Location: Mebane, NC
Posts: 346
My VIN: 06668 81' Grey interior, 5 speed, Grooved hood. Previous owner of 16301, in 2001. Found Nov 2019, a
Well, I could of used worm drive style clamps, But I was using single ear clamps, and they are either too small to fit over the barb on the check valve, or too big and wont crimp tight. So I didn't put anything on them and they seem to be just fine. The barb is very big on the check valve.
Location: NC
Posts: 11
My VIN: 01800
Having already replaced the fuel pump in my car 3 times in the last 15 years, I decided to have my mechanic put in the modern replacement from DMCH. Hopefully it will be less prone to failure.
Location: NC
Posts: 11
My VIN: 01800
I'm in the Charlotte area. I bought my car from a guy in New Bern about 15 years ago.
Location: Northwest Florida
Posts: 324
My VIN: Midproduction
The problem with a quoted value is that 70 PSI is only one dot on a 3D graph: Flow -vs- Pressure -vs- Voltage
Almost any EFI pump will have adequate fuel flow to meet the HP requirements of a stock / modified PRV. Many pumps can supply 100PSI or more but the volume of fuel drops quite a bit. The nature of K-Jetronic & our wiring adds a few confounding variables:
-Additional restriction at check valve
-Additional restriction at accumulator
-Additional flow required to manage hydraulic system control (fuel is both the consumable and the regulatory fluid)
-Crap connectors / compromised grounds means measured voltage drops at the pump, further reducing capacity
-Hot fuel
Some of these modules seem to have short lifespans possibly due to operating right at the end of tolerance. It would be nice to have an option with a name attached - AEM, Walboro, Aeromotive, etc. that had some weight / history to the name. They typically provide a full specification sheet of vol/pres/volts.
Luke S :: 10270 :: 82 Grey 5-Speed :: Single Watercooled T3 .60/.48 :: Borla Exhaust :: MSD Ignition :: MS3X Fully SFI Odd-fire EFI :: DevilsOwn Methanol Injection
Location: Northwest Florida
Posts: 324
My VIN: Midproduction
Right? It's basically like "fitness guaranteed for application", and the guts could change at any time. A DMC suitable fuel module could be one supplier change or cost reduction away from slipping out of specification. Just one more compelling reason for people to ditch K-jet and switch to EFI
Luke S :: 10270 :: 82 Grey 5-Speed :: Single Watercooled T3 .60/.48 :: Borla Exhaust :: MSD Ignition :: MS3X Fully SFI Odd-fire EFI :: DevilsOwn Methanol Injection