I was just reading back through threads. Do not buy the Huco Pump for carb setup for polo afh conversion.

When I was at boggs we tested it into a bowl and it was a little squirter. bit here bit there. no constant flow. like dribs and drabs stop start. proper rubbish.

Most likely wouldn't be able to keep up with the re-filling if you was racing at 20-25mpg

Really. The 133010 Huco for engine bay ?

http://www.gowerlee.dircon.co.uk/HUCO.html

I've used mine to transfer fuel from one car's engine bay to another's tank. No drips and drops there. Took about 10 minutes for 20 litres,

According to the specs it can flow 130litres per hour or 28.6 imperial gallons per hour.

Rule of thumb is you need approx one (US) gallon per hour for every 10 horsepower with "gasoline" in a four stroke so it can supply fuel for 230hp.

13 3010 is the one I bought.

Does yours squirt abit then stop for a split second then another squirt. That's what mine was doing. It was like pulsing lol like a heart.

If it's not faulty I'm going to sell it as used for testing. £50 quid I want. If not then I'll keep it. I expected something better for £102!

Edited 13 September, 201511 yr by damunk

With engine not running I can hear and feel the main outlet tube vibrating when the carb's needle valve has closed and it's just pumping into the vapour separator and back down return line (via a one way valve) to the tank. Or I can reverse that one way valve (or connect straight to carb) and it cuts dead once the well has filled and needle valve has closed.

I think the 'pulsing' is by design because there's a single plunger:

"As soon as the ignition switch is in ’on’-position, voltage is supplied and the plunger of solenoid moves upwards and, consequently, fuel is sucked into the valve housing. While the plunger moves upwards, it triggers a sensorcontact and the current flows through the coil of solenoid will be cut. A spring mounted beneath the diaphragm will now push the diaphragm in its starting position and the fuel is being pushed through the pressure valve. By reaching the initial position the plunger triggers the sensor contact and the whole workcycle starts over again."

Was the outlet tube in the fuel in the bucket or above the bucket when at BoggBros ?

It's been a year but I'm sure it was out of the bucket pouring into it because he had it in his hand showing me and telling me it's rubbish.

Was it pulling through your tank's lift pump? I don't have one, and another difference is that my Mk2 fuel tank is not closed to atmosphere with a charcoal vapour capture and release system and pressure vented filler cap. My filler cap is unvented, it has a simple thin tube looped breather and a fat tube near the level sender to equalise pressure back to the filler neck to allow the tank be filled at a petrol station. (Shape of modern unleaded nozzles means I have to be careful not to overflow on to the forecourt as reaches full).

Yep was pulling through.

Theory 1:

Lift pump running might supply fuel at sufficient pressure (2psi?) to trigger the sensor contact, cutting the solenoid.

Theory 2:

Lift pump flow constriction when lift pump off stops the -0.2bar = -2.9psi! suction head working.

Edited 17 September, 201510 yr by dvderlm

How have you gone about wiring the HUCO with no relay in place on the mk2?

I fitted a relay and a fuse and an inertia switch in series.

Relay switched from ignition socket. But it would be better to take off from fusebox

Fusebox fuse S9 is shared with the horn and idle cutoff solenoid (maybe reverse light)
Based on reading Haynes 813 (Polo 1982 to 1988) circuit diagram figure 12.57 track 16 and figure 12.60 track 11.

I say this because I just found out that the key ACC switch position is 0volts while cranking. I suppose enough fuel has pumped into the carb well

and one small press on gas pedal operates the pump circuit for engine to fire.