Gray Ghost GS

Are the Canton Racing 3-Quart Accusump (Part #24-006) and Moroso 3-Quart Accusump (Part #23900) interchangeable? I'm considering a swap from one to the other in my vette. Is one brand better than the other - are too close to call? Who is using the Moroso Accusump - appreciate feedback. Thanks.

Slalom4me

I have a few of Canton's accumulators. I have not had my hands on
Moroso's product.

If you are willing to accept some speculation, I offer the following
for consideration.

Canton and Moroso accumulators are constructed from cylinders
with end caps.

Both 3 qt units are very similar dimensionally. Moroso provides
what may amount to the length of the cyl & gauge, Canton lists
lengths of each component. The numbers do not match up exactly
but with the same outside cyl diameter (4-1/4") there must not be
much variation, if any, in cyl length since the capacity is the same.
Both have 1/2" NPT Female outlet ports.

Both vendors specify the same minimum pre-charge pressure of 60 PSI.
Moroso instructions call for a range of 60-100 PSI, Canton instructions
call for a set value of 60 PSI.

Based on the available information, my vote is that the Canton
Accusump and the Moroso Engine Oil Accumulator operate in the same
overall manner and are very similar in design and physical dimensions.
There may or may not be differences in execution.

Would you care to comment about why you are contemplating changing?

.

Gray Ghost GS

I just experienced my 2nd Canton Racing Accusump failure (air/oil) leak. I first purchased/installed it on December 2005 and later experienced a leak in the Fall. I had Phoenix Performance remove/inspect and send the unit to Canton for repair in December 2006. 12 months later - again (last week) - the repaired Accusump began leaking - failing to maintain 10 psi of air in the cylinder then releasing oil from the valve. Very frustrating. I emailed Canton Racing today to make them aware of the problem and work on a resolution. Calling them on Monday to follow up.

Slalom4me

Did you get any feedback about what Canton found and probable
cause when the repaired unit was returned? Am I right to infer that
it was sent back to Canton without being opened for inspection?

Do you still have the 2nd unit?

Any issues with the engine during the in-service life of the two
accumulators that might have introduced debris. How is the
accumulator mounted - recommended brackets?; non-flexing location?
Where is it mounted - away from external sources of heat?

I do not have experience with the symptoms and am no expert. I
am just asking questions. It seems something is damaging the seal
between the chambers and or scoring the ID of the cylinder - allowing
air past the piston.

.

Slalom4me

Oops, I failed to read closely.

First unit was inspected before return.

What did they find?

.

Gray Ghost GS

I believe Phoenix said they thought the valve and/or internal diaphragm was defective. I don't believe they opened the cylinder - they did a visual inspection and compression test. They sent the cylinder back to Canton for them to perform a proper inspection and repair. Canton shipped the unit back - repaired and it worked fine this season.

No issues with the engine - it was a small leak that I monitored - never lost any oil pressure. There's no 2nd unit since they repaired the faulty unit. It's mounted in a common location (like AU N EGL) - no issues with heat, etc. I'm hoping Canton can send me a new unit (vs. repairing the faulty unit a 2nd time) and see what happens:

Slalom4me

In following accumulator threads here on CF, I have noticed that is a
convenient and popular location for an accumulator on a C5. I've not
had reason to think about this method before but since someone is
mentioning a problem, I offer the following.

Are the upper and lower mounting points attached to sections of the
car that have the potential to move independently of one another? If
so, perhaps the accumulator is inadvertently being called upon to act
as a structural component.

In such a scenario, a question that comes up is this, is there a way to
re-engineer the installation so that there is a stiff, one piece base as
an attachment location for the accumulator? A piece of plate or a
fabricated frame?

Such a base could be mounted in the same location. Fasten it at the
bottom to the car's chassis in a way that this point carries most of the
load. Fasten it at the top with struts that could join the top of the
base to the body in a way that provides support and dampens vibration
while retaining enough flexibility (rubber mounts?) to allow for movement
between the body and chassis sections of the car.

.

Slalom4me

With some imagination, it is possible to see that the mount for the
accumulator shown below consists of a half-cylindrical cradle.

The pedestals at the ends serve a dual purpose. In addition to providing
attachment points to the fender, they extend upward to block the
ends of the accumulator from moving fore/aft in the cradle.

The band clamps hold the accumulator down in the cradle.



.

Gray Ghost GS

I spoke to Doug Vine at Canton Racing - he's working with me to troubleshoot and remedy my situation - new parts, if necessary. Here's the procedure: (1) remove front left quarter panel to expose accusump; (2) switch on to release all oil from the accusump into the engine/pan; (3) add 100 psi of air to the accusump system and watch for 48 hours to see if pressure drops; (4) spray windex or similar solvent around valves, fittings and connectors to search for leaks; (5) contact shop once identified. This is similar to what Phoenix Performance had to do last time - time to do it again. The problem does not lie in the mounting method used - its either mechanical or a connection.

MySR71

Sorry to hear about all your trouble. Phoenix installed an accusump for me and it has been trouble free for 3 years. The air side hasn't need to be topped-off either.