve equipped tee near
>> the
>>> pumps just ahead of the Aux tank. A return line ran from the accumulator
>>> to the drain plug on the Aux tank, with a sturdy protective shield over
>> the
>>> line where it passes from the crossmember to the drain protects it from
>>> road damage.
>>>
>>> When I upgraded to EFI, I merely added a high pressure filter and pump to
>>> the output of the accumulator and connected the return from the throttle
>>> body to one of its spare ports. I've never had any indication of vapor
>>> lock nor other fuel starvation with this setup. I HAVE had a couple of
>>> high pressure pump failures during the several years I've run EFI, and
>> I'm
>>> suspicious of the one in there now. I've procured a second high pressure
>>> pump to connect to another port on the accumulator so I'll have
>> selectable
>>> redundancy on the high pressure circuit, just as I've always had on the
>> low
>>> pressure side.
>>>
>>> Ken H.
>>> _______________________________________________
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>>>
>> --
>> '73 X-Glacier 230 "Jaws"
>> Northern Virginia
>> Offlist email: rick at rickdenney dot com
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>
>
> --
> Vern Crawford (and Lenore Langsdorf)
> 155 JJ Lane
> Center Point, TX 78010
> (618) 203-8296 Vern's cell
> (830) 928-5550 Lenore's cell
> VernCrawford
> LenoreLangsdorf
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