Piecing together a historic fuel injection system has proven to be far from easy.
I have a bunch of pumps, including three McGee pumps. I really, really wanted to use a McGee pump with the McGee injector. Of the three pumps, only one is salvageable. That's a pretty low hit rate for pumps that were not overly shabby when I bought them, and after fettling by both one of the big names in mechanical injection tuning and a very experienced Speedway fuel technician. The McGee pump designed for the Repco head will not gain suction (despite fettling), and is probably only good for a display engine. The first hex-head pump is sleepy until 4000rpm, and then low on flow after that (again despite fettling). Probably only good for a cackle car.
The one McGee pump that is serviceable turns out to be undersized for what I need to do. It would support about 160HP on methanol (perhaps double that on petrol), and I am aiming for 220HP on methanol. Bugger.
So looks like I cannot run a McGee pump. Time to look at the Hilborns I have. Back to the spare parts department and I have a PG150C #0. It flowed up OK, but has about twice the fuel flow that I need - see attached.
What I really need is a PG150 #00, which is about smaller than the PG150 #0 I have. As I can't lay my hands on a #00, I'll use the #0 but will have to drop the fuel capacity. This is done by running two return flows back to the tank - one through a large pill (to absorb most of the flow) and one through a normal size pill (which will get changed as the car is tuned).
So on the to-do list is to build a two-pill primary bypass for the FED, and sell the Hilborn angle drive and Enderle pumps that are waaaaay too big for what I am doing.
Cheers,
Harv
327 Chev EK wagon, original EK ute for Number 1 Daughter, an FB sedan meth monster project and a BB/MD grey motored FED.