Deliver fuel from the tank to the rail at above regulated pressure and at above maximum engine demand.
A DeatschWerks DW100 in-tank pump, provided through sponsorship.
No part-specific design process is documented. The Fuel subsystem design process applies: 1. Set tank volume from endurance consumption plus margin, with the HydraMat area and the tank CG as constraints. CR26: 1.4 gal cell, 1.56 gal effective system. 2. Design the sump to the acceleration cases: 1.42 g at 45 deg from vertical under acceleration against a rear wall 30 deg from vertical, and 2.51 g at 66.5 deg from vertical under braking against a vertical front wall. 3. Lay up the sump: 1 layer of Kevlar over 5 layers of stitched carbon twill on HIPS dissolvable molds, bonded with 3M DP420, sealed with Caswell epoxy gas tank sealer. 4. Design the top plate: -4 AN weld bungs instead of fittings, stud bulkhead terminals so no fuel path runs through wire, an aluminium terminal block for proper bulkhead seating. 5. Leak test the assembled system before it goes in the car.
Provides up to 100 LPH at 70 psi operating conditions. The engine consumes a maximum of 34.1 LPH at full load and 15,000 rpm, so the pump has roughly 3x margin.
Purchased unit.
Fault Vault, 2026-05-17, CR26I, Manufacturing, Compromised Failure. Major fuel cuts under lateral loading at low fuel level, traced to one of pump wiring under the top hat, the HydraMat sitting too high in the tank, or a leak between the HydraMat and the pump. Fixed by lowering the HydraMat and rewiring.
CR22 pump: DeatschWerks DW100, 165 LPH at 45 psi, the same physical size the team had run for years, sponsored by DeatschWerks. CR26I quotes 100 LPH at 70 psi operating conditions against a maximum engine consumption of 34.1 LPH at full load and 15,000 rpm. Quantity per car, as costed: 1
Nothing in CrimsonStorage covers these yet.