Even if the pump can handle vapor locks effectively, fuel vapor entering the float bowl has to be vented. Most designs incorporate a pressure-balance duct linking the top of the float bowl with either the intake to the carburetor or the outside air. Even temporary disruption of fuel supply into the float chamber is not ideal most carburetors are designed to run at a fixed level of fuel in the float bowl and reducing the level will reduce the fuel to air mixture delivered to the engine.Ĭarburetor units may not effectively deal with fuel vapor being delivered to the float chamber. A vapor lock being drawn into the fuel pump could disrupt the fuel pressure long enough for the float chamber in the carburetor to partially or completely drain, causing fuel starvation in the engine. Fuel was drawn under negative pressure ( gauge pressure) from the feed line, increasing the risk of a vapor lock developing between the tank and pump. Such pumps were typically located higher than the fuel tank, were directly heated by the engine and fed fuel directly to the float bowl inside the carburetor. Vapor lock was far more common in older gasoline-fuel systems incorporating a low-pressure mechanical fuel pump driven by the engine, located in the engine compartment and feeding a carburetor. In regions where fuels with lower viscosity (and lower boiling threshold) are used during the winter to improve engine startup, continued use of the specialized fuels during the summer can cause vapor lock to occur more readily. The fuel can vaporize due to being heated by the engine, by the local climate or due to a lower boiling point at high altitude. Restarting the engine from this state may be difficult. This disrupts the operation of the fuel pump, causing loss of feed pressure to the carburetor or fuel injection system, resulting in transient loss of power or complete stalling. Vapor lock is a problem caused by liquid fuel changing state to gas while still in the fuel delivery system of gasoline-fueled internal combustion engines.
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