Kinsler_Handbook_#32 December 2017

173 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A. Phone (248) 362-1145 Fax (248) 362-1032 Kinsler Fuel Injection, Inc, MECHANICAL PUMP INSTALLATION IMPORTANT FUEL PUMP NOTES To prevent pump inlet cavitation: A) Mount the pump as low as possible, this allows for easier pump priming and better fuel supply conditions. B) Mount the tank as high and close to the pump as possible. The far-forward tank location often used in early rear engine dragsters is NOT ideal; it would be better to locate the tank just in front of the engine, which will reduce the required inlet hose length. C) Do not use a filter on the pump inlet. Strain the fuel as the tank is filled, to protect the pump from large pieces of dirt. If a filter is going to be used on the pump inlet, it must have a large surface area to prevent any restriction. D) Keep the fuel in the tank cool... a good way is to wrap a wet towel (white, to reflect heat) around the tank and keep it wet. The evaporating water will keep the fuel cooler than the surrounding temperature. E) Keep heat away from the fuel pump (exhaust pipes, hot air from the radiator, coolant system hoses, etc.). For oval track and road racing, duct cool air over the pump. F) Be sure that the tank is properly constructed and vented.... See FUEL TANK on Pages #179-180. G) Be sure that the pump inlet hose and fittings meet the minimum sizes in the table on Page #102. Constant flow injection systems sense two engine conditions to meter the fuel. The first is engine speed, which is achieved by using fuel pump speed... the faster the engine runs, the more fuel the pump delivers. The second is throttle angle, which is achieved by the barrel valve... as the throttles are opened, the linkage to the barrel valve rotates the spool toward full open from the partially closed off position that it had at an idle. Because the fuel pump is an integral part of the metering system, it must be kept in good condition. The pump requires careful installation and maintenance to prevent premature deterioration and/or failure. 3) Index the pump so that an angled inlet fitting is NOT required (angled fittings on the pump outlet are permissible). It is OK to drill new holes in the pump flange or the mounting surface to re-index the pump. our model KW fuel pumps have a swivel flange for easy indexing. 4) For front cover drives, check the hex drive spud (attached to the front of the cam) for radial run-out: .015” maximum allowed. On belt drive units, mount the drive bracket in a vise, lathe, or vertical mill to check for radial run-out. 5) Check the radial alignment of the pump to the hex drive spud. Due to manufacturing tolerances, many front covers do not locate the pump in exact alignment. If not, file the holes for the bolts that secure the cover to the engine to align the pump with the spud. Two ways to check alignment : A) Attach a dial indicator to the spud with the cover in place and check the run-out to the pump pilot hole in the cover. B) Make an alignment tool: machine a 3/4” thick round piece with an OD the same as the ID of the front cover, and with a concentric ID .015” larger than the drive spud O.D. It should easily slip into the front cover with the cover and spud in place on the engine. 6) Check hex engagement, male to female. It should be 3/8” minimum, but be sure that the pump hex doesn’t bottom out in the spud, as this will quickly ruin the pump. A minimum of .100” clearance is recommended from the end of the male hex to the bottom of the female. 7) Any time the pump is removed, inspect the drive spud and replace it if worn. Grease the pump hex when installing it. 8) Most belt drive kits mount the fuel pump at about the water pump height. It is ideal to modify the kit to mount the pump as low as possible... we stock belts with various lengths, check available sizes (see Page #177) as you setup your pump drive. The pump should be setup to run one-half of engine speed. NOTE : Use the same above procedures to check the run out on the belt drive spud. © 2017 1) The pump must be primed before rotating the engine over, as the fuel lubricates the pump. If the pump is not going to be operated for an extended period of time, squirt some oil into it and turn it several revolutions. 2) The fuel pump moves a large volume of fuel. Any restriction in the pump inlet hose may cause cavitation.