K-TYPE JETS :
Even a perfect fuel injection unit is of little use to the owner unless he has a good set of jets to use with it. When using commercially made jets, it is not unusual when going .005″ smaller in jet size (in an attempt to richen the unit) to actually find no fuel rate change, or perhaps go grossly rich, or even to go a bit leaner! This makes it impossible to “tune in” the engine for best power and consistence.
EACH K-type jet is precisely machined and stamped with the “KINSLER” name to identify it. It has a reamed orifice controlled within .0002″, a precise radius leading to the orifice, and a regulated finish.
Every K-type jet is tailored on the flow bench to within 1/2% of the flow rate of the master reference jet of its same size. Therefore, even though the increments between the K-type jets are very small (.002″ available), the change in flow rate between each jet is the same. Every jet of the same size flows the same, if one jet is lost, an exact duplicate can be shipped immediately.
A) Because of the larger radius entrance to the metering orifice in the K-type jets, you must start with a K-type jet that is about .008″ smaller than the conventional jet that you are replacing if you want to retain your present fuel rate.
B) Always install the jet so that the number is facing up as you drop the jet in, then the fuel will flow into the radiused side of the jet. After the jet can has been assembled, the number will be facing toward the poppet.
C) Make sure the jet can end has an o-ring receiving groove and that an o-ring is in place for the jet to sit on. Note: the jet sealing o-ring should be replace periodically to make sure that the compound has not “dried” out.