This allowed us to see the hose filling with fuel, with no air bubbles present. To confirm a vapor lock problem, we installed a clear hose from the fuel pump to the carburetor inlet. After sitting for an hour or two, it will start again and run with no apparent problems. Once it’s been shut off, however, it won’t restart. It’s got a mechanical fuel pump and a 4-barrel carburetor and runs fine. In this example, the team is working on a 1960 Chevy Impala street cruiser with a 350-HP engine belonging to a North Carolina customer. In a case where vapor lock is suspected, definitive diagnosis is key. Its boiling point is much lower than fuel blends of the past, and it’s more volatile. This problem has really ramped up in the last few decades because modern fuel is designed for fuel-injected engines and electric fuel pumps. It commonly occurs when a car has been idling or has been turned off and then back on. Vaporized fuel creates back pressure in your fuel system and prevents gas from getting to your engine. Vapor lock happens when your fuel boils in your carburetor or your fuel line. There’s a reason why old-school car guys might not make the leap to vapor lock. In our video on vapor lock, Eric LaBore explains how the fuel itself can cause problems and how Prestige Motorsports addresses the root causes of vapor lock. At Prestige Motorsports, we see these symptoms all the time, and the cause is always the same. His mission is to break down the mysteries of modern automotive technology to help steer vehicle owners down the right road to smooth motoring.Is your car suddenly running rough or stalling out in warm temperatures? Does it need to sit for hours before it’ll start after you shut it off? These issues are common, and they’re often blamed on carburetors. You can also catch him every other Monday on Calgary 770 AM talk radio when he delivers Motoring Mondays to an eager audience during the afternoon drive time. ![]() He took his pen on the road, so to speak, and offered similar consumer advice through several smaller news publishers over the years.Īs of late he’s taken to the airwaves as a news broadcaster for Lake 88 FM radio where he also hosts his own weekly call-in show on, what else, consumer advice. He began his writing for the Ottawa Citizen where he penned the ‘Ask the Expert’ column, answering motoring questions for thousands of readers. He still has a busy day job at a dealership counter today. His career has taken him from independent shop management to a stint at AMC Jeep Renault’s Canadian head office to a variety of OEM dealerships in parts and service management. One of our longest contributors (over 30 years) Brian Turner is a veteran of the automotive repair world with over 4 decades of service. So get your classic off the sauce and on to a pure 91! The eventual solution was to create a new, longer air-conditioning line and mount it to the fuel rail to provide enough cooling to keep things running smoothly.įinally, as if ethanol didn’t cause enough problems for classics, it can also increase the risk of vapour lock. Previous models used individual lines to each injector, and they tried different configurations of fuel rails with limited success. Back in the 1980s, when Jaguar was equipping their low-profile XJ sedans and 2-doors with V-12 engines, they ran into excessive heat problems on their newly-designed fuel injection rails. Some automakers faced with this problem have gone to great lengths for a solution. ![]() Some of those factory heat shields might have looked tacky enough to remove, but they do serve a purpose. Article contentĬheck clearances between any fuel line or component and exhaust manifolds and pipes. ![]() This advertisement has not loaded yet, but your article continues below.
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