K-TYPE JETS :<\/strong><\/span>
\n 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 \u00a0the 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.<\/span><\/p>\n![\"\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2016\/11\/3713.jpg\")
EACH K-type jet is precisely machined and stamped with the “KINSLER” name to identify it. It has a\u00a0<\/span>reamed\u00a0<\/span>orifice controlled within .0002″, a precise radius leading to the orifice, and a regulated finish.<\/span><\/p>\nEvery 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\u00a0<\/span>change in flow rate between each jet is the same. Every jet of the same size flows the same, if one jet\u00a0is lost,\u00a0<\/span>an\u00a0<\/span>exact duplicate can be shipped immediately.<\/span><\/p>\nA) Beca<\/span>use of the larger radius entrance to the metering orifice in the K-type jets, you must start with a K-type\u00a0<\/span>jet that is about .008″ smaller than the conve<\/span>ntional jet that you are replacing if you want to retain<\/span>\u00a0your present fuel rate.<\/span><\/p>\nB) Always\u00a0<\/span>install the jet so that the number is facing up as you drop the jet in, then th<\/span>e fuel will flow into the radiused side of the\u00a0<\/span>jet. After the jet can has been assembled, the number will be facing toward the poppet.<\/span><\/p>\nC) Ma<\/span>ke sure the jet can end has an o-ring receiving groove and that\u00a0<\/span>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.<\/span><\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>
<\/div>
<\/div><\/div>
<\/div>
<\/div><\/div><\/div><\/div><\/div>
Constant flow nozzle<\/strong>\u00a0—\u00a0\u00a0<\/b>We can make variations of these nozzles and special nozzles, contact us below.<\/span><\/p>\n\n\n\nKinsler nozzle
\nflow code<\/strong><\/span><\/td>\nlbs.\/hr flow
\nper nozzle .72 sp. gr.
\ngasoline at 30 psi<\/strong><\/span><\/td>\nNominal
\norifice size<\/strong><\/span><\/td>\nHilborn Size<\/strong><\/span><\/td>\n+ or – approx. 4% from flows shown at left Crower and Enderle nozzle size (they code their inserts differently)<\/strong><\/span><\/td>\n<\/tr>\n\nE-165<\/span>
\n F-200<\/span>
\n G-240<\/span>
\n H-280<\/span>
\n J-320<\/span>
\n K-385<\/span>
\n L-410<\/span>
\n N-510<\/span>
\n P-560<\/span>
\n Q-620<\/span>
\n S-710<\/span>
\n T-792<\/span>
\n U-845<\/span>
\n V-900<\/span>
\n X-39 1040<\/span><\/td>\n | 16.5<\/span>
\n 20.0<\/span>
\n 24.0<\/span>
\n 28.0<\/span>
\n 32.0<\/span>
\n 38.5<\/span>
\n 41.0<\/span>
\n 51.0<\/span>
\n 56.0<\/span>
\n 62.0<\/span>
\n 71.0<\/span>
\n 79.2<\/span>
\n 84.5<\/span>
\n 90.0<\/span>
\n 104.0<\/span><\/td>\n | .016″<\/span>
\n .017″<\/span>
\n .020″<\/span>
\n .0215″<\/span>
\n .0225″<\/span>
\n .024″<\/span>
\n .025″<\/span>
\n .028″<\/span>
\n .029″<\/span>
\n .032″<\/span>
\n .033″<\/span>
\n .035″<\/span>
\n .0355″-.036″<\/span>
\n .036″-.037″<\/span>
\n .039″<\/span><\/td>\n | 4<\/span>
\n 5<\/span>
\n 6<\/span>
\n 7<\/span>
\n 8<\/span>
\n 9<\/span>
\n 10<\/span>
\n 12<\/span>
\n 14<\/span>
\n 16<\/span>
\n 18<\/span>
\n 20<\/span>
\n 22<\/span>
\n 24<\/span>
\n 27<\/span><\/td>\n | 16<\/span>
\n 17<\/span>
\n 20<\/span>
\n 21<\/span>
\n 22<\/span>
\n 24<\/span>
\n 25<\/span>
\n 28<\/span>
\n 29<\/span>
\n 32<\/span>
\n 33<\/span>
\n 35<\/span>
\n 36<\/span>
\n 37<\/span>
\n 39<\/span><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\nNOZZLE DISCHARGE STYLES (Deflector Types) :\u00a0![\"\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2018\/03\/Kinsler_nozzles_various_AS_deflectors-1024x732.jpg\") <\/strong><\/span>
\n ‘A’ type : fuel is discharged at 45 to body through notch cut in deflector, commonly called ‘whistle’ or ‘notched’.<\/span><\/p>\n‘AS’ type : fuel is discharged in line with body through a diffuser screen, commonly called ‘screen tip’ or ‘shot-gun’.<\/span><\/p>\n‘TT’ type : fuel is discharged in line with the body as a ‘beam’, commonly called ‘ bullet’<\/span><\/p>\n![\"\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2018\/03\/nozzle_c-f_internal_drawing.jpg\") <\/p>\n
Nozzle Venting<\/strong>\u00a0Vents let air premix with the fuel inside the nozzle for better atomization.<\/span><\/p>\n\n\n\nExternally Vented<\/strong>\u00a0: For<\/span>
\n normally aspirated engines<\/span>
\n (unblown). Vented to the<\/span>
\n atmosphere. Use #5020<\/span>
\n KFI nozzle vent filter<\/span>
\n biscuits for protection<\/span>
\n against dirt.Internally Vented<\/strong>: For<\/span>
\n normally aspirated engines.<\/span>
\n Vents frow inside the runner<\/span>
\n of the manifold or cylinder<\/span>
\n head.<\/span><\/td>\nNon-Vented & Z-type<\/strong>\u00a0: For supercharged or<\/span>
\n turbocharged use were the nozzle exit sees<\/span>
\n the manifold boost.Vent location and quantity<\/strong>\u00a0One and three<\/span>
\n vent nozzles drip into the engine on shut off<\/span>
\n are the safest. Four and six vent nozzles drip<\/span>
\n outside on shut off present a tiny-fire hazard<\/span>
\n but prevent any possible cyl. washdown.<\/span>
\n ![\"\"](\"https:\/\/kinsler.com\/images\/constant_flow\/vln.gif\") <\/span><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div><\/div><\/div><\/div><\/div><\/div> <\/div> <\/div><\/div> <\/div> <\/div><\/div><\/div><\/div><\/div> ORIFICE THEORY<\/strong><\/span>
\n For nozzles, bypass jets, carb jets<\/strong><\/span>
\n A sharp edge at the orifice entrance causes the flow stream to converge, the smallest flow cross section being termed the vena contracta and is the point of lowest pressure. The vena results in less flow through a given hole size than a piece with a rounded entrance.<\/span><\/p>\n![\"\"](\"https:\/\/kinsler.com\/images\/constant_flow\/gfp.gif\") ![\"\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2018\/03\/Vena_contracta-1024x204.jpg\") <\/p>\n
\n\n\nThe particle of fuel coming straight down<\/span>
\n a bit off to the left or<\/span>
\n in at an angle at the<\/span>
\n right both find their<\/span>
\n way into the hole.<\/span>
\n This design is the<\/span>
\n least sensitive to<\/span>
\n machine marks, but<\/span>
\n the blend of the<\/span>
\n radius to the bore is very important.\u00a0 Not easily damaged, as nicks from handling tend to be on the top<\/span>
\n surface.<\/span><\/td>\n | The particle a bit off<\/span>
\n to the left tends to hit<\/span>
\n the top surface; may<\/span>
\n bounce off to the left,<\/span>
\n or into the hole. The<\/span>
\n particle coming in<\/span>
\n from the right will go<\/span>
\n into the hole.<\/span>
\n This design is quite<\/span>
\n difficult to make, as<\/span>
\n the sharp edge must<\/span>
\n be the same on all<\/span>
\n the holes, with no<\/span>
\n nicks. It is easily<\/span>
\n damaged by nicking<\/span>
\n the edge.<\/span><\/td>\n | The particle a bit<\/span>
\n off to the left will<\/span>
\n not enter the hole. The particle coming<\/span>
\n in from the right<\/span>
\n may not enter the hole.<\/span>
\n You would never really see this design in a jet, but<\/span>
\n it is exactly like a ramtube without a bell. The top edge<\/span>
\n is easily damaged.<\/span><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\nWe use only fully radiused type orifice approaches in all our nozzles and jets. Every nozzle and jet we make is done with great care, but they still don’t all turn out properly. Each piece is flowed at three different pressures, then compared to the master flow sheet If it isn’t within tolerance, it is scrapped. Testing at three pressures is important because some pieces will flow perfect\u00a0at low flows, but then go turbulent (due to imperfections on the surface) at high flows…. we call this a “shift” in the flow. All of this quality control costs more money, but it assures you of receiving the best possible pieces in the industry.<\/span><\/p>\nFlow through an orifice<\/strong><\/span>
\n Pressure rises as the square of the flow through an orifice, so to double the flow through a jet nozzle takes four times the pressure:<\/span><\/p>\n![\"\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2018\/03\/Kinsler_formula_flow.jpg\") <\/p>\n<\/div>
<\/div><\/div><\/div><\/div><\/div> If we know the flow of a jet or nozzle at some pressure, we can figure out the flow at a new pressure:<\/span><\/p>\n![\"\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2018\/03\/Kinsler_formula_pressure.jpg\") <\/p>\n<\/div>
<\/div><\/div><\/div><\/div><\/div><\/p>\n","protected":false},"excerpt":{"rendered":"","protected":false},"author":1,"featured_media":0,"parent":0,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"footnotes":""},"class_list":["post-19646","page","type-page","status-publish","hentry"],"yoast_head":"\n Constant Flow Mechanical Systems \u2013 Valves, Jets, Parts, Filters<\/title>\n<meta name=\"description\" content=\"Kinsler Fuel Injection offers valves, jets, parts, filters, nozzles, hoses, fittings, and more for Constant Flow Mechanical systems.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/kinsler.com\/Shop\/constant-flow-mechanical\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Constant Flow Mechanical Systems \u2013 Valves, Jets, Parts, Filters\" \/>\n<meta property=\"og:description\" content=\"Kinsler Fuel Injection offers valves, jets, parts, filters, nozzles, hoses, fittings, and more for Constant Flow Mechanical systems.\" \/>\n<meta property=\"og:url\" content=\"https:\/\/kinsler.com\/Shop\/constant-flow-mechanical\/\" \/>\n<meta property=\"og:site_name\" content=\"Kinsler Fuel Injection\" \/>\n<meta property=\"article:publisher\" content=\"https:\/\/www.facebook.com\/pages\/Kinsler-Fuel-Injection\/121915444539209\" \/>\n<meta property=\"article:modified_time\" content=\"2018-06-19T18:29:39+00:00\" \/>\n<meta property=\"og:image\" content=\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2016\/11\/SBC-B-4-01-1024x841.jpg\" \/>\n<meta name=\"twitter:card\" content=\"summary_large_image\" \/>\n<meta name=\"twitter:label1\" content=\"Est. reading time\" \/>\n\t<meta name=\"twitter:data1\" content=\"13 minutes\" \/>\n<script type=\"application\/ld+json\" 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![\"\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2016\/11\/3505-scaled-500x375.jpg\")
\t\t![\"BLOWER](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2016\/11\/BH-ENDERLE-1.jpg\")
\t\t![\"\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2016\/11\/3970-01_K-140_high-speed_bypass-e1486752365943-500x500.jpg\")
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\t\t![\"\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2016\/12\/3404-01_jet_selector_valve-scaled-500x375.jpg\")
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\t\t![\"\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2016\/12\/3020_KFI_range_jet_valve-scaled-500x375.jpg\")
\t\t![\"SPOOLS\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2016\/11\/3614-e1486674475512-500x500.jpg\")
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<\/p>\n<\/div>