「いいね！」 1
Hi There
I have pictured my set up below. By the way you are using one of those square fuel pumps as a lifter, do you find it noisy? I have a gravity feed to my swirlpot, but it is not supplying fuel quickly enough, so I will be adding a new Facet silver top pump (which I already have) as a lifter pump.
I find my existing Chinese 044 pump quite noisy, so I will mount it (the swirl pot) on rubber isolators and see if that helps.
All the best
Berni
Cool setup. Was going to use the same pump in swirl pot affair. I even bought the pump bet decided against it. The cube pump is noisey but might swap for an su pump much quieter and easy to service. The red top pumps are much quieter than the cubes.
Hi Berni
Looking at your setup, are you running the fuel filter between the original tank and your swirlpot? If so that will probably be the reason for your poor fuel flow. The pump in the swirlpot should have a filter of some variety which will cope with tank debris and I would mount the Bosch filter between the pump and the injectors. Does your fuel return go straight into the swirl pot?
Cheers
John
Berni, that looks like you have a high pressure system filter pre the swirl pot. If it is it’s no surprise you have issues with your flow. I would fit a coarse free flowing filter like used on an old motorcycle or similar, even maybe a lawnmower one. It’s just to catch big stuff after all. The high pressure post pump filter is your fine one to protect the injectors.
Hi Guys, you both make a good point. I thought the Bosch filter being quite big would not introduce any appreciable restriction. I now see that I could be wrong about that. I have actually ordered another one to go on the HP fuel pump outlet. It should arrive Friday. In any case for now I have plumbed in the lift pump as follows with a 1mm restrictor on the outlet. I can see from the return in the filler neck that it returns a modest stream of fuel. I will try to take a pic for reference.
Wires need tidying but here is the current set up.
All the best
Berni
「いいね！」 1
You mean a 1mm restriction on the swirl return to the filler neck not out of the lift pump I guess?
Your swirl pot is very neat but a little arse about face as to how I’ve always seen them. I realise that height is the issue but it’s normal for the swirl return to be on the top and the rest to be on the sides. That way the tank can fill completely and then with the 1 or 2mm restriction on the top for the return to the main tank it allows the low pressure pump to stall out like it would when the carb floats stop the fuel. Otherwise, especially with the points type you have there, you can have an annoying ticking all the while even when the engine is idling. Not such an annoyance with the square solid state ones though
Have had some abortive attempts at starting the twincam with QED injection..not helped by some issues with the type 9 gearbox conversion I have also installed. But this is the first long period run on idle.
Twin Cam on QED injection
Not too bad using the map supplied by QED. runing at just above a lambda of 0.9. Not balanced the throttle bodies yet so pretty pleased.
Tim
「いいね！」 1
Hi Simon, thank you for your comments. The 1mm restrictor is on the pipe that goes from the outlet of the lift pump and goes into the swirl pot. The fuel that overflows from the swirl pot (if full) goes into the filler neck. All the connections on the swirl pot are at the top and any air can vent via the same route, so as long as more fuel is going in than out then it should always be full.
Both the high pressure and low pressure pump will run continuously when the engine is running. Both prime for a second or two (then stops) with the ignition is on, but engine not running.
AFAIK this type of Facet lift pump do not stop when faced with resistance, they just slow down. Mine is really quite quiet. I cannot hear it when the high pressure pump is running.
My filter for the high pressure output has just arrived along with a really nifty light that clips on to the end of a peaked cap and swivels in every direction.
All the best
Berni
Hi Tim
The engine sounds great. Well done. Are your type 9 ratios standard? EFI is just great. I really do not think I can live with carbs ever again. We will find out when I tackle my twincam engines.
All the best
Berni
Hi Berni, With respect I would suggest that your system is incorrectly plumbed in then. The 1mm restriction straight after the lift pump will end up causing you starvation of the high pressure pump and so your engine at high speeds. You might as well just have an 8mm bit of hose gravity feeding the tank if you try to get everything you need through a 1mm hole. The lift pump needs to be high flow but low pressure and the swirl pot wants a breather with the restriction in but can let the air out. Not trying to put a downer on the very nice install and I realise the returns and feed on the top will work it’s just not the normal way. It’s the restriction into the swirl pot I would remove and put it on the overflow/return/breather of it.
Depends a little, i guess, where the fuel rail return is plumbed. If it feeds back to the swirlpot then the lp pump just has to replace the lost fuel which it should be up to. The bleed to fuel tank breather is really just there to remove air.
The type 9 i have doesnt have 100% ideal ratios but it has the modified gear lever and was cheap. Was going to trial it and then decide whether to change. I use my classics for long runs so want a long gear rather than close ratio.
The lift pump will be up to it with a clear path. With a 1mm hole to feed through it won’t work. Well not well enough to feed the engine when it wants plenty of fuel anyway.
Yes agree. Hole needs to be in the air bleed.
Tim
Hi Guys
I will move the restrictor to the breather pipe. The fuel return feeds into the swirlpot. At the moment with the engine running fuel continuously flows back into the tank via the breather. Quite a stream. I chose a 1mm restrictor because that was what the Locost/Caterham people do.
My type 9 box makes the car quite frenetic to drive in some respects. First is very low, so you end up revving the car in order to catch 2nd in a good place. Then you rev it in 2nd because it feels natural after having revved it in 1st. By the time you hit 3rd (maybe not so much in town) it all calms down. On the Mway in 5th 70mph is approx 3,000 rpm. this is with a Ford 7" LSD.
Its a great box though.
All the best
Berni
I havent fitted a restrictor yet but was planning on doing it. Had a type 9 on my k series engined mg midget. 1st was a little low and the car really needed a longer diff but it was still way better than the ribcase box for cruising. The k series had an 8000 rpm read line. So even with the short dif its theoretical top speed was 150 mph.. though the aerodynamics would restrict it to much lower of course.
Did your kit include this bracket?
https://qedmotorsport.co.uk/product/crank-sensor-mounting-block/
I have been asking QED questions, but they seem hesitant to give me a straight answer. I have planned to buy everything else however I am piecing a ‘kit’ together on my own.
Thanks for sharing this, I will be going down this path very soon and I’m happy someone else has some fresh experience.
-Simon
No. The bracket they provide is the one on the.picture in the thread that shows the crank sensor
Tim
「いいね！」 1
Thank you.
Do you know what the thread is on the gauge sensor?
I’m trying to gameplan a more elegant solution to the coolant temp sensor. I have dreams of using a 3 pin, versus a 2-pin sensor to allow one sensor to do it all.
A few I found on FCP Euro here and here The first is a BMW sensor thats more modern than the
second which works on various MBs from the 80s, so I feel like the latter would be more appropriate.