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FUEL PILL,K-JET,.098" EACH

FUEL PILL,K-JET,.098" EACH

KFI 3715-098

$14.99
$14.99
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  • .098" INSIDE HOLE DIAMETER
  • THESE ARE "DROP-IN" JETS FOR 6 AN JET CANS/BYPASS VALVES, INCLUDING HILBORN, KINSLER, AND WATERMAN 6 AN VALVES
  • KINSLER K-JETS:
  • KINSLER PRIDES THEMSELVES ON THE K-JETS BEING PRECISE, ACCURATE, AND CONSISTENT
  • A PERFECT FUEL INJECTION SYSTEM 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 CAN MAKE IT IMPOSSIBLE TO "TUNE IN" THE ENGINE FOR BEST POWER AND CONSISTENCY
  • EACH K-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-JET IS TAILORED ON THE FLOW BENCH TO WITHIN 1% 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, IF ONE JET IS LOST, AN EXACT DUPLICATE CAN BE SHIPPED IMMEDIATELY
  • DROP-IN STYLE JETS GIVE SEVERAL ADVANTAGES:
    • NO DAMAGE TO THE JET ON INSTALLATION OR REMOVAL LIKE SOME SCREW-IN COMMERCIAL JETS. SCREWDRIVER NICKS ON THE FACE OF THE INLET TO ANY ORIFICE CAN CAUSE THE FLOWS TO CHANGE
    • THE JET RESTS ON AN O-RING FOR POSITIVE SEAL. NO POSSIBLE LEAKAGE WHICH COULD ALTER THE FLOW, AFFECTING THE TUNING OF THE ENGINE
  • TYPICAL INCREMENTS VERSUS APPLICATION:
    • .002" FOR GASOLINE AND SMALL ALCOHOL ENGINES
    • .004" FOR TYPICAL ALCOHOL V8 ENGINES
    • .004" TO .008" FOR BLOWN APPLICATIONS
    • .006" TO .010" FOR HIGH SPEED AND SECONDARY RESTRICTOR JETS
  • IMPORTANT K-JET NOTES:
    • WHEN INSTALLING A K-TYPE JET THAT IS REPLACING A COMMERCIAL JET, START WITH A K-JET THAT IS ABOUT .008" SMALLER; THIS IS DUE TO THE EFFICIENT DESIGN OF THE K-JETS
    • ALWAYS INSTALL THE JET SO THAT THE NUMBER IS FACING UP AS THE JET IS DROPPED IN (SHOWN BELOW), THEN THE FUEL WILL FLOW INTO THE RADIUSED SIDE OF THE JET; AFTER THE JAN CAN HAS BEEN ASSEMBLED, THE NUMBER WILL BE FACING TOWARD THE POPPET
    • MAKE SURE THE JET CAN END HAS AN O-RING RECEIVING GROOVE AND THAT AN O-RING IS IN PLACE FOR THE JET TO REST ON NOTE: THE JET SEALING O-RING SHOULD BE REPLACED PERIODICALLY TO MAKE SURE THAT THE COMPOUND HAS NOT "DRIED" OUT
    • ANY MARKS ON THE RADIUS OF A K-JET WERE PUT THERE ON PURPOSE DURING THE FLOW TAILORING PROCESS....LEAVE THEM THERE!
    • NEVER STRING THE JETS ON A WIRE, AS THEIR ENTRANCE SHAPES WILL CHANGE AS THEY MOVE AROUND ON THE WIRE!!!
  • REASONS FOR FLOW ERRORS ON COMMERCIAL JETS THAT THE K-JET WILL ELIMINATE:
    • VARIATIONS IN THE ORIFICE SIZE EVEN THE SAME DRILL DOES NOT MAKE THE SAME SIZE ORIFICE EACH TIME. REAMING IS THE ONLY WAY TO INSURE EXACT ORIFICE SIZE
    • ENTRANCE CONDITIONS THESE CAN MAKE A CONSIDERABLE DIFFERENCE IN FLOW, YET ARE OFTEN OVERLOOKED. EVEN THOUGH BOTH OF THE JETS IN THE PICTURE BELOW HAVE THE SAME FUEL PRESSURE TO THEM, AND THE SAME ORIFICE SIZE, THE FLOW THROUGH THE JET ON THE RIGHT WILL BE ABOUT 20% GREATER THAN THAT OF THE JET ON THE LEFT. THIS IS DUE TO THE GENEROUSLY ROUNDED ENTRANCE, WHICH MAKES IT EASIER FOR THE MINUTE PARTICLES (MOLECULES) OF FUEL TO GET INTO THE ORIFICE. YOU CAN SEE KINSLERS IN-DEPTH ORIFICE THEORY WRITE-UP HERE AND HERE.
    • MOST COMMERCIAL JETS HAVE A SQUARE EDGE, WITH A SIMPLE CHAMFER. A K-JET HAS A LARGE RADIUS THAT IS PRECISELY BLENDED TO THE BORE, GIVING BETTER CONTROL OF THE ENTRANCE CONDITIONS AND BETTER PROTECTION OF THE ORIFICE
    • ALL OF THE PROBLEMS MENTIONED ABOVE ARE ELIMINATED BY USING K-JETS, SINCE EACH JET IS PRECISELY MACHINED, THEN HAND-TAILORED TO THE FLOW OF A MASTER REFERENCE JET

    • K-JET INSTALLED IN JET CAN: