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Following the turbo domination, forced induction was allowed for two seasons before its eventual ban. The FIA regulations limited boost pressure, to 4 bar in qualifying in 1987 for 1.5 L turbo; and allowed a larger 3.5 L formula. Fuel tank sizes were further reduced in size to 150 litres for turbo cars to limit the amount of boost used in a race.
Standard fuel bladder tanks sizes range from 100-US-gallon (380 L) to 200,000-US-gallon (760,000 L) capacities and larger. Custom fuel storage bladders and cells are available, although at sizes exceeding 50,000 US gallons (190,000 L) there is an increased spill risk.
In addition, there are "squeeze tests" on the cockpit sides, fuel tank, and nosebox. The cockpit must survive a 25 kN (5,600 lb f) force with no failure; for the fuel tank, 12.5 kN (2,800 lb f) is applied. A maximum 3 mm (0.12 in) deformation is allowed. [4]
The average fuel tank capacity for cars is 50–60 L (12–16 US gal). [3] The most common materials for fuel tanks are metal or plastic. Metal (steel or aluminium) fuel tanks are usually built by welding stamped sheetmetal parts together. Plastic fuel tanks usually built using blow molding, which allows more complex shapes to be used.
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The M970 Semi-Trailer Refueler is a 5,000-U.S.-gallon (19,000 L; 4,200 imp gal) fuel dispensing tanker designed for under/overwing refueling of aircraft. It is equipped with a filter/separator, recirculation system and two refueling systems, one for underwing and one for overwing servicing.
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In 1987-88, turbocharged eight-cylinder engines were introduced alongside atmospheric engines with fuel caps for races introduced for turbocharged engines. Turbocharges were banned from 1989 with 3.0 L engines becoming the norm in the 1990s and led to the introduction of V10 and V12 engines. [11] [12] A four-cylinder 1.5 L turbo BMW engine from ...