LD85

Where did you guys mount your 3-Qt accusump in a C4?

Woods

I removed my spare tire holder and mounted the accusump where the holder bolted to the cross bar. I then ran the line down the driver side frame rail and then welded a tab for the electric valve. Then plumbed into the oil filter adapter (mine was a 96 C4).

Good luck

rasrboy

Here ya go! Right behind drivers seat mounted to roll bar and I then drilled a small hole thru floor for hose. The hose is routed thru the tunnel and up to motor. Never had any problems.



Aaron

Woods

Aaron, I try to keep engine fluids out of the interior.

rasrboy

Hey Mike, Yeah It probably should be at the rear bumper or something. Just ran out of room and hose and thought this looked good. Never had an issue.

Hope all is well with ya!

TRACKMAN2

thats where i had mine however the electric valve they sell for the moroso acumilator is junk get the one from canton the 4 i had none of them worked ( they were only one way valves ) and didnt let the oil return to the tank!!! the rep from moroso said " yeh well they dont really work!!!!!!"

Slalom4me

rasrboy

Horizontal mounting may lead to an effective reduction in accumulator
capacity.

This is due to air that enters the cylinder - an air pocket develops
above the level of the outlet port and this pocket displaces oil. If the
cylinder discharges sufficiently, the air gets pushed out just when
the engine needs oil.

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LD85

What type of tubing is that? Is it less costly than Braided ?

rasrboy

Thanks for the info. That makes sense and that's probably why my accumulator in the T1 car is vertical in the left fender area. It was like that when I got the car.

Good call thanks.

LD85
That blue line is Push lock hose and I got it at Summit Racing.

Aaron

Akcelr8 N VA

George, now I know what MY problem was!!! What pressure valve did you get from Canton? I'm thinking the 20-25 psi valve would be alright for my LT4 (stock displacement with hot cam). Now I'll have two of those junk valves ready to go back to Summit Racing!!!

Slalom4me

Aeroquip's is less costly, has a larger hose ID and uses less expensive
hose ends - but has a LARGER minimum bend radius and larger hose OD.
Aeroquip does not list a lb/ft and I don't have any here so I can
not quantify an opinion that Socketless is lighter.

Aeroquip AQP

• AER-FCV0820 Socketless Hose, Rubber, Blue, -8 AN, 20 ft. $65.95
  - ID/OD: 0.50"/0.75"
  - min 5.0" bend radius
  - max 250 PSI
  - ?? lbs/ft
  - Temp: -40°F to +300°F (-40°C to +150°C). Air not to exceed
  +250°F (+121°C) and water not to exceed +180°F (+82°C).
  .
• AER-FCA0820 SS Braided Hose, Braided, SS, -8 AN, 20 ft. $119.95
  - ID/OD: 0.44"/0.65"
  - min 3.5" bend radius
  - max 1000 PSI (750 if used with light weight crimp fittings)
  - 0.17 lbs/ft
  - Temp: Continuous op from -55°F to +300°F (-49°C to +150°C).

Aeroquip AQP FC350 has a Nylon outer braid and takes reusable hose
ends. It is lighter, less costly and has a tighter min bend radius than
comparable SS.

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Slalom4me

Canton Meca: Accusump Installation and Operation Instructions
Incidently, the -8 hose in the previous post is just for comparison.

My vote is for a minimum of -10 or larger, especially as distance of the
accumulator from the engine increases.

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LD85

Wow I would not expect cavitation in a pump like this, but I am sure they mention this air bubble issue for a reason!


Thanks, I will probably mount mine in my spare tire carrier.

DREGSZ

Love the canton pump.
We put mine on the front of the firewall, very left hand side in the fender area and plumped it into a canton billet filter adapter, (very sweet piece).
But that is a full race car.

Slalom4me

There is nothing that says that the outlet of the accumulator
must face forward. Nor is there anything that says that the valve
must be attached directly to the cylinder.

Mounting the cylinder longitudinally with the outlet to the front and
sloped to reduce formation of air pockets would make a lengthy
package that might be esthetically unappealing from the rear.

Turning the cylinder around to place the outlet rearward, remotely
locating the valve beside or forward of the cylinder and perhaps
remotely locating the pressure gauge from the end of the cyl to
to a less vulnerable location (or into the cabin in order to maintain
real time visual confirmation of accumulator operation) is one
alternative. The upward rearward slope improves ground clearance
and esthetics.

When mounting, keep in mind the remark made earlier in the C4 Tech
thread about the effects of heat soak on the cylinder. When the valve
is shut off, the accumulator becomes a sealed pressure vessel.

Also, consider that the cylinder has a piston operating in a precision
bore - as such, the cylinder should not become a structural component
subject to bending/twisting loads.

.

Slalom4me

It is not a pump, it is an accumulator.

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LD85

Understood, also could be considreed a "pressure vessel" as well.

I will check to see if I can put it into the spare tire carrier and close the carrier so it wont be seen.

Looks like very bit of 10-foot of hose is needed though

Slalom4me

h rocks, sza, and ericcer mounted their accumulators laterally.

I always liked ericcer's approach toward concealment - while I feel
there are some technical issues, he did a superior job visually.
Take note of the hanger he fabricated for the leading edge of the
spare tire cover, he didn't discuss it but I think the pictures also show
some mods to the rear hanger.

For a dual-pupose vehicle, it occurs to me that one or more cylinders
could be mounted longitudinally and concealed in a similar fashion to
the approach used by ericcer. This might even be done in a way that
permits the accumulator(s) to be easily removable.

For a dedicated track vehicle, vetracr has written about having two
accumulators, a smaller one plumbed separately and mounted in the
engine compartment (where the battery used to be, IIRC) and a bigger
one mounted in the passenger side of the cockpit.

Some threads w/ pics (& further links).

C4 Engine Oil Cooler...

Canton Accusump mounting

Considerations (some of which may be redundant from earlier posts):

• The 2 qt accumulator is easier to pkg than the 3 qt
• An empty 2 qt accumulator weighs approx 8 lbs. Oil weighs approx
  2 lbs/qt. With fittings, valves and hose - estimate 15 - 18 lbs when
  planning for a single mount. My vote is that a 3 qt is 20 lbs(+).
  Mount design needs to take this mass into consideration.
• Bernoulli says that multiple units can be ganged together on a
  common manifold for increased volume.
• The pressure drop across a single 90º fitting is equivalent to the
  drop across several feet of hose. If an accumulator outlet faces
  rearward, use hose instead of fittings to change direction and connect
  to a remotely located valve beside or ahead of the cylinder.
• -10AN Jiffy-Tite Dry Break Quick Disconnects "will flow 7.86 GPM
  with a 5 psi inlet pressure through a mated pair of valved fittings
  attached to 2 feet of -10 hose. (Flow tests based on Stoddard
  solvent at 80°F.)"
• The manual, electric or E.P.C. valve can be mounted remotely from
  the accumulator.
• The pressure gauge can be mounted remotely from the accumulator.
• When the valve is closed on shutdown, an accumulator becomes
  a sealed vessel and internal pressures may rise on account of heat soak
  from adjacent hot objects.
• DEI and ThermoTec make several kinds of heat shield wrap.
• Thin stainless sheet is relatively light, has low heat conductivity
  and can be fabricated into effective heat barriers for parts that are
  located close to hot objects

Lastly. Oil leaks on the underside of a hot car are dangerous to the
vehicle, the occupants and others following behind.

Corvette Motor Explosion & Fire video: compliments of ScaryFast from
his thread last year - C4 Fireball Video





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LD85

Awesome, have been searching the wrong area for sure.

this is what Iwill probably do then, plus, I might be trading my 3-qt for a 2-qt and then I should be set.

Slalom4me

Well, if you mean a close replication, then maybe get in touch with
ericcer to see whether my concerns were unfounded.

He did have the car for sale at one point but then resolved a tuning issue
and decided to hang on to it.

Haven't seen posts from him for a time - last activity 2007-12-01.

Edit: He posted 2007-10-01 to announce that the car sold - 1996 CE, LT4 stroked to 383ci.

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