410 Handbook #32

ALMS
Import WoO Viper
Drag

Honda
ITB
Billet
Billet V10
Vintage 410
RoadRace Grand Prix
Hydroplane

Super-
charged

Lucas
Timed

Strip ISMA Prototype

SB Chev
Monster Billet LS
Sport
Racing

360
ASCS

Dragon
Claw SB Ford

SB Chev
Raptor

All Pages in this Booklet © 2019

See Our New Web Site
kinsler.com

Kinsler Fuel Injection 1834 Thunderbird St. Troy, Michigan 48084 USA Tel: (248) 362-1145 Email: sales@kinsler.com Kinsler.com
TABLE OF CONTENTS
Why Kinsler?.............................................................................................. 3 Trouble Shooting Chart Constant Flow Fuel Metering System............... 112
Fuel Metering............................................................................................. 7 Plumbing Schematics................................................................................ 114
Chevrolet Small Block V8........................................................................... 9 Vapor Separator Tank System.................................................................. 117
Standard Port Configurations for Chevy Small Block V8.......................... 11 Turbocharged Constant Flow Fuel Injection System............................... 121
Kinsler “XTRA” Light Manifolds............................................................. 18 Electronic Fuel Injection Basics................................................................ 122
Other Kinsler Small Block Chevrolet Manifolds....................................... 20 Types of Fuel Management...................................................................... 124
Vintage Kinsler Small Block Chevrolet V8................................................. 23 Monster Mesh Filters................................................................................ 125
Ford Small Block V8.................................................................................. 24 Electric Fuel Pumps.................................................................................. 126
4-Valve GM Manifolds.............................................................................. 27 Mechanical Fuel Pumps for EFI............................................................... 136
Chevrolet Big Block V8 - Rectagular Port One-Piece................................ 28 EFI Pressure Relief Valves........................................................................ 138
Chevrolet Big Block V8 - 3-Piece............................................................... 30 EFI Injectors............................................................................................. 142
Cross-Ram for Chevrolet Big Block........................................................... 31 EFI Fuel Rails........................................................................................... 146
Ford Big Block V8...................................................................................... 33 Tooling to Machine Fuel Rails and Injector Mounting............................. 149
Other V8 Manifolds - Small Block Mopar................................................. 34 Sensors for EFI Systems.......................................................................... 150
4-Cylinder Manifolds - Chevrolet/Ford/TRD............................................ 36 EFI Speed and Synchronization Signal Generators.................................. 156
V6 Manifolds - Chevrolet / Buick.............................................................. 37 EFI Connectors, Relays, and Accessories................................................ 157
Pontiac Maifolds........................................................................................ 38 EFI Plumbing............................................................................................ 159
6-Cylinder In-Line Manifold/Scat V4........................................................ 41 Multi-Port EFI Systems........................................................................... 162
Crossram Manifolds................................................................................... 42 Service and Modification of Injection by Kinsler..................................... 163
Kinsler 4-Barrel Throttle Body.................................................................. 43 Conversion of Carburetor Manifolds into Fuel Injection......................... 164
Kinsler Modular Throttle Bodies............................................................... 44 Kinsler Injector/Nozzle Bosses................................................................ 166
Throttle Bodies.......................................................................................... 45 Fuel Filters................................................................................................ 167
Throttle Bodies for Weber Conversions..................................................... 48 Shut-off Valves......................................................................................... 172
EFI Adapter Plates for GMC Superchargers.............................................. 49 Mechanical Fuel Pumps........................................................................... 177
Fuel Systems and Components of Supercharged Engines.......................... 50 Mechanical Pump Installation.................................................................. 178
EFI Adapter Plates for PSI Superchargers.................................................. 51 Drives for Mechanical Pump................................................................... 179
Turbocharging............................................................................................. 52 Cog Belts and Pulleys.............................................................................. 182
Plenum Logs............................................................................................... 53 Primer System.......................................................................................... 183
3-Piece Manifold Installation..................................................................... 54 Fuel Tank Construction and Location...................................................... 184
Throttle Shafts........................................................................................... 55 Aluminum Tanks and Components.......................................................... 186
Throttle Plates............................................................................................ 56 Fittings and Bungs.................................................................................... 187
Ramtubes.................................................................................................... 57 Fittings..................................................................................................... 188
Top Adapters-Special................................................................................. 59 Hose and Hose Ends: Stainless Steel Braid.............................................. 192
Throttle Synchronization at Idle................................................................ 60 Fittings Sizes............................................................................................ 193
Uni-Syn Throttle Synchronizer.................................................................. 61 Check Valves............................................................................................ 194
How To Set Up Linkage............................................................................. 62 Filter Foam............................................................................................... 195
Kinsler Billet Spring-Screw Universal Throttle Shaft Links...................... 64 Air Filtration............................................................................................ 196
Throttle Arms and Stop.............................................................................. 66 Air Density Gauge................................................................................... 198
Jackshaft Linkage....................................................................................... 69 Fuel Analyzer Kit and Hydrometers....................................................... 201
Cables and Accessories............................................................................... 70 Understanding Fuels................................................................................ 202
Brief History of Fuel Injection............................................................... 72 Specific Gravity....................................................................................... 203
Comparison of Racing Fuel Injection Systems........................................... 74 Fuel Data.................................................................................................. 206
Constant Flow Fuel Injection Metering..................................................... 75 Orifice Theory.......................................................................................... 207
Kinsler K-type Jets.................................................................................... 76 Important Facts....................................................................................... 209
Nozzles : Constant Flow............................................................................ 78 Manifold Maintenance and Hints............................................................ 210
Filtration.................................................................................................... 83 Manifold Design...................................................................................... 211
Main Bypass Valves.................................................................................. 84 Lucas Nozzle Placement.......................................................................... 212
Kinsler Quick Disconnect Bypass Valve................................................... 84 Lucas Metering......................................................................................... 213
Kinsler Jet Selector Valve........................................................................... 85 Lucas Nozzles and Lines......................................................................... 214
Secondary Bypass Valve............................................................................ 88 Fuel Requirements................................................................................... 215
High Speed Bypass Valve.......................................................................... 90 Adjusting the Metering Unit.................................................................... 216
Bypass Valves............................................................................................ 95 Lucas Mechanical Fuel Pump.................................................................. 218
Pressure Charts.......................................................................................... 96 Lucas Notes............................................................................................. 219
Barrel Valves............................................................................................... 97 Lucas Plumbing........................................................................................ 220
Barrel Valve Spools and Dual Rate Idle System......................................... 98 Carburetor Fuel Supply........................................................................... 222
Barrel Valve Mounting Brackets and Distribution Blocks......................... 99 U and L Bends / Connector Hose............................................................ 224
Nozzle Hoses............................................................................................. 100 O-rings / Plastic Caps / Jet Nuts............................................................. 226
Tough Pump............................................................................................... 101 Ignition.................................................................................................... 227
Mechanical Fuel Pumps............................................................................. 102 Misc........................................................................................................ 228
Basic Adjustments for Constant Flow Metering....................................... 108 Apparel and Books................................................................................. 229
Setting the Leakage of a Barrel Valve Spool............................................... 109 Policy...................................................................................................... 230
Indexing a Barrel Valve...............................................................................110 Index....................................................................................................... 231
Basic Adjustments for Constant Flow Metering....................................... 111
© 2019
2
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 WHY KINSLER ?
BECAUSE THEY DO IT RIGHT

Three-piece unit to fit Chevrolet small block V8

THE FEATURES THAT MAKE THE DIFFERENCE

1) Three Piece Manifold  The two sides of the manifold and the valley plate are completely separate.

A) Allows a perfect fit against the cylinder head even with a decked block or angle milled heads, or if
something just isn’t right somewhere. No more angle milling of the manifold!
B) Raising the ports In the past, if someone wanted to raise the ports in their manifold, say .200”, they had
to add material to the outside of the manifold, then grind the roof higher, then fill the floor. When they
were finally done, they had a compromise in the performance, as they had sharpened the curvature of the

short side of the runner.
The Kinsler Solution: Kinsler manifolds are machined to bolt directly onto the cylinder heads, with
precisely aligned ports. A Kinsler manifold can be machined to standard port profiles, variations of them,
or to your special port layout.
If you have a super high port, or a very large or small port, Kinsler can custom machine one of our
manifold blanks to bolt right onto your heads. © 2020
3
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 Let’s say you own a Kinsler Three-piece manifold for a small block Chevrolet, but you want to use it on a
special head with ports that are moved up .300” higher than your old heads. Simply elongate or reposition the
bolt holes and slide the manifold up the head .300”. This keeps the runner design in the manifold untouched
for peak performance, and saves you a ton of time and work!
A manifold can be positioned just right, over the cylinder head ports,
then a hole can be drilled in the head and manifold for a dowel pin.
To take care of the gap between the raised manifold and the valley
plate, simply make an aluminum strip with a seal groove and bolt it
to the lower edge of the manifold...or we can machine the strips. Up
to a 3/8” gap can simply be filled with silicone.
C) Correct for core shift in your heads Since it is easy to
move each manifold up or down, forward or rearward,
perfect alignment can be obtained with cylinder heads
that don’t have the ports properly located. (This is a
common problem, especially with production heads).
D) Sealing it up Both the manifold and the valley plate
have grooves for sealing them to each other. The valley
plate has sealing grooves on the bottom side at the front
and rear for sealing it to the top of the engine block. Mating seal grooves
Simply squeeze silicone sealer into all the grooves and
assemble. The valley plate also has a #10 bolt hole at the
front and rear, for bolting it to the top of the engine block.

2) Runner Design  We constantly work with top engine developers

to keep refining our runner designs. We change them whenever
we find one that will work better. We can also make one to your
specifications and make it work for you.
3) Precision Ports  Even in the racing industry, most
manifolds come with as-cast ports, and they are often
not in the proper location. Every manifold we make has
the ports machine-cut exactly to its print. To ensure
precise location of the bolt holes to the ports, they are
both cut while the manifold is in the same fixture.
4) Port Wall Angles  We pay a lot of attention to the angle
of the roof, floor, and the two walls as they meet the
gasket face. If the wall angles in the manifold do not Cross section of a
Small block Chevy
match those in the cylinder head, the air will not flow as
CNC’ed Runner
well as it could.
5) CNC’ed Ports  Runners are 100% CNC ported on our
most common manifolds. Most top engine developers have
found that further porting work does not give them a power

increase.
6)   Separate Ramtube Adapters hold the ramtubes to the manifold.
The ramtubes are secured by pinch clamps for easy removal to
service air filters, etc.
If you break a Pinch Clamp, you can simply install a new adapter.

© 2019 Manifold o-ring detail

4
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 Tuning: All the adapters on the same model manifold have the same bolt pattern, so if you want to
try different diameter ramtubes, simply bolt on another set of adapters and tubes. It is another way to
tailor the shape of the engine’s power curve.
Sealing: The ramtubes are sealed to the adapter with an o-ring seated into the inside diameter of the
adapter. The adapters are sealed to the manifold with o-rings that seat into the top of the manifold. These
o-rings keep out dirt and water
to prolong engine life, and there are no
gaskets to blow out.
7) Ramtubes Our ramtubes are made from high
quality aluminum to resist denting while
maintaining their light weight. While this is
more costly, they are truly a superior piece.
If our 1800 ramtubes are shortened, they will
slip into our adapters without having to turn
the outside diameter, as they are made with Traditional bell 180° Ramtube adapters
the proper diameter all the way up the tube.
If our traditional ramtubes are shortened, they must have the
base remachined to fit the adapters, Part #7898, see Ramtubes
Page #57-58.
8) Universal Nozzle Boss  Most Kinsler manifolds are available
with bosses that are tapped 13/16-16. These accept our
adapter inserts to accommodate any type of nozzle/injector,
(i.e. constant flow, EFI, Lucas, etc). To change from one type
of nozzle or injector to another, simply remove the old inserts
and install a new set. We also have dual bosses available on
most of our units, and bolt-on bosses to go on the runners of 1/2-20 thread brass inserts for
any other brand or type of manifold. constant flow nozzles

9) Magnesium alloy manifolds and top adapters are available for most manifold models to reduce over 1/3 of
the casting weight.
Caution: Magnesium is badly corroded by water or liquid alcohol. Monitor the magnesium where it contacts the
engine coolant. Alcohol must not sit in a runner for more than a few hours.
8.2
Only aluminum manifolds should be ordered for off-road or marine use!!!
Pounds
Weights shown refer to a manifold side casting without throttle shafts, plates, or linkage.

4.0
Pounds
‘Xtra Light’
option on
V8:
See
Page #18

© 2019
5
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 10) Throttle Shafts Our standard throttle shafts are a milled-on-one-side
style made from a high strength steel alloy, then hard-nickel plated
for added wear resistance. We offer stainless steel as an option for
maximum corrosion resistance, for boats operating in salt water, etc.
Optional back-cut shafts, and streamline butterflies are available for
increased air flow, see Pages #55-56.
11) Bronze Bushings All of our manifolds and throttle bodies come
standard with bronze throttle shaft bushings for extra smooth throttle
operation and resistance to wear.
12) Throttle Arms & Stops These are heavy-duty to prevent slippage!
Machined from 2024 high-strength aluminum and anodized blue.
Grade 8 high-strength cap screws are used for clamping.
13) Torsion Safety Springs  are available to help close the throttles in case
your throttle linkage becomes disconnected.
Throttle arm, stop, and spring

For safety these should never be used as the only throttle return spring(s). You must use a
separate spring(s) to return the throttles.
For safety there must also be a toe strap on the throttle pedal so the throttle can be pulled shut
using your foot in case the return springs break.
14) Rod Ends  A small part, but so very important. We use high quality rod ends to give you the reliability
and resistance to wear that you need in your race vehicle. The rod end has a plated body, chromate
treated steel race and a heat treated alloy steel hard-chrome plated ball.

15) Billet Spring-Screw Universal Throttle Shaft Linkage

The throttle shafts can be split in between the
runners of the manifold and our patented Spring
Screw linkage installed to ensure bind-free
operation regardless of uneven installation bolting,
(which will distort any manifold) or engine heating,
(any brand of aluminum or magnesium manifold will
grow quicker as it heats than the steel throttle shaft
does). This goes a long way to get rid of the old
stuck-throttle-into-the-wall blues! Optional on most
of our manifolds and we have kits that will allow
installation of this linkage on any brand of manifold.
16) Fuel Metering  Our manifolds are available for Constant
Flow, Electronic (EFI), or Lucas Mechanical.
17) Special Customizing  For an additional charge we will do just about anything you want...
special paint, anodized colors, polishing, machining, etc.
Summary:
No one else offers a system that even approaches the quality that we have described, and no one else
gives you as much value per dollar. Top engine builders and racers tell us that these systems not only
outperform anything else presently on the market, but that our calibrations let them dial the engine in so
quickly that the time, wear and tear they save makes our system truly inexpensive compared to other
brands they have used. They tell us that our manifolds not only work better, but that the precisely
located, cut, and blended ports alone saves them more than the difference in cost between our manifold
and those of our competitors. © 2019
6
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
FUEL METERING
We not only make our own complete line of metering equipment, but keep many other brands in stock. We
carry all three basic types: Constant Flow, EFI, and Lucas Mechanical. We can set up any brand of manifold
to work with any type or brand of metering. We are glad to supply any seperate components you need, or
take your pieces and fit them into a complete system. We service fuel systems for engines with any number of
cylinders or rotors, from lawn mower engines to blown alcohol.

Flow Test and Calibration Service for Constant Flow, EFI, and Lucas:
We offer flow testing to qualify each component, then a detailed calibration of the overall system tailored to the
particular engine combination, fuel, and use. Having calibrated thousands of systems, we have the experience
necessary to get the fuel curve very close just as the unit is bolted on. We also offer this service and reconditioning
for other brands, new or used.

1) Constant Flow Metering Used for many applications as it is

very versatile, relatively inexpensive and the most rugged and
reliable. We can supply components and systems to meter any
type of fuel for any application. We can take a basic system of
any brand and add extra components and metering circuits to it
to make it perform better for a particular use.
A) Nozzles:  We make nozzles for gasoline, alcohol, and
nitromethane for use on normally aspirated (unblown),
supercharged, and turbocharged engines. All of Kinsler
nozzles are flow tested at four pressures, matched, then
stamped with a flow code, see Pages #78-81.
B) Precision Distribution Barrel Valves:  The Kinsler line of
barrel valves have been developed with spools that are
computer contoured to give proper metering for part
throttle operation. Other brands have no more than a simple
ramp. We also make custom cut and flow tested spools to
solve tough part throttle problems for your new or used
units, see Pages #97-98.
Most barrel valves are made by simply drilling the fuel inlet hole
down from the top until it intersects the nozzle hose outlet holes Barrel valve mounted to a bracket
that are drilled in from the side. These intersections are not only attached to the manifold, this keeps the
quite jagged, but the velocity of the fuel is too high to make the barrel valve off the hot valley plate
sharp turn out to the nozzle hoses.
All of this creates great turbulence,
which gives very poor fuel
distribution. Kinsler barrel valves
are made with a large cavity in
the bottom, so the fuel can slow
down and make the turn. We also
do a careful job of deburring the
inside of the cavity, as well as
making the inlet to the nozzle
hose fitting nicely radiused.
This all results in excellent fuel
distribution. Xtra-Light barrel valve, hard
Optional 16-port barrel valve with nozzle anodized aluminum, cuts weight
hoses: allows the use of down nozzles of the barrel valve in half. ..
and manifold port nozzles at the same saves 1/4 pound
© 2019 time; or two nozzles in the manifold,
ramtube, etc.
7
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
 FUEL METERING
2) Electronic Metering
  We sell various brands and types of electronic metering equipment to suit every application from street
rods to Indy cars. We can adapt any brand and type of electronic system to any manifold.
A) Fuel Rails  We have the best selection in the industry: 8AN fitting size (.685” ID) and 12AN fitting size
(.970” ID) for very high output engines; Pg 141. Mounting hardware and fuel rail fittings; Pg 141, 143.
Stainless rails in 8AN fitting size (.655” ID), with custom up to 1.5” OD; corrosion proof with methanol,
Pg 143. Hard anodized aluminum custom modular fuel rails, as we did for the GM Indy 500/IRL engines
from 1996-2003; Pg 142. We make our rails smooth on the outside… the finned ones may look “racier”,
but they absorb more heat from the hot air around the engine and carry it back to the tank in the bypass
fuel, which is bad.

Stainless
steel fuel
Aluminum
rail, silver
fuel rail for
soldered
use with
for use
gaso-
with alco-
line with
hol with
standard
special
mount
clamp
stanchion
mount

B) Throttle Position Sensor

We can machine any corner
of our manifolds to accept
our universal bolt-on TPS
adapter. We have adapters
for most types of sensors.
We also offer a remote
sensor mount which is TPS boss and driver #7086 Kinsler
actuated by a hex rod, see remote TPS
Several types of TPS mount assembly
Page #149. adapters and drives
C) Vacuum Ports We can drill and tap the runners and supply plumbing and a junction block for vacuum
modulated metering, vacuum accessories, or a remote idle air control (IAC) motor housing. We have the
remote housings and idle air motors, see Page #145.
3) Lucas Mechanical Metering was developed and
manufactured by the Lucas Aerospace Division in England.
It was quite popular from 1955 to 1980 on Grand Prix, Can-
Am, and other top performing sport racing cars, as well as
almost all of the World Champion Offshore Powerboats. It
was the ultimate because it is timed, has precise distribution,
and meters the fuel even at cranking, thus preventing the
engine from getting washed down. Electronic metering has

taken over for the premium applications, but Lucas is still
used on vintage road race cars. We continue to provide
complete rebuilding service, and have a good supply of used
and new-old-stock metering units and parts.

© 2019
8
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 TRADITIONAL CHEVROLET SMALL
BLOCK V8 MANIFOLD
Refer to three
additional small
block models on
following pages

Other Small Block Chevrolet Manifolds

LS1/LS6 Page #19
Dart/Buick Page #22
SB2 and SB2-2 Page #21
Brodix Canted Valve Page #22
Symmetrical Port Page #21
Vintage Page #23

Constant flow fuel metering installed

STANDARD FEATURES
• The port windows and their location to the bolt holes are
precisely machined, then the runners are blended to the
windows
• For standard or custom deck height block
• 3-piece design
• Universal nozzle bosses accept Constant Flow, EFI, or
Lucas nozzles
• Magnesium or aluminum
CONSTANT FLOW METERING
• Kinsler precision barrel valve with fittings, mounting
bracket, and linkage to throttle shaft
• Kinsler designed, computer ground barrel valve spool
• Set of Kinsler flowed and precision matched nozzles,
1/2-20 thread with 1” ‘AS’ style deflectors
• Kinsler assembled nozzle hoses with 90° ends
• Kinsler brass 1/2-20 thread universal nozzle boss inserts
EFI
• Kinsler universal boss inserts for EFI injectors
• Machined for fuel rail mounting stanchion stud
• Kinsler bolt-on TPS boss and drive coupler
LUCAS MECHANICAL
• Kinsler universal boss inserts for Lucas mechanical
injection nozzles
• Throttle shaft and throttle arm set up for linkage to
actuate cam on Lucas metering unit

Kinsler manifolds are

made for EFI ...
© 2019 not converted
9
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 TRADITIONAL CHEVROLET SMALL
BLOCK V8 MANIFOLD - CONTINUED -
OPTIONS Other Small Block Chevrolet Manifolds
• Kinsler billet spring-screw universal throttle shaft linkage LS1/LS6 Page #19
• Back cut throttle shafts for increase air flow Dart/Buick Page #22
• Streamlined Throttle Plates SB2 and SB2-2 Page #21
• Valley plate for use on tall or custom deck engine blocks Brodix Canted Valve Page #22
Symmetrical Port Page #21
• Aluminum or stainless steel fuel rails for EFI
Vintage Page #23
• Longer nozzle hoses for ‘down’ nozzles
• 16-port barrel valve (outlet block-off plugs available)
• 16-nozzle system; barrel valve, nozzle hoses, nozzles
• Barrel valve with 6 AN outlet ports
• Special linkage setups for ease of customer installation
• Angled ramtube adapters so K&N air filters can be installed
• Delete bosses from manifold castings, to save weight!
• ‘XTRA-LIGHT’ package on manifold castings
• ‘XTRA-LIGHT’ barrel valve assembly
• Titanium ramtube adapter bolts to save weight

‘XTRA LIGHT’
2 5/8” throttle size manifold,
nozzle bosses removed from castings,
optional port profile- All Pro 285 stage II

Championship ski boat, engine built by

Performance Wholesale in Queensland, Australia

© 2019
Small block Chevy manifold with Lucas Mechanical fuel
injection, note the nozzle bosses in ramtubes, Wilkins Motorsport IHRA Top
see Page # 54 Sportsman ‘99 Camaro
10
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
 STANDARD PORT CONFIGURATIONS
FOR CHEVROLET SMALL BLOCK V8
We offer our manifold to fit many standard port profiles, optional port profiles, or your custom port
profile. If your cylinder head is not listed it doesn’t mean we don’t make it; call us.
STANDARD PORT PROFILES A FEW OF OUR MORE POPULAR
Chevrolet : Bowtie (Fel Pro 1205 Gasket) OPTIONAL PORT PROFILES
Brodix : -8, -10, -11 , (Fel Pro 1206), Brodix : -12B, -12RI, All 12x12, & GB-2000
ASCS, -11X, -11RI, Dart Oldsmobile : 14°, 18°
-12 (Fel Pro 1209) Weldtech : 10X, 247, 262, 285 RVR, 287, 299,18°,  
Dart : 220       Hut 1, Hut 1.1, Hut 2, 12x12 - 275,286,296.
Edelbrock : standard 230 Chevrolet : 18-degree standard and raised port
World Products : Sportsman II All-Pro : 227, 245, 265, 270JJ, 285 Stage II and III
AFR : standard 230 Alan Johnson Perf. Eng. : 120, 180, 210, and 230
World Products : S/RTorquer
SHOWN ARE THREE OF Pro-Action Heads : Pro 23°, Pro 14° - 254, 265, 285, & 300
THE STANDARD PORT PROFILES : Chapman : 10X, 12, 12x12, and 18o
Totally custom...to your specifications

Brodix -8, -10, -11 Fits Fel Pro 1206 / Mr. Gasket #111,
most common Chevrolet small block aluminum heads

Brodix -11RI

Brodix -12 (Fel Pro 1209) © 2019

Custom Port Profiles:
For an upcharge, we can machine the port windows and bolt hole locations to your exact specs.
11
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 CHEVROLET SMALL BLOCK V8 Standard Optional

Dragon Claw
Throttle Throttle
Size Sizes
2 1/2" 2 3/4"
2 5/8" 2.9"
STANDARD FEATURES Other Small Block Chevrolet Manifolds
LS1/LS6 Page #19 2 11/16" 3.0"
• The port windows and their location to the bolt
holes are precisely machined, then the runners are Dart/Buick Page #22 2 13/16"
SB2 and SB2-2 Page #21
3.0” MAX.
blended to the windows
Brodix Canted Valve Page #22
• For standard or custom deck height block Symmetrical Port Page #21

THROTTLE !!
• 3-piece design Vintage Page #23
• Universal nozzle bosses accept Constant Flow,
EFI, or Lucas nozzles
• Magnesium or aluminum
CONSTANT FLOW METERING
• Kinsler precision barrel valve with fittings, mounting
bracket, and linkage to throttle shaft
• Kinsler designed, computer ground barrel valve
spool
• Set of Kinsler flowed and precision matched
nozzles, 1/2-20 thread with 1” ‘AS’ style deflectors
• Kinsler assembled nozzle hoses with 90° ends
• Machining of one nozzle location - inboard or
outboard; includes 1/2-20 thread brass universal
nozzle boss inserts and sintered bronze air filters
EFI
• Kinsler universal boss inserts for EFI injectors
• Machined for fuel rail mounting stanchion stud
• Kinsler bolt-on TPS boss and drive coupler
LUCAS MECHANICAL
• Kinsler universal boss inserts for Lucas
mechanical injection nozzles Kinsler Dragon Claw manifold with optional
Jackshaft linkage kit and 16 nozzle system
• Throttle shaft and throttle arm set
up for linkage to actuate Cam on Lucas
metering unit
STANDARD PORT PROFILES
o
Alan Johnson Perf. Engr.: 12 280 & 306
All Pro : 270, 285, 286 series
Brodix : GB2000 series
o
Pro-Action: 14 285

Custom Port Profiles: Extra wide throttle shaft

For an upcharge, we bushing
can machine the port Extend the service life
windows and bolt under severe racing
hole locations to your conditions. .300” min.
exact specs. width between the
throttle bores on a 3.0”
bore unit!!
© 2019
12
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 CHEVROLET SMALL BLOCK V8

OPTIONS
Dragon Claw - CONTINUED -
• Kinsler billet Spring-Screw universal throttle shaft linkage
• Back cut throttle shafts for increase air flow
• Streamlined Throttle Plates
• Valley plate for use on tall or custom deck engine blocks
• Aluminum or stainless steel fuel rails for EFI
• Longer nozzle hoses for ‘down’ nozzles
• 16-port barrel valve (outlet block-off plugs available)
• 16-nozzle system; barrel valve, nozzles, nozzle hoses
• Barrel valve with 6 AN outlet ports
• Jackshaft linkage kit: stainless steel or titanium cross shaft
• Special linkage setups for ease of customer installation Dragon Claw
for ‘street’
• Angled ramtube adapters so K&N air filters can be installed application with
• Machining of second nozzle boss location on manifold - EFI
inboard or outboard; includes 1/2-20 thread brass universal
nozzle boss inserts and sintered bronze air filters
• Delete bosses from manifold castings, to save weight!
• ‘XTRA-LIGHT’ package on manifold castings
• ‘XTRA-LIGHT’ barrel valve assembly
• Titanium ramtube adapter bolts
• Custom name tag

Nozzle lines with 45 degree

ends and aluminum banjos
with air filters for ‘down’ 2-piece adjustable pulling arm
nozzles in cylinder head included with Jackshaft linkage kit

Inboard nozzle location

Contoured flange detail

© 2019 Terry McCarl’s Wesmar/Kinsler powered
World of Outlaw sprint car
13
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
 CHEVROLET SMALL BLOCK V8

360 ASCS Dragon Claw

Other Small Block Chevrolet Manifolds
LS1/LS6 Page #19
Dart/Buick Page #22
SB2 and SB2-2 Page #21
Brodix Canted Valve Page #22
Symmetrical Port Page #21
Vintage Page #23

STANDARD FEATURES
• ASCS port profile with standard bolt location
and port window
• For standard or custom deck height block
• 3-piece design
• Universal nozzle bosses accept constant flow,
EFI, or Lucas nozzles
• Dual milled precision ground milled style
one-piece hard-nickel plated throttle shafts
• Jackshaft linkage kit
© 2019 • Magnesium or aluminum

CONSTANT FLOW METERING

• Kinsler precision barrel valve with fittings, mounting
bracket, and linkage to throttle shaft
• Kinsler designed, computer ground barrel valve spool Detail on manifold runners
• Set of Kinsler flowed and precision matched
nozzles, 1/2-20 thread with 5 1/2” ‘AS’ style deflectors
• Kinsler assembled nozzle hoses with 45° ends
• Machining of one nozzle location - inboard or outboard;
includes 1/2-20 thread brass universal nozzle boss inserts
and sintered bronze air filters

Change 5 1/2” nozzles without removing

manifold from engine

Custom Port Profiles:

For an upcharge, we can machine the port windows
Runners machined for magneto clearance and bolt hole locations to your exact specs.
14
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 CHEVROLET SMALL BLOCK V8

360 ASCS Dragon Claw

OPTIONS
• Streamlined Throttle Plates
- CONTINUED -
• Valley plate for use on tall or custom deck engine blocks
• Longer nozzle hoses for ‘down’ nozzles
• 16-port barrel valve (outlet block-off plugs available)
• 16-nozzle system; barrel valve, nozzles, nozzle hoses
• Barrel valve with 6AN outlet ports
• Special linkage setups for ease of customer installation
• Angled ramtube adapters so K&N air filters can be installed
• Machining of ‘second’ nozzle boss location on manifold -
inboard or outboard; includes 1/2-20 thread brass universal
nozzle boss inserts and sintered bronze air filters
• Delete bosses from manifold castings, to save weight!
• ‘XTRA-LIGHT’ package on manifold castings Shown with
• ‘XTRA-LIGHT’ barrel valve assembly optional ‘outboard’
• Titanium ramtube adapter bolts to save weight nozzle location
• Custom name tag

Restrictor tube
insert Ramtubes without Ramtubes with
restrictors restrictors
O-ring seal for manifold to
ramtube adapter and backcut
throttle shaft
Dropping in
restrictor

‘Smooth torque
and power
curve’ obtained
with the Kinsler
360 ASCS
Dragon Claw
manifold

Cut away to show o-ring seal for © 2019

ramtube to ramtube adapter
15
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
 CHEVROLET SMALL BLOCK V8 Standard Optional
Throttle Throttle

Monster
3.0” MAX. Size Sizes

STANDARD FEATURES
ManifoldTHROTTLE !! 2 11/16"

Other Small Block Chevrolet Manifolds

2 3/4"
2 13/16"
2.9"
• The port windows and their location to the bolt holes are LS1/LS6 Page #19
Dart/Buick Page #22
3.0"
precisely machined, then the runners are blended to the
windows SB2 and SB2-2 Page #21
• For standard or custom deck height block Brodix Canted Valve Page #22
Symmetrical Port Page #21
• 3-piece design Vintage Page #23
• Universal nozzle bosses accept Constant Flow, EFI, or Lucas
nozzles
• Magnesium or aluminum
CONSTANT FLOW METERING
• Kinsler precision barrel valve with fittings, mounting bracket,
and linkage to throttle shaft
• Kinsler designed, computer ground barrel valve spool
• Set of Kinsler flowed and precision matched nozzles,
1/2-20 thread with 1” ‘AS’ style deflectors
• Kinsler assembled nozzle hoses with 90° ends
• Kinsler brass 1/2-20 thread universal nozzle boss inserts
EFI
• Kinsler universal boss inserts for EFI injectors
• Machined for fuel rail mounting stanchion stud
• Kinsler bolt-on TPS boss and drive coupler
LUCAS MECHANICAL
• Kinsler universal boss inserts for Lucas mechanical
injection nozzles
• Throttle shaft and throttle arm set up for linkage to
actuate cam on Lucas metering unit

Craig Dollansky driving the Karavan

Motorsports #7 sprint car. photo by: Matt Hill
STANDARD PORT PROFILES
o
Alan Johnson Perf. Engr.: 12 280 & 306
All Pro : 270, 285, 286 series
© 2019
Brodix : GB2000 series
o
Pro-Action: 14 285
Monster Extra wide throttle shaft bushing
manifold Custom Port Profiles:
with optional Extend the service life under severe racing For an upcharge, we can machine
polished billet
conditions. .300” min. width between the the port windows and bolt hole
aluminum
radius plates throttle bores on a 3.0” bore unit !! locations to your exact specs.
16
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 CHEVROLET SMALL BLOCK V8

OPTIONS Monster
• Polished billet aluminum radiused entry plates
• Back cut throttle shafts for increase air flow
Manifold - CONTINUED -

• Streamlined Throttle Plates

• Valley plate for use on tall or custom deck engine blocks
• Aluminum or stainless steel fuel rails for EFI
• Longer nozzle hoses for ‘down’ nozzles
• 16-port barrel valve (outlet block-off plugs available)
• 16-nozzle system; barrel valve, nozzles, nozzle hoses
• Barrel valve with 6 AN outlet ports
• Jackshaft linkage kit: stainless steel or titanium cross shaft
• Special linkage setups for ease of customer installation
• Angled ramtube adapters so K&N air filters can be installed
• Optional ‘low-boss’ nozzle boss location - lower on runner
• Delete bosses from manifold castings, to save weight!
• ‘XTRA-LIGHT’ package on manifold castings
• ‘XTRA-LIGHT’ barrel valve assembly
Jackshaft linkage kit and 16
• Titanium ramtube adapter bolts to save weight nozzle system installed with
optional silver paint

Dean Carter:
NHRA World Champion in
Competition Eliminator

Optional ‘low-boss’ nozzle location

First A/Nostalgia Dragster in the 6’s

© 2019
17
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
KINSLER “XTRA LIGHT” MANIFOLDS
For Small Block Chevrolet, Mopar
When Weight
and Ford
Savings is a Must! Others available on Special Order

Steve Kinser, 19-time World of Outlaw Champion Xtra-Light package includes: valley plate
with secondary ribs removed

3.5 POUNDS LIGHTER * than our standard

small block V8 MAGNESIUM manifold !!! weight savings depends on port profile and throttle size
*

Optional:
XTRA-LIGHT barrel valve,
hard-anodized aluminum,
cuts the weight of the
barrel valve in half...
saves 1/4 pound
Engineered for Reliability:  It would
Details: The main bolting flange has have been easier and less expensive to
deeply milled pockets in it, and has been simply make a thinner flange to lighten the
mill contoured all around the outside. manifold, but the flange bending strength
The top been contoured around the goes up as the square of the thickness, so
bores, as well as the ramtube adapters to twice as thick is four times as strong. This is
remove significant material. The valley why we kept the flange thick, but cut deep
plate has the secondary ribs removed, the pockets into it - to give the best strength to
sides and remaining rib thinned out, and weight combination.
the top surface milled to .100” thick.
Also available without bosses on the manifold
© 2019 for maximum weight savings.
18
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 CHEVROLET SMALL BLOCK V8 Standard Optional

LS1, LS2, and LS6

Throttle Throttle
Size Sizes
2.0" 2 3/16"
STANDARD FEATURES Other Small Block Chevrolet Manifolds 2 3/8"
• The port windows and their location to the bolt holes are Dart/Buick Page #22
precisely machined, then the runners are blended to the SB2 and SB2-2 Page #21
windows Brodix Canted Valve Page #22
• For standard or custom deck height block Symmetrical Port Page #21
Vintage Page #23
• 3-piece design
• Universal nozzle bosses accept Constant Flow, EFI, or Lucas
nozzles
• Magnesium or aluminum
EFI
• Kinsler universal boss inserts for EFI injectors
• Machined for fuel rail mounting stanchion stud
• Kinsler bolt-on TPS boss and drive coupler
CONSTANT FLOW METERING
• Kinsler precision barrel valve with fittings,
mounting bracket, and linkage to throttle shaft
• Kinsler designed, computer ground barrel valve
spool
• Set of Kinsler flowed and precision matched
nozzles, 1/2-20 thread with 1” ‘AS’ style deflectors
• Kinsler assembled nozzle hoses with 90° ends
• Kinsler brass 1/2-20 thread univeral nozzle boss
inserts
OPTIONS
• Upgrade to magnesium castings
• Machine manifold runners for nitrous nozzles
• Machine manifold runners for M.A.P.
reference and I.A.C. kits
• Billet aluminum valley plate
• Billet magnesium valley plate
• Upgrade manifold linkage to jackshaft linkage kit
• Upgrade manifold linkage with two billet
spring screw links
• Upgrade manifold linkage with six billet
spring screw links
• Upgrade - polished billet aluminum radius
plates (replaces ram tubes and ram tube
adapters)
• Extruded aluminum or stainless steel fuel rails
Available for LS1/LS6 and LS2- billet
aluminum or magnesium center plate
Custom Port Profiles:
For an upcharge, we can machine
the port windows and bolt hole Billet aluminum
locations to your exact specs. or magnesium © 2019
valley plate
19
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
 CHEVROLET SMALL BLOCK V8
LS7, L92, and LS3 Standard Optional
Throttle Throttle
LS7 Size Sizes
STANDARD FEATURES 2 1/4" 2 3/16"
• The CNC machined port windows and their 2 1/2" 2 3/8"
location to the bolt holes are precise 2 7/16"
• For standard or custom deck height block 2 5/8"
• 3-piece design
2 11/16"
• Universal nozzle bosses accept Constant
Flow, EFI, or Lucas nozzles OPTIONAL PORT
• Magnesium or aluminum castings available
• All-Pro - Hurricane

LS7 CROSS-RAM Other Small Block Chevrolet Manifolds

STANDARD FEATURES LS1/LS6 Page #19
• The CNC machined port windows and their location Dart/Buick Page #22
to the bolt holes are precise SB2 and SB2-2 Page #21
• 3-piece design Vintage Page #23
• Universal nozzle bosses accept Constant
Flow, EFI, or Lucas nozzles Standard Optional
• Upper or lower (hidden) injector locations Throttle Throttle
• Available IAC rail system, uses either Size Sizes
upper or lower injector location 2 3/8" 2 1/16"
• Transverse and counter-rotating individual
throttle shafts
• Magnesium standard, aluminum on
special order
• Carbon fiber ramtubes with 2 3/8” throttles
OPTIONAL
• Tall deck assembly with spacer plates

© 2019

20
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 OTHER KINSLER SMALL BLOCK
CHEVROLET MANIFOLDS Other Small Block Chevrolet Manifolds
LS1/LS6 Page #19
C5-R (race head) Brodix Canted Valve
Vintage
Page #22
Page #23
STANDARD FEATURES Standard Optional
• The port windows and their location to the Throttle Throttle
bolt holes are precisely machined, then the Size Sizes
runners are blended to the windows 2 3/8" 2 1/4"
• For standard or custom deck height block 2 7/16"
• 3-piece design 2 1/2"
• Universal nozzle bosses accept Constant Flow, EFI,
2 5/8"
or Lucas nozzles
• Magnesium standard, aluminum on special order 2 11/16"

With EFI
metering

Chevrolet’s C5-R Corvette using Kinsler’s C5-R mani-

fold on a Katech engine has won the production sports
car class at the 24 hours of Le Mans three years in a row

SB2 and SB2-2 Standard Optional

STANDARD FEATURES Throttle Throttle
Size Sizes
• The port windows and their location
to the bolt holes are precisely 2 1/2" 2 3/8"
machined, then the runners are blended 2 7/16"
to the windows 2 5/8"
• For standard or custom deck height 2 11/16"
block
• 3-piece design
• Universal nozzle bosses accept
Constant Flow, EFI, or Lucas nozzles Clements Racing
• Magnesium or aluminum Engines SB2 for World
Sports Car road racing

CHEVROLET SYMETRICAL Standard Optional

Throttle Throttle
PORT Size Sizes

STANDARD FEATURES 2 1/4" 2 3/8"

• The port windows and their location to the 2 1/2" 2 7/16"
bolt holes are precisely machined, then the 2 5/8"
runners are blended to the windows 2 11/16"
• For standard or custom deck height block
• 3-piece design
• Universal nozzle bosses accept Constant Flow, EFI, or Lucas
nozzles
• Magnesium or aluminum With constant flow metering
© 2019
21
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
OTHER SMALL BLOCK CHEVROLET
MANIFOLDS
BRODIX BD-2000 Standard Optional
Throttle Throttle
STANDARD FEATURES Size Sizes
• The port windows and their location to 2 1/4" 2 3/8"
the bolt holes are precisely machined,
2 1/2" 2 7/16"
then the runners are blended to the
windows 2 5/8"
• For standard or custom deck height block 2 11/16"
• 3-piece design
• Universal nozzle bosses accept Constant
Flow, EFI, or Lucas nozzles With constant
• Magnesium or aluminum flow metering

DART - BUICK Standard Optional

Throttle Throttle
STANDARD FEATURES Size Sizes
• The port windows and 2 1/4" 2 3/8"
their location to the bolt 2 1/2" 2 7/16"
holes are precisely
2 5/8"
machined, then the
runners are blended to 2 11/16"
the windows
• For standard or custom
deck height block
• 3-piece design
• Universal nozzle bosses With constant flow metering
accept Constant Flow,
EFI, or Lucas nozzles
• Magnesium or Riolo Racing Engines
aluminum small block Chev with
Dart - Buick cylinder heads

BRODIX CANTED VALVE Standard Optional

Throttle Throttle
STANDARD FEATURES Size Sizes
• The port windows and their location to the 2 1/2" 2 3/8"
bolt holes are precisely machined, then the
runners are blended to the windows 2 7/16"
• For standard or custom deck height block 2 5/8"
• 3-piece design 2 11/16"
• Universal nozzle bosses accept Constant Flow,
EFI, or Lucas nozzles
• Magnesium or aluminum
© 2019 With constant flow metering

22
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 VINTAGE KINSLER SMALL BLOCK
CHEVROLET V8
This was widely used from 1967 till 1986, when we introduced our
first three piece manifold. Still available for the person who needs
the “vintage” look. Constant Flow or Lucas available.
STANDARD FEATURES
• 2 1/4” (2.250”) and 2 7/16” (2.437”) throttle sizes.
• Aluminum base plate; seals hot engine oil from backside
of runners (cooler incoming air charge gives more horsepower).
• Bronze throttle shaft bushings and our
spring-screw universal throttle shaft linkage.
• Standard Chevrolet type water crossover with thermostat
housing; gives maximum water flow for excellent cooling.
• Extra rib of material around the throttle bore area helps prevent For Dirt Track, with constant flow. Straight up
ramtubes to use K&N air filters that cover two
distortion that causes throttle sticking on other brands. tubes each; gives 1/4 the air flow restriction as
• Aluminum or magnesium runners. running one air cleaner on each tube. The bells
These manifolds were are retained inside the air cleaners for best air
built on a GM flow. Low nozzles for best throttle response
Rochester FI baseplate,
with metal added to
the port (see arrow)for use
on later Chev
heads.... This will
also adapt Rochester
FI to later heads.
These are available,
also the runners, etc.
Excellent for road and oval track racing... you now need larger
throttles for drag racing. Some brands of manifolds don’t have a
good flowing runner, so they use a very large throttle to get good
top end power, but then the runner is so big that it has little low
end torque, thus poor performance out of the turns. The runner in
this manifold flows efficiently, allowing a medium size throttle to
give excellent top end power while maintaining superior low end
torque. For Can-Am, with optional steel ramtubes. High
placed nozzles for best top end power. Horizontal
Lucas with vertical Vertex. Horizontal Vertex
optional. Nylon nozzle lines standard on Lucas

© 2017

Jim
Gilbert’s
1966
Chevrolet
Camaro
with a
Kinsler
injection
system
Standard canted
aluminum ramtubes.
Vertical Lucas, horizontal ign.
Optional stainless braid teflon lines
23
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
 FORD SMALL BLOCK V8 Standard Optional
Throttle Throttle
Size Sizes

AVAILABLE FOR
SVO , Yates , TFS , Chapman
OR
WINDSOR STYLE
CYLINDER HEADS

Ford SVO port profile Kinsler aluminum rails for EFI

STANDARD FEATURES
• The port windows and their location to the bolt holes
are precisely machined, then the runners are blended to
the windows
• For standard or custom deck height block
• 3-piece design
• Universal nozzle bosses accept Constant Flow, EFI, or
Lucas nozzles
• Billet valley plate for 9.2”W, 9.5”W, 351C,
Windsor port profile with 2.0” throttle and EFI for
or 289/302 block (8.2”) street application
• Magnesium or aluminum
EFI CONSTANT FLOW METERING
· Kinsler universal nozzle boss inserts for EFI injectors · Kinsler precision distribution barrel valve with
· Machined for Kinsler fuel rail mounting stanchion fittings, mounting bracket, and linkage hardware
studs · Kinsler designed and computer ground barrel valve
· Kinsler bolt-on TPS boss and drive coupler spool
· Set of Kinsler flowed and precision matched
nozzles, 1/2-20 thread
© 2019 · Kinsler built nitrile nozzle lines with 90-degree hose
ends
· Kinsler brass 1/2-20 thread universal nozzle boss
inserts

Michael Muray’s
EFI Boss street
machine
SVO port
profile
with
2 5/8”
throttle
size and
constant
flow me-
tering

24
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 FORD SMALL BLOCK V8 - CONTINUED -
OPTIONS
• Kinsler billet spring-screw universal throttle shaft links.
• Back cut throttle shafts for increased air flow
• Valley plate for use on tall or custom deck engine blocks.
• Aluminum or stainless steel fuel rails for EFI
• 16-port barrel valve with block-off plugs
• 16-nozzle system; barrel valve, nozzle lines, nozzles
• Barrel valve with additional 6AN ports
• Special linkage setups for ease of customer installation
• ‘Xtra-Light’ package on manifold castings
• Titanium ramtube adapter bolts
Closeup of groove detail of manifold and • Machine manifold runners for nitrous nozzles
valley plate (without silicone installed) • Machine manifold runners for M.A.P.
reference and I.A.C. kits

We offer our manifold to fit several standard port profiles, many optional port profiles, or your custom port
profile. If your cylinder head is not listed, it doesn’t mean we don’t make it; call us.
Standard Port Profiles for Windsor are Fel Pro 1250 or 1262 gasket

Standard Port Profile for the SVO (C3) and TFS (shown below)

Optional Port Profiles: Yates Nascar (shown below), also

C3H High Port, Chapman, SC1, etc.
© 2019

Custom Port Profiles:

For an upcharge, we can machine the port windows and bolt hole locations to your exact specs.
25
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 FORD MODULAR V8 Standard Optional
Throttle Throttle
Size Sizes
4-VALVE OVAL PORT 2 1/4" 2"
2 3/16"
STANDARD FEATURES 2 3/8"
• The port windows and their location to the 2 7/16"
bolt holes are precisely machined, then the
runners are blended to the windows 2 1/2"
• For standard or custom deck height block
• 3-piece design
• Universal nozzle bosses accept Constant
Flow, EFI, or Lucas nozzles
• Billet center valley plate for 4.6 or 5.4
• Aluminum standard, magnesium on special
order
Aluminum fuel rails
and bolt-on TPS boss
installed for EFI

Custom Port
Profiles:
For an upcharge,
we can machine
the port windows
and bolt hole
locations to your
exact specs.

3-piece design with

billet aluminum
valley plate

Standard Optional
3-VALVE OVAL PORT Throttle Throttle
Size Sizes
STANDARD FEATURES 2 1/4" 2"
• The port windows and their location to the
bolt holes are precisely machined, then the 2 3/16"
runners are blended to the windows 2 3/8"
• For standard or custom deck height block 2 7/16"
• 2-piece design 2 1/2"
• Universal nozzle bosses accept Constant
Flow, EFI, or Lucas nozzles
• Aluminum standard, magnesium on special Ford 3-valve manifold with
order optional ‘inboard’ injector
© 2019 bosses and custom blue air
box adapters
26
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
4-VALVE GM MANIFOLDS
CADILLAC NORTHSTAR
STANDARD FEATURES
• Throttle size: 2 1/4”
• The port windows and their location to the
bolt holes are precisely machined, then the
runners are blended to the windows
• For standard or custom deck height block
• 3-piece design
• Uses modular fuel rail
• Magnesium standard, aluminum on special
order

OLDSMOBILE AURORA
STANDARD FEATURES
• Throttle size: 2 1/4”
• The port windows and their location to the
bolt holes are precisely machined, then the
runners are blended to the windows
• For standard or custom deck height block
• 2-piece design
• Universal nozzle bosses accept Constant
Flow, EFI, or Lucas nozzles
• Magnesium standard, aluminum on special
order

INDY RACING LEAGUE

STANDARD FEATURES
• Throttle size: various
• The port windows and their location to the
bolt holes are precisely machined, then the
runners are blended to the windows
• For standard or custom deck height block
• 3-piece design
• Uses modular fuel rail
• Magnesium standard, aluminum on special
order
These manifolds were made for the Oldsmobile and Chevrolet IRL
Indy Cars from 1997 to 2001. Used in conjunction with our Monster
Mesh fuel and oil filters, mechanical fuel pumps and
K-140 pressure relief valves, these engines won 96% of the races
they entered and won 5 manufacturer championships.

© 2019

27
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 CHEVROLET ONE PIECE BIG BLOCK
V8
STANDARD FEATURES
• The port windows and their location to the bolt
holes are precisely machined, then the runners
are blended to the windows
• Standard passenger block, 9.8” deck
• One piece design, sealed floor to keep hot engine
oil away from backside of the runners, and sides
left open to let air surround the runners
• Universal nozzle bosses accept Constant Flow,
EFI, or Lucas nozzles
• Standard Chevrolet type water crossover with
thermostat housing. Crossover has (3) boss
areas for temperature sensing or coolant bypass
• Aluminum manifold and cast ramtube adapters
CONSTANT FLOW METERING
• Kinsler precision distribution barrel valve with
Traditional Kinsler big block Chevrolet
fittings and linkage manifold with optional ‘low’ nozzle
• Kinsler designed and computer ground barrel location and nitrous nozzle ports
valve spool
• Set of flowed and matched Kinsler nozzles
• Set of Kinsler nitrile nozzle hoses with EFI
90-degree ends • Machined to accept EFI injector
• Nozzle boss positions: below throttle plates or • Machined for Kinsler fuel rail mounting
high in ramtube adapter above the throttle bores stanchion stud
• Kinsler bolt-on TPS boss and drive coupler
LUCAS MECHANICAL TIMED
• Machined for Lucas 14mm nozzles
• Extra throttle shaft length and throttle arm for
attachment of metering unit activation linkage

OPTIONS
• Truck block (10.2” deck), thick flanges, no
spacers required
• Longer nozzle hoses for ‘down’ nozzles
• 16-port barrel valve with block-off plugs
• 16-nozzle system; barrel valve, lines, nozzles
• Barrel valve with 6 AN ports
• Stainless steel throttle shafts for marine use
• Special radiused entrance plates (replaces
ramtubes and adapters)
• Special linkage setups for ease of customer
installation
• Oval port manifold
• Machine manifold runners for nitrous nozzles
• Machine manifold runners for M.A.P.
reference and I.A.C. kits © 2019
John Lohone’s EFI big block Chevrolet. Note the mechanical fuel
pump and ‘lower’ rail system for vacuum reference
28
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
 CHEVROLET ONE PIECE BIG BLOCK V8
- CONTINUED -

He’s flying!! Constant flow Kinsler in a flat-bottom boat

Lucas and “Shortie” ignition on Kinsler right angle

drive. Note thick flange for use on truck block
without using spacer plates... gives a stronger
flange, saves the cost of the spacer plates, and
eliminates water leaks! This combination has
won many offshore powerboat championships

If one engine is good, two are even better; some use four!

Mike Burton’s Roadster with 502 CID big block Chevrolet and F.A.S.T. EFI management system

Custom Port Profiles:

For an upcharge, we can machine the port windows and bolt hole locations to your exact specs.
STANDARD PORT
© 2019
PROFILE
Chevrolet rectangular © 2005
port

29
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 CHEVROLET THREE PIECE BIG BLOCK V8
STANDARD FEATURES
• The port windows and their location to the bolt
holes are precisely machined, then the runners are
blended to the windows
• For standard or custom deck height block
• 3-piece design
• Universal nozzle bosses accept Constant Flow,
EFI, or Lucas nozzles
• Valley plate for passenger or truck block
• 10 AN water ports at front and rear (other sizes
available on special order) cut out for center water
port where applicable
• Magnesium or aluminum

CONSTANT FLOW METERING

© 2019
• Kinsler precision barrel valve with fittings, mounting
bracket, and linkage to throttle shaft
• Kinsler designed, computer ground barrel valve spool Standard Optional
Throttle Throttle
• Set of Kinsler flowed and precision matched nozzles, Size Sizes
1/2-20 thread with 1" ‘AS’ style deflectors
• Kinsler assembled nozzle hoses with 90° ends 2 1/2" 2 5/8"
• Outboard nozzle location - includes 1/2-20 thread brass 2 11/16"
universal nozzle boss inserts and sintered bronze 2 13/16"
Custom Port Profiles:
air filters 2.9"
For an upcharge, we can machine
EFI the port windows and bolt hole 3.0"
• Kinsler universal boss inserts for EFI injectors locations to your exact specs. We
• Machined for fuel rail mounting stanchion can do rectangular and oval ports.
stud OPTIONS
• Kinsler bolt-on TPS boss and drive coupler • Kinsler billet Spring-Screw universal throttle shaft
linkage
• Back cut throttle shafts for increase air flow
LUCAS MECHANICAL
• Streamlined Throttle Plates
• Kinsler universal boss inserts for Lucas
• Valley plate for use on tall or custom deck engine blocks
mechanical injection nozzles
• Aluminum or stainless steel fuel rails for EFI
• Throttle shaft and throttle arm set
• Jackshaft linkage kit: stainless steel cross shaft
up for linkage to actuate Cam on Lucas
• Canted ramtube adapters
metering unit

Big block
Dragon
Claw
jackshaft
linkage
Optional kit, pulls
canted
ramtube front to
adapter rear

30
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 CROSS-RAM FOR CHEVROLET BIG BLOCK
CONSTANT FLOW METERING Standard Optional
• Kinsler precision Throttle Throttle
distribution barrel Size Sizes
valve with computer
OPTIONS 2 11/16" 2 3/8"
ground spool
• Magnesium manifold and
• Nozzle hoses with
ramtube adapters
90-degree ends
• Stainless steel throttle shafts
• Nozzle boss position:
for marine use
low near valve cover
• Special radiused entrance
or high near throttle
Constant flow metering
plates (replaces ramtubes and
bores adapters)
LUCAS MECHANICAL • Machine manifold runners for
• Machined for Lucas nitrous nozzles
14mm nozzles • Machine manifold runners for
• Extra throttle shaft MAP reference and IAC kits
length and throttle arm for EFI
to actuate
Lucas unit
NOTE:
Cross-ram
manifolds are
considerably
more
expensive
than vertical
EFI with aluminum fuel rails manifolds. It
takes a lot of
STANDARD FEATURES extra work
• The port windows and their location to the bolt to develop

holes are precisely machined, then the runners that
runners
flow well, and
are blended to the windows the design,
• Standard passenger block, 9.8” deck castings, and
• Universal nozzle bosses accept Constant Flow, machining are
considerably Using Kinsler cross-ram and Lucas timed
EFI, or Lucas nozzles more mechanical injection (on gasoline !!!) Gary
• Standard Chevrolet type water crossover with complicated.
Balough in the Ferraiuolo Brothers’ Grant King
thermostat housing. modified wins the Schaeffer 100 at Syracuse,
New York. RESULT: banned both Lucas timed
• Aluminum manifold and cast ramtube adapters injection and gasoline at that track
EFI
• Kinsler universal boss inserts for EFI injectors Custom Port Profiles:
• Machined for Kinsler fuel rail mounting stanchion stud For an upcharge, we can machine the port windows
• Kinsler bolt-on TPS boss and drive coupler and bolt hole locations to your exact specs.
STANDARD PORT
PROFILE
Chevrolet rectangu-
lar port
© 2019

31
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 CHEVROLET BIG BLOCK V8 Standard Optional
Throttle Throttle
DART BIG-CHIEF Size Sizes
2.9" 3.0"
STANDARD FEATURES 3.150"
• The port windows and their
location to the bolt holes are
precisely machined, then the
runners are blended to the
windows
• For standard or custom deck
height block
• 3-piece design
• Universal nozzle bosses for
Constant Flow, EFI, or
Lucas nozzles
• Also available for Dart’s 140
Oldsmobile port profile Dick Asbe’s ‘Black Sheep’ drag
• Magnesium or aluminum boat with 557 CID big block Chev-
Constant flow metering rolet. Dart Big-Chief cylinder
heads and Kinsler manifold with
constant flow metering

CHEVROLET SYMMETRICAL Standard Optional

Throttle Throttle
PORT OR Size Sizes
2.9" 3.0"
OLDSMOBILE DRCE 3.150"
STANDARD FEATURES
• The port windows and their location to the
bolt holes are precisely machined, then the
runners are blended to the windows
• For standard or custom deck height block EFI injector bosses in
• 3-piece design the ramtube adapters
• Universal nozzle bosses accept Constant
Flow, EFI, or Lucas nozzles
• Magnesium or aluminum

PONTIAC PRO-STOCK Standard Optional

Throttle Throttle
Size Sizes
STANDARD FEATURES 2.9" 3.0"
• The port windows and their location to
the bolt holes are precisely machined, 3.150"
then the runners are blended to the
windows
Constant flow
• For standard or custom deck height metering
block with 1/2-20
• 3-piece design nozzles below
throttle plates
• Universal nozzle bosses accept
Constant Flow, EFI, or Lucas nozzles
• Magnesium or aluminum
© 2019
32
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
 FORD BIG BLOCK V8 Standard Optional
Throttle Throttle
SUPER COBRA JET Size
2 3/8"
Sizes
2 5/8"
STANDARD FEATURES 2 1/2" 2 11/16"
• The port windows and their location 2 13/16"
to the bolt holes are precisely
machined, then the runners are 2.9"
blended to the windows 3.0"
• For standard or custom deck
height block
• 3-piece design
• Universal nozzle bosses accept
Constant Flow, EFI, or Lucas
nozzles
• Magnesium or aluminum

TFS / SVO Standard Optional

Throttle Throttle
Size Sizes
STANDARD FEATURES
• The port windows and their location 2.9" 3.0"
to the bolt holes are precisely 3.150"
machined, then the runners are
blended to the windows
• For standard or custom deck height
• 3-piece design
• Universal nozzle bosses accept
Constant Flow, EFI, or Lucas nozzles
• Magnesium or aluminum
© 2019
A/R HEMI HEADS
STANDARD FEATURES
• The port windows and their location to the bolt holes are precisely machined, then the Standard Optional
• For standard or custom deck height block runners are blended to the windows Throttle Throttle
• 3-piece design Size Sizes
• Universal nozzle bosses accept Constant Flow, EFI, or Lucas 2.9" 3.0"
• Magnesium or aluminum 3.150"

Dave Willoughby’s 4-wheel drive pull truck, 700 CID

Ford A/R Hemi with constant flow metering
33
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
MOPAR MANIFOLDS Standard Optional
Throttle Throttle
ASCS DRAGON CLAW Size Sizes
STANDARD FEATURES 2 1/2" 2 5/8"
• The port windows and their location to the bolt holes are
precisely machined, then the runners are blended to the
windows
• For standard or custom deck height block
• 3-piece design
• Universal nozzle bosses accept Constant Flow, EFI, or
Lucas nozzles
• Magnesium
• Dual milled precision ground milled style one-piece hard-
nickel plated throttle shafts
• Jackshaft linkage kit
• Set of Kinsler flowed and precision matched nozzles, ASCS Mopar Dragon
Claw manifold
1/2-20 thread with 5 1/2” ‘AS’ style deflectors
• Billet aluminum valley plate

MOPAR DRAGON CLAW

STANDARD FEATURES Standard Optional
• The port windows and their location Throttle Throttle
to the bolt holes are precisely Size Sizes
machined, then the runners are 2 5/8" 2 3/4"
blended to the windows
• For standard or custom deck height
2 11/16" 2.9"
block 2 13/16" 3.0"
• Universal nozzle bosses accept
Constant Flow, EFI, or Lucas nozzles
• Magnesium or aluminum
• For W7 or W9 cylinder heads only
• Inboard or Outboard nozzle location Mopar Dragon Claw
manifold
• Not supplied with valley plate

MOPAR MONSTER Standard Optional

Throttle Throttle
STANDARD FEATURES Size Sizes
• The port windows and their location
to the bolt holes are precisely 2 11/16" 2 3/4"
machined, then the runners are 2 13/16"
blended to the windows 2.9"
• For standard or custom deck height block 3.0"
• Universal nozzle bosses accept
Constant Flow, EFI, or Lucas nozzles
• Magnesium or aluminum
• For W7 or W9 cylinder heads only
• Standard nozzle location with internal air bleeds
• Optional ‘Lower’ nozzle location available
• Not supplied with valley plate
© 2019 Mopar Monster
manifold
34
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
MOPAR MANIFOLDS - CONTINUED -
SMALL BLOCK MOPAR Standard Optional
Throttle Throttle
STANDARD FEATURES Size Sizes
• The port windows and their location to 2 3/16" 2"
the bolt holes are precisely machined, then 2 1/4" 2 3/8"
the runners are blended to the windows
• For standard or custom deck height block 2 1/2" 2 7/16"
• 3-piece design 2 9/16"
• Universal nozzle bosses accept Constant 2 5/8"
Flow, EFI, or Lucas nozzles 2 11/16"
• Magnesium or aluminum
On W-7 cyl-
inder head
with con-
stant flow

426 HEMI Standard Optional

Throttle Throttle
STANDARD FEATURES Size Sizes
• The port windows and their location 2 3/16" 2"
to the bolt holes are precisely 2 1/4" 2 3/8"
machined, then the runners are blended to
the windows 2 1/2" 2 7/16"
2 9/16"
• For standard or custom deck height block
• 3-piece design 2 5/8"
• Universal nozzle bosses accept Constant 2 11/16"
Flow, EFI, or Lucas nozzles
• Magnesium or aluminum
• Designed to use Kinsler Idle Air Control
rail system

4-CYLINDER HEMI Standard Optional

Throttle Throttle
STANDARD FEATURES Size Sizes
• The port windows and their location to 2 1/4" 2 3/16"
the bolt holes are precisely machined, then
2 1/2" 2 3/8"
the runners are blended to the windows
• For standard or custom deck height block 2 7/16"
• Universal nozzle bosses accept Constant 2 5/8"
Flow, EFI, or Lucas nozzles
• Magnesium or aluminum
Available exclusively through:
Gary Stanton Racing
100 Memorial Drive
Nicholasville, KY 40356
Tel: (859) 885-7354
Fax: (859) 887-2799
© 2019
35
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
4-CYLINDER IN-LINE MANIFOLDS
WE CAN MAKE 4-CYLINDER MANIFOLDS TO
FIT MOST ENGINES; GIVE US A CALL.

CHEVROLET Standard Optional

Throttle Throttle
Size Sizes
STANDARD FEATURES
• The port windows and their location to 2 3/16" 2"
the bolt holes are precisely machined, then 2 1/4" 2 3/8"
the runners are blended to the windows 2 1/2" 2 7/16"
• For standard or custom deck height block
• Based on the 3-piece design 2 9/16"
Chevrolet 2 5/8"
• Universal nozzle bosses accept Constant with
Flow, EFI, or Lucas nozzles constant
• Magnesium or aluminum flow
metering

FORD Standard Optional

Throttle Throttle
Size Sizes
STANDARD FEATURES
• The port windows and their location to 2 1/4" 2"
the bolt holes are precisely machined, 2 1/2" 2 3/16"
then the runners are blended to the 2 3/8"
windows 2 7/16"
Ford with
• For standard or custom deck height block Yates C3H 2 9/16"
• Based on the 3-piece design high port
• Universal nozzle bosses accept Constant profile and 2 5/8"
constant 2 11/16"
Flow, EFI, or Lucas nozzles flow meter-
• Magnesium or aluminum ing

Standard Optional
Throttle Throttle
TRD Developed with Ed Pink Racing Engines (EPRE)
for Toyota 4-cylinder midget program
© 2019 Size Sizes

STANDARD 2 5/8" 2 7/16"

FEATURES 2 11/16"
• The port windows and 2 13/16"
their location to the bolt 2 3/4"
holes are precisely 2.9"
machined, then the
runners are blended
to the windows
• For standard or custom
deck height block
• Based on the 3-piece
design
• Universal nozzle bosses
accept Constant Flow,
EFI, or Lucas Constant flow metering with optional
• O-ringed ports seal to • Magnesium standard, light weight barrel valve
head aluminum on special order
36
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
V6 MANIFOLDS Standard Optional
Throttle Throttle
CHEVY 90° V6 Size Sizes
2 1/4" 2 3/8"
STANDARD FEATURES 2 1/2" 2 7/16"
• The port windows and their location 2 9/16"
to the bolt holes are precisely machined, 2 5/8"
then the runners are blended to the windows
• For standard or custom deck height block
• 3-piece design
• Universal nozzle bosses accept Constant Flow, EFI,
or Lucas nozzles
• Magnesium or aluminum

Constant flow metering

Trans-Am Champion: Chevrolet 900 V6,

engine built by Katech. Kinsler manifold with EFI

GMC Motorsport’s S-15, the first truck to reach 200 MPH

BUICK V6 STAGE II at Bonneville. Chevrolet 900 V6, engine built by Katech
Standard Optional
STANDARD FEATURES Throttle Throttle
• The port windows and their location Size Sizes
to the bolt holes are precisely machined, 2 1/4" 2 3/8"
then the runners are blended to the windows
• For standard or custom deck height block 2 1/2" 2 7/16"
• 3-piece design 2 9/16"
• Universal nozzle bosses accept Constant Flow, EFI, 2 5/8"
or Lucas nozzles
• Vertical or lean-in models
• Magnesium standard, aluminum on special order

Lean-in model with EFI

Hill and William’s turbocharged Buick V6 Jim Crawford’s stock-block Buick V6 powered the
with constant flow metering Lola to a record of the fastest lap in unoffical test-
ing, an
© 2019 impressive 224.2 MPH
37
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
PONTIAC MANIFOLDS
PONTIAC RAM AIR
Standard Optional
Throttle Throttle
Size Sizes
2 3/16" 2"
2 1/4" 2 3/8"
STANDARD FEATURES 2 1/2" 2 7/16"
• The port windows and their
2 5/8"
location to the bolt holes are precisely
machined, then the runners are
blended to the windows
• For standard or custom deck height block
• 2-piece design uses factory or aftermarket lifter
valley cover.... we don’t supply it
• Universal nozzle bosses accept Constant Flow,
EFI, or Lucas nozzles
• Aluminum standard, magnesium on special order Front view with Kinsler aluminum EFI fuel rails

PONTIAC SUPER DUTY

‘801’ cylinder head

Standard Optional
2 1/4" Throttle
Throttle 2 3/8"
Size Sizes
STANDARD FEATURES 2 1/2" 2 5/8"
• The port windows and their
location to the bolt holes are precisely
machined, then the runners are
blended to the windows
• For standard or custom deck height block
• Universal nozzle bosses accept Constant
Flow, EFI, or Lucas nozzles
• Aluminum standard, magnesium on special order
© 2019

Many midget oval track sprint cars

were powered by a Pontiac using
Kinsler’s constant flow metering

Pontiac’s GTP-L Fiero used Kinsler

constant flow metering. Pontiac
dominated the IMSA classes then went on
to win the 24-hours of Daytona

38
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
SPORT - COMPACT MANIFOLDS
K, H, or F Standard Optional
SERIES Throttle Throttle
STANDARD FEATURES Size Sizes
• The port windows and their location to the 2.0" 2 1/2"
bolt holes are precisely machined, then 2 1/4" 2 5/8"
the runners are 100% CNC ported to
2 3/16"
customers port windows
• Universal nozzle bosses accept EFI, 2 3/8"
Constant Flow, or Lucas nozzles 2 7/16"
• Magnesium or aluminum
• Billet linkage connector bar with ball
bearings and snap rings

Super K, F, or H Standard
Series Throttle
STANDARD FEATURES Size
• The port windows and their location to
2 3/4”
the bolt holes are precisely machined, then
the runners are 100% CNC ported to 2 13/16”
customers port windows 2.9”
• Universal nozzle bosses accept EFI,
Constant Flow, or Lucas nozzles
• Magnesium
• Billet linkage connector bar with ball
bearings and snap rings

B SERIES Standard Optional

Throttle Throttle
STANDARD FEATURES Size Sizes
• The port windows and their location to the 2.0" 2 1/2"
bolt holes are precisely machined, then 2 1/4" 2 5/8"
the runners are 100% CNC ported to
2 3/16"
customers port windows
• Universal nozzle bosses accept EFI, 2 3/8"
Constant Flow, or Lucas nozzles 2 7/16"
• Magnesium or aluminum
• Billet linkage connector bar with ball
bearings and snap rings

Available TPS Drive dog and bosses: GM, Ford, Honda K, Novotechnik
© 2019
39
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
SPORT - COMPACT MANIFOLDS
K SERIES Standard Optional
CURVED Throttle Throttle
STANDARD FEATURES RUNNER Size Sizes
• The port windows and their location to the 2.0" 2 1/2"
bolt holes are precisely machined, then 2 1/4" 2 5/8"
the runners are 100% CNC ported to
2 3/16"
customers port windows
• Universal nozzle bosses accept EFI, 2 3/8"
Constant Flow, or Lucas nozzles 2 7/16"
• Magnesium or aluminum
• Billet linkage connector bar with ball
bearings and snap rings
Accepts up to eight injectors

T1 Custom / S2000

WE CAN MAKE 4-CYLINDER MANIFOLDS TO

FIT MOST ENGINES; GIVE US A CALL.
General Motors Standard Optional
Throttle Throttle
STANDARD FEATURES Size Sizes
• The port windows and their location to 2.0" 2 1/2"
the bolt holes are precisely machined, then 2 1/4" 2 5/8"
the runners are 100% CNC ported to
2 3/16"
customers port windows
• Nozzle bosses accept Constant Flow nozzles 2 3/8"
• Magnesium or aluminum 2 7/16"
• Dual milled transverse throttle shafts
• Billet linkage connector bar with ball
bearings and snap rings

4G63 Standard Optional © 2019

Throttle Throttle
STANDARD FEATURES Size Sizes
• The port windows and their location to
2.0" 2 1/2"
the bolt holes are precisely machined,
then the runners are 100% CNC ported to 2 1/4" 2 5/8"
customers port windows 2 3/16"
• Universal nozzle bosses accept Constant 2 3/8"
Flow, EFI, or Lucas nozzles 2 7/16"
• Magnesium or aluminum
• Billet linkage connector bar with ball
bearings and snap rings

40
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
6-CYLINDER IN-LINE MANIFOLD
GM L-6
STANDARD FEATURES
• Standard throttle size: 2.680” x 1.860” oval
• The port windows and their location to the
bolt holes are precisely machined, then the
runners are blended to the windows
• For standard or custom deck height block
• 2-piece design
• Universal nozzle bosses accept Constant
Flow, EFI, or Lucas nozzles
• Incorporates cast-in fuel rail, machined Manifold assembled from two three-cylinder castings
for Delco side feed EFI injectors
• Uses hard-anodized fuel transfer tube between
the two manifold castings
• Magnesium or aluminum

Chevrolet’s Baja champion, running L6 in-line manifold

Adapters for ramtube mounting

V4 INJECTION MANIFOLD
STANDARD FEATURES Standard Optional
• The port windows and their location to the bolt Throttle Throttle
holes are precisely machined, then the runners Size Sizes
are blended to the windows 2 3/16" 2 3/8" Kinsler
• For standard or custom deck height block Chevrolet-
2 1/4" 2 7/16" style V-4
• 3-piece design manifold
• Universal nozzle bosses accept Constant Flow, 2 1/2" 2 9/16" with
EFI, or Lucas nozzles 2 5/8" constant
flow
• Magnesium or aluminum 2 11/16" metering
© 2019
Dave Laney’s
off-road sand
buggy with a
Scat V4 engine
with turbo-
charger. Kin-
sler’s con-
stant flow fuel
system
41
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
CROSSRAM MANIFOLDS
SMALL BLOCK CHEVROLET
Designed with small runners to give maximum low end torque for street use. Fits standard small port cylinder
head. Throttle body mounting flanges are for Weber IDA 45 mm. Cast aluminum only.

Four EFI IDA style throttle bodies with

aluminum fuel rails and connector linkage

CHAPARRAL BIG BLOCK GREENWOOD BIG BLOCK FABRICATED

CHEVROLET CHEVROLET Look closely.... this manifold was hand
Designed for Jim Hall’s Chaparral 2J Can-Am fabricated in 1977 at Kinsler’s from sheet
This manifold was originally designed for John and bar aluminum for Charlie Kemp’s
car. Magnesium manifold with 2.9” throttles; Greenwood, to fit completely under the hood of
Lucas metering. About fifteen were made. Trans Am Mustang. A crossram was the
his Corvette. only way to get the desired runner lengths
The 2J car used a moveable Lexan skirt that Available in magnesium or aluminum. Custom while meeting the rule that the unit had
ran 1/4” from the road all the way around throttle sizes are available for good top end power to be completely under the hood. Used
the outside of the car. Two fans sucked the combined with super low end characteristics. Lucas metering.
air out to make the car a rolling suction cup.
SCCA banned the car after one season as being Phosphorous bronze throttle shaft bushings and A good flowing runner was developed,
beyond the technical and financial capability spring screw universal throttle shaft linkage then exactly duplicated by forming four
of other racers. eliminates any possible throttle bind; works strips of aluminum over a pattern. Had
smooth! 2 7/16” throttles. The top road racing
Jim Kinsler was responsible for the manifold teams now have manifolds made of carbon
and suction fans in 1968-1969, while he Available for EFI, Constant Flow, or Lucas fiber.
was still in Research and Development at metering.
the Chevrolet Engineering Center, Warren, Kemp was quite successful.
Note: Crossram units cost about twice as much
Michigan. as vertical types, as it takes a lot of extra work to
develop a runner that flows well, and the design and
castings are also considerably more involved.

© 2019
42
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
KINSLER 4-BARREL THROTTLE BODY
Machined from a solid billet of 6061-T6
aluminum. Bronze throttle shaft bushings, dual
milled hard-nickel plated throttle shafts (stainless
steel is available for marine use), throttle arms,
throttle stops with safety return springs, connector
link, and 8AN port plug for remote IAC port in
base of throttle body.

Special Order - name area can be custom

machined with your personalized logo.
Standard Finish - body is machined, linkage
is blue anodized.
Custom finish - polishing and/or anodizing of
Standard series with polish and pro- throttle body housing and linkage.
High-flow series with polish and
gressive linkage options
progressive linkage options
STANDARD SERIES
Has Holley 4150 bolt pattern. Has standard 5” diameter neck for 5 1/8” air filter base and
hole tapped for 1/4-20 stud. Overall height is 3”, bolt pattern c-c front to rear is 5.605”, and
c-c left to right is 5.155”. Unit has provision for GM style idle air control motor. Order
motor seperately, part #10660 (see below). Weighs approx. 5 3/4 pounds.
14105 Throttle size 1.525", approx. 750 CFM @ 1.5 Hg or 20.4" water
14107 Throttle size 1.700", approx. 1000 CFM @ 1.5 Hg or 20.4" water
HIGH-FLOW SERIES
Has Holley 4500 Dominator bolt pattern. Overall height is 3.5”, bolt pattern c-c is 5.375”
x 5.375”. Has standard 7 5/16” diameter neck for air filter and hole tapped for 1/4-20 Progressive linkage option
stud. Remote idle air control housing and motor available (see below). Weighs approx.
8 pounds.
14118 Throttle size 1.875", approx. 1325 CFM @ 1.5 Hg or 20.4" water
14120 Throttle size 2.0", approx. 1600 CFM @ 1.5 Hg or 20.4" water
© 2019
OPTIONS - FOR STANDARD AND HIGH-FLOW THROTTLE BODIES
Progressive linkage kit, installed. Front pair of throttle plates opens halfway before the
14110 rear throttle plates begin to open
14112 Installation of Kinsler bolt-on TPS boss with drive coupler.
Common TPS's: Delco or CTS (lever style), Ford (D-shape), Ford or CTS (two drive dogs
inside a .475" I.D. pocket), Rochester (cross style), and others available. See Pages #147-
148 for throttle position sensors and bolt-on bosses with drive couplers
Plug for idle air control (I.A.C.) motor, 20mm x 1.5, billet aluminum with o-ring seal.
6199 For Kinsler Standard series throttle body ONLY Standard series throttle body with
10660 Idle air control (IAC) motor, GM style, 20mm x 1.5 thread idle air control motor (IAC)
10662 Remote idle air control motor housing, high flow, for #10660 IAC motor, 3/8" NPT
10663 K&N air filter for #10662 remote idle air control motor housing
3535 Mounting bracket, constant flow barrel valve to Standard series throttle body
3536 Mounting bracket, constant flow barrel valve to High-Flow series throttle body

Constant Ultra high flow twin

flow on blade throttle body,
standard dominator flange, call
series us
Constant flow on high throttle
body
flow throttle body
43
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
KINSLER MODULAR THROTTLE BODIES
FOR CUSTOM APPLICATIONS: STANDARD THROTTLE SIZES

1 to 16 CYLINDERS
MC-180 MC-215 MC-225 MC-250
1.437" 1.950" 1.950" 2.187"
IMPORT, VINTAGE, WEBER CARB, CONVERSIONS (36.5mm)
1.562"
(49.5mm)
2.0"
(49.5mm)
2.0"
(55.5mm)
2.250"
(39.7mm) (50.8mm) (50.8mm) (57mm)
1.687" 2.100" 2.100" 2.375"
(42.8mm) (53.3mm) (53.3mm) (60.3mm)
MODEL MODEL MODEL 1.810" 2.187" 2.187" 2.437"
MC-180 MC-215 and MC-250 (46mm) (55.5mm) (55.5mm) (61.9mm)
MC-225 1.900" 2.250" 2.250" 2.500"
(48.2mm (57mm) (57mm) (63.5mm)
2.625"
(66.7mm)

Any boot or flange detail is available with any throttle size... allows installation
of larger throttles without modifying your boot or cylinder head.
Machined for Kinsler universal nozzle bosses. Inserts can be installed for constant flow nozzles
(1/2-20 or 1/8” NPT thread) or EFI injectors (Bosch, Lucas, Rochester, etc.) (see Pg. #139). All
throttle bodies are machined for Kinsler’s bolt-on TPS boss and fuel rail stanchions. Custom
throttle sizes available. Aluminum or magnesium castings.
Each throttle assembly is port blended for smooth air flow and has bronze throttle shaft bushings,
dual milled throttle shaft, billet aluminum throttle arm and billet aluminum throttle stop with
safety return spring.
BASIC DIMENSIONS
Multiple throttle bodies are mounted on a locator bar for a perfect fit and secure installation.... NO
cutting, welding, broken boots due to improper alignment, or problems with linkage binding. MC-180 MC-215 MC-225
When enough room is available, Kinsler Spring-Screw universal throttle shaft linkage is A 2.750" 3.200" 3.200"
installed (see Pg. #64-65). You can change the port spacing by simply installing the throttle B 3.350" 3.800" 3.800"
bodies on a new locator bar; throttle shafts may require modification or replacement.
C 3.000" 3.000" 3.000"
D 1.900" 2.200" 2.500"
E 1.200" 1.500" 1.500"
F 0.950" 1.200" 1.200"
G 4.000" 4.000" 4.000"

BASIC DIMENSIONS
MC-250 MC-250
MC-250
WITH
Billet aluminum WITHOUT WITH TRANSVERSE
locator bar
NOZZLE NOZZLE THROTTLE
EFI four-cylinder BOSS BOSS SHAFTS
A 2.700" 3.700" 3.800"
© 2019 B 3.500" 4.500" 4.600"
C 3.900" 3.900" 3.900"
D 2.750" 2.750" 2.750"
E 1.500" 1.500" 1.500"
F 1.400" 1.400" 1.400"
Unmachined MC-215 Machined MC-215 throttle
body with Weber style detail G 5.000" 5.000" 5.000"
44
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
THROTTLE BODIES
HD SERIES THROTTLE BODY
Offers great flexibility for many applications.
Has a seperate ramtube adapter with
aluminum ramtube.
Billet aluminum housing with bronze
throttle shaft bushings, 3/8” dia. throttle
shaft for strength, Kinsler billet throttle
stop with safety return spring, and throttle
arm. Kinsler spun aluminum ramtube
can be cut to different lengths for tuning.
Removable pinch clamp ramtube, allows
using any size ramtube with any size throttle
bore. Also available with o-ringed top
and bottom flanges for centrifugal blower
applications. HD throttle body with Jim McClure, owner of Master Performance
Available with barrel valve for constant optional barrel valve, riding his Top Fuel Harley-Davidson drag bike. Uses
flow metering, or throttle position sensor ramtube, and adapter Kinsler fuel pump and fuel system components
for EFI.
Throttle sizes: 2 3/16”, 2 1/4”, 2 3/8”,
2 7/16”, 2 1/2”, 2 5/8”,
and 2 11/16”.

HD throttle body with optional radius Six HD throttle bodies on sheet alumi-
inlet plate and barrel valve num manifold. 60-degree Chev V6

ZX THROTTLE BODY
Designed primarily for use on a small
displacement turbocharged engines. This
compact throttle body (2.0” tall) allows Hill climb
options for many applications. motorcycle
One piece billet aluminum construction.
Includes bronze throttle shaft bushings,
3/8” dia. throttle shaft, Kinsler throttle stop
with safety return spring. O-ringed 4-bolt
base flange with 1.838” c-c and hose type
inlet for 2 1/8” ID hose.
Available with barrel valve for constant
flow metering or throttle position
sensor for EFI. THROTTLE BODY
Throttle sizes, standard 1.870” ; One piece billet aluminum body with bolt-on
optional 1.900” o-ringed turbo style hose flanges. Bronze throttle
and 1.950”. shaft bushings, 3/8” dia. throttle shaft, Kinsler
Made for and sold through: throttle stop with safety return spring.
Mr. Turbo Available with aluminum or stainless steel throttle
4014 Hopper Road plate.
Houston, Texas 77093 USA
Tel: (281) 442-7113 Throttle size: 2.9” ; other sizes can be special
Fax: (281) 442-4472 ordered.
Optional barrel valve © 2019
mounting bracket
45
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
THROTTLE BODIES

On single
plenum
4-barrel intake
manifold with
constant flow
metering

MONO VALVE THROTTLE BODY THROTTLE BODY MODEL V

Single throttle plate. 3.75”, 4.0”, 4.1” diameter Throttle sizes: 3.0” and 3.250”
available. Specify Holley 4150 or 4500 bolt pattern. 2.75” tall with 3.0” x 3.5” bolt pattern. Includes bronze
throttle shaft bushings, 3/8” OD throttle shaft with safety
return spring. Billet aluminum. Available with aluminum
or stainless steel throttle plate.

3.5P throttle body with TPS boss installed

THROTTLE BODY MODEL 3.5P

3.5P throttle body installed on
Cast aluminum housing with 3 1/2” throttle plate. Large 4150 Holley carb adapter plate
radius entrance with 5” diameter flange (like a standard
Holley carb), to attach an air filter base plate. Bronze
throttle shaft bushings. Drilled and tapped on both sides
for Kinsler throttle stop boss or bolt-on TPS boss, and
has a 3.250” c-c square mounting pattern, four 1/4” bolts.
O-ringed on bottom for sealing. Has flat pad on the rear
for vacuum port or bracket attachment. Throttle plate
is .125” thick aluminum. Precision ground hard-nickel
plated throttle shaft is 1/2”dia. through throttle plate and
bushing area, milled on both sides for increased air flow,
turned to 3/8”dia. outside the body housing.
Use on turbo intake; one or two on tunnel ram, etc.
1250+ CFM @ 1.5” Hg or 20.4” H2O

© 2020 Kinsler PSI supercharger EFI adapter with four 3.5P

throttle bodies; progressive linkage (see Page #51)
46
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
THROTTLE BODIES
SB THROTTLE BODY
One piece billet aluminum body with 3-bolt flange. With bronze throttle
shaft bushings, 3/8” OD throttle shaft, Kinsler throttle stop with safety
return spring and stop boss. Accepts Kinsler bolt-on TPS boss.
Throttle size: 2 1/2”, 2 5/8”, and 2 11/16”. Other sizes on special order.
Available with aluminum or stainless steel throttle plates.
Overall height is 2.1”. Bore c-c is 2.850”. Overall length is 7.4” with
full radius.

Ideal for tunnel-ram conversion

THROTTLE BODY
Billet aluminum
throttle body,
polished. Throttle
bores: 2.362”
to 3.543” (60-
90mm). Accepts
twin groove TPS
and Ford IAC
motor. Adapter
available to use ELBOW ADAPTER FOR MANIFOLD
GM IAC motor.
Often used on turbo and centrifugal superchargers.
Adapts 4150 Holley flanged carburetor manifold to throtle
Great bolt-on body.
for high output Has 3.54” (90mm) openning for throttle body.
5.0 Mustangs Cast aluminum. © 2019
Custom made throttle bodies
to fit directly onto a
Polaris 3-cylinder
snowmobile engine,
using constant flow

Custom made throttle body

for naturally aspirated
or supercharged application
(with use of plenum) using
EFI

Custom made billet

aluminum throttle
bodies to bolt on
as replacements for
Weber IDA carbure-
tors for Volkswagen
Oval Track Midget.
Constant flow

Custom made throttle

bodies to fit directly
onto a Kawasaki 2-cylinder
Jet-ski engine using EFI
47
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
THROTTLE BODIES
FOR WEBER CONVERSIONS
We have throttle bodies in stock that will often bolt right on in place of Weber
carbs, or we can custom make throttle bodies to your specifications.

Jaguar V-12 Weber intake manifold with Small block Chev crossram with bolt-on
Kinsler flange style MC-215 modular throttle throttle bodies, with complete EFI system
bodies. For EFI with Kinsler aluminum fuel rails

REPLACEMENT THROTTLE BODIES FOR WEBER CARBURETORS

Many configurations are available, most with single or dual injector
bosses. Some applications require a right and left hand unit. Various
ramtube styles and lengths are available, see Page #57.

Type Bore Center to Center Throttle Size (mm)

DCOE 90mm 40, 42, 45, 48, 50, & 55*
IDF 90mm 40, 45, 48, & 50
IDA 120mm 48, & 50
IDA 3C 40, 44, 46, & 48
DCNF 48mm 40, 44, & 46
NOTE: * special order
These throttle bodies are NOT a direct factory replacement. They
have the correct bolt pattern but linkage location and overall height
IDA throttle body with compared to a Weber carburetor may require the linkage and/or air
with fuel rail and TPS filter/air box to be altered vs. the factory setup.

Custom
made billet
aluminum
throttle
bodies to bolt
directly to a
Datsun
4-cylinder
engine,
constant flow
metering

“Weber” throttle body with © 2019

with fuel rail, and TPS
48
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
EFI ADAPTER PLATES FOR GMC
SUPERCHARGERS
Designed to inject the fuel directly into the opening of the supercharger
for best distribution. Fuel rails are utilized for high flow demands,
to properly supply the injectors.... individual hoses would not be
adequate.
Available in 8 or 16 injector models. Any brand of dual o-ring EFI
injectors can be installed. When less injectors are used, Kinsler #18052
blank EFI injector bodies can be installed, see Page #140. Machined for
Kinsler billet fuel stanchions, available with aluminum or stainless steel
fuel rails. Enderle, Hilborn, or Crower blower hats will bolt directly
to the 6-71 EFI adapter, or you can install a cast four barrel adapter.
Billet 6061 aluminum, “show-quality polished”. Custom color
anodizing available. Standard 6-71 GMC bolt pattern or 14-71 bolt
pattern. Custom made units are available.

Open style adapter #16951,

fuel rails, 8 injectors, remote TPS adapter

Open style for 6-71 or 8-71, with Kinsler

aluminum fuel rails, TPS mount, on Enderle
BAU 3.680 blower hat with progressive linkage
Optional idle air control motor
16950 Open style, fits 6-71 & 8-71 supercharger, 16 injector and remote housing #10662
16951 Open style, fits 6-71 & 8-71 supercharger, 8 injector
16952 Dual 4-barrel style, fits 6-71 & 8-71 supercharger
16954 Open style, fits 14-71 supercharger
16956 Dual 4-barrel style, fits 14-71 supercharger
16960 Pair of EXTRUDED ALUMINUM fuel rail kit*,
Fits 6-71 adapter #16950 and #16952, 16 injector
16961 Pair of EXTRUDED ALUMINUM fuel rail kit*,
Fits 6-71 adapter #16951, 8 injector
16964 Pair of EXTRUDED ALUMINUM fuel rail kit*,
Fits 14-71 adapter #16954 and #16956
16962 Pair of STAINLESS STEEL fuel rail kit*,
Fits 6-71 adapter #16950 and #16952
16966 Pair of STAINLESS STEEL fuel rail kit*,
Fits 14-71 adapter #16954 and #16956

7086 Billet aluminum remote TPS mount, ball bearing:
For GM lever style sensor ONLY; TPS, throttle arm
and hex link assembly sold seperately, see Page #149
Dual four-barrel adapter #16952 with two
7087 Billet aluminum mounting plate to attach #7086 remote Kinsler High-Flow 4-barrel throttle bodies (see
TPS mount on any of the above EFI adapter plates Page #43) and extruded aluminum fuel rails

* Kits include mounting stanchions, hardware, and AN fittings

© 2019
49
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
BLOWER HATS FOR SUPERCHARGED
ENGINES
Complete service, parts and systems. We can help
you upgrade your existing fuel system, or do a
complete new one for you.
Flow Test and Calibration:  We flow test new and
used systems with single or multiple stage nozzle
configurations, in or out of boost. We also flow test
individual components, such as pumps, nozzles,
and bypass valves.
Type of System:  The number of nozzles used will SPECS FOR ENDERLE BLOWER HATS :
vary depending on the fuel, type of blower hat, and BUG BIRD BUZZARD
size of supercharger. A Overall Width 14.68” 18.00” 20.50”
Hat Nozzles Only:  Injects all the fuel into the top B Casting Width 12.37” 14.60” 16.50”
of the supercharger. This system is the easiest to C Length 15.30” 17.25” 20.00”
D Bolt Center Length 13.25” 13.25” 15.31”
understand and tune, but the limited ability to change E Bolt Center Width 4.44” 4.44” 4.44”
the distribution makes this system inadequate for F Outlet Width 4.00” 4.00” 4.10”
large superchargers and high boost levels. G Outlet Length 12.25” 12.25” 15.06”
H Bolt Hole Diameter .40” .40” .44”
I Overall Height 5.20” 5.80” 6.44”
Hat and Port Nozzles:  The engine will idle and J Throttle Plate Dia. 3.69” 4.38” 5.00”
run at small throttle angles on the hat nozzles only. K Throttle Shaft Dia. .31” .44” .44”
As the RPM increases, fuel pressure rises, and the L Throttle Area Sq. In. 32.07” 45.20” 58.90”
port check valve will open to allow fuel flow to the
port nozzles. Normally has at least one port nozzle
in each runner of the intake manifold; allows the
fuel distribution to be adjusted to compensate for
the air and fuel distribution errors caused by the
supercharger and intake manifold.

Blower Hats: Throttled air plenum used on the

inlet of a supercharged engine. Make sure the
hat is large enough to support the air requirement
of the engine, but a hat that is too large Enderle Birdcatcher hat.
For throttle plate dia.,
will cause some loss of driveability see table.
at part throttle; for drag racing this Shown with standard barrel
is not usually a problem. For the valve...high flow is in stock
racer who wants a big blower
hat appearance but with good Hilborn H-series hat, some-
driveability, we internally block times called a Shot-Gun.
Two 5 1/4” throttle plates
off part of the blower hat to reduce its air
flow.... this is very popular for the street.

Hilborn
Hilborn 4-port. Four 2 3/8” E-series hat.
or 3” throttle plates © 2019 Four 3” throt-
tle plates
50
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
EFI ADAPTER PLATES FOR PSI®
SUPERCHARGERS
Bolt directly to the top of Performance Systems Inc.’s screw type
supercharger. The injector’s spray is directed into the opening
of the supercharger. Fuel rails properly supply the injectors at
high flow rate.
Adapter accepts four Kinsler 3.50P throttle bodies. The open
style is for placing the injectors under the blower. Both styles of
adapters are machined from cast aluminum and are 1.5” finished
height.
Up to 16 of any brand dual o-ring EFI injectors can be installed by
selecting the proper Kinsler universal boss adapters. If you want
to run less than16 injectors, either blank boss adapters or Kinsler
#18052 EFI blank injector bodies can be installed. Machined for EFI adapter with four Kinsler 3.50P throttle
Kinsler billet fuel rail stanchions. Available with aluminum or bodies and extruded aluminum fuel rails
stainless steel fuel rails.
Optional for both styles of adapters: up to ten additional EFI
injectors across the front of the adapter plate.

15100 Open style, includes Kinsler EFI injector boss adpaters

15104 Throttle body style, includes Kinsler EFI injector boss adpaters
15110 Upgrade on above #15100 and #15104 adapters for additional ten
EFI injectors across front of adapter
15112 Pair of Kinsler EXTRUDED ALUMINUM fuel rails, includes
mounting stanchions, hardware, and AN fittings. Fits #15100 and
#15104 adapters
15114 Additional Kinsler EXTRUDED ALUMINUM fuel rail, for Throttle body adapter to go
#15110. Optional ten injectors across front of adapter, includes on top of PSI ® supercharger
mounting stanchions, hardware, and AN fittings
15116 Pair of Kinsler STAINLESS STEEL fuel rails, includes mounting
stanchions, hardware, and AN fittings. Fits #15100 and #15104
adapter
15118 Additional Kinsler STAINLESS STEEL fuel rail, for #15110.
Optional ten injectors across front of adapter, includes mounting
stanchions, hardware and AN fittings
15090 Throttle bodies, set of four Kinsler 3.5P mono-valve throttle
bodies with throttle shaft and throttle plate. Includes
modification for installation on #15100 adapter plate
15092 Linkage package, for installation of #15090 throttle bodies to
make the rear throttle body the primary opening unit. Consists
of: (2) Kinsler billet spring-screw links to connect front two
throttle bodies, (3) Kinsler throttle arms, (3) Kinsler throttle stops Open style EFI adapter to go
with safety return springs and stop bosses, (1) hex link assembly under PSI ® supercharger
with rod ends, (1) Kinsler progressive link bar with arm, bolts,
washers, and nuts
15093 Upgrade on #15092 linkage package to make front two throttle
bodies the primary opening units
15108 Labor to assemble; mount #15090 throttle bodies, #15092 linkage
package, fuel rails to adapter plate. Setup linkage and geometry.
15106 Kinsler air filter housing for four 3.50P throttle bodies on PSI
adapter. Billet aluminum base and lid, machined groove to retian
#5125 K&N air filter. Base machined to fit over throttle bodies
and bolt to inlet flanges. Includes standoffs to support lid
5125 K&N air filter element specially made to fit #15106 air filter
housing
7086 Kinsler billet aluminum remote TPS mount, bearing style. For
GM lever sensor ONLY. TPS, throttle arm and hex link assembly
- sold seperately. For remote TPS mount see THROTTLE Throttle bodies with air
POSITION SENSORS AND ACCESSORIES on Page #149
© 2019 filter base installed
51
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
TURBOCHARGING
Turbocharging has tremendous potential, but very few have tapped it, as a proper installation is far more
involved than that for a GMC roots type belt driven supercharger. The following hints will help....
1) Electronic fuel injection is the ultimate for turbos. The constant flow system cannot compensate throughout the whole range for
the boost pressure against the nozzle resisting fuel flow. The EFI system can be programmed to the peaks and valleys
of the engine’s torque and horsepower, giving the potential to extract the most power and best driveability. An EFI
system with programmable ignition curves will provide
further improvements as ignition timing is EXTREMELY
important to a turbo engine. You want to run all the
spark lead you can to burn the fuel before the exhaust valve
opens, to reduce the exhaust temperature at the turbos, to
keep from burning them up.
2) One of the worst misconceptions is that ram tuning is not
important when using a turbo. On the contrary, it is
extremely important for power, and the exhaust tuning
sharply increases throttle response as well.
3) Use ported cylinder heads...allow the engine to breathe!!!
You must get the air in and out for power.
4) “Turbo Lag” is actually mostly fuel lag. If the fuel is put into the Twin turbo 4.6L 3-valve modular
air before it enters the turbo, the fuel cools the incoming air, which Ford Mustang with EFI
will cause it to pick up more heat from the hot turbo. Also, the turbo
has to compress more mass. All of this decreases system efficiency.
In addition, the fuel has a long way to get to the engine, causing lag.
Not to mention one pop back into that whole inlet system full of
fuel, and KABLOOM! Injection right at the inlet port sharply
increases throttle response, efficiency, distribution, safety, and power!!!
5) When running over about 8 PSI of boost with gasoline, a good air-to-
air intercooler is a must. Lowering the charge temperature will:
• Increase density, giving 15-20% more power
•  Give less tendency to detonate
    •  Lower exhaust temperature, since lowering inlet temperature
a given amount lowers exhaust about the same amount.
Theoretically, high exhaust temperature is desireable, but in reality,
there is almost always too much...it burns up the turbos and pipes.
6) On large engines, two intercooler cores are used in series. This gives
slightly more pressure drop than if in parallel, but lower charge
temperature and better performance, due to higher velocity of the
charge air scrubbing the walls of the intercooler.
7)  In front engine cars, the intercooler is placed where the radiator
would normally be, to get a good blast of the coldest air and short
ducting. The radiator is placed to the side, behind, or in the fenders.
Scat V4 with constant flow fuel injection
8)  An exhaust system with divided turbine and exhaust collector will with single turbo in a dune buggy
increase throttle response with the same top end horsepower. Great
for sports cars.
9)  The best system compresses air only, intercools it, then adds fuel
at the ports. Look at the pictures carefully!
Purchase “Turbochargers” by HP books.

© 2019
Two of Mark Stielow’s projects: ‘69 Camaro, twin
turbos into Kinsler 18o small block Chevrolet I.R.
EFI manifold (left) and ‘69 Chevelle, twin turbos into
plenum style EFI manifold (above)
52
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
PLENUM LOGS
CHEVROLET BIG BLOCK
Fits: Dart Big Chief, Dart/Olds 140, Pontiac Pro-Stock,
and EB 650/800 cylinder heads.
Fits one piece big block Chevrolet manifold
(modification required).
Available with a throttle at the inlet or plain.
Two throttle sizes available:
2.5” throttle has 2.5” ID runner outlets.
2.9” throttle has 2.9” or 3.0” ID runner outlets.
Center to center of runner bores: 3.300”, 6.350”, 3.300”
Each runner entrance has a generous radius cast into it.
Logs have provision for balance tube between the pair.
‘As cast’ logs have a throttle body on each end at different
lengths, so the throttle shafts of both throttles will line up with
each other. For most applications only two throttle bodies are
needed so the opposite end of the log is machined off, and an
end cap is installed. Logs can be machined so there is a throttle
Logs with 2.5” throttle plates, on
body or hose attachment at both ends. Kinsler 3-piece Pontiac Pro-Stock
manifold with aluminum fuel rails

Log with no throttle plate. 2.9” ID hose

connection and 3.0” runner outlets to manifold

Log with 2.5” throttle plate and

2.5” runner outlets to manifold
CHEVROLET SMALL BLOCK
Fits Moon small block Chev cross-ram. Cast
aluminum plenum logs are machined with the
bolt pattern of a pair of IDA Weber throttle bodies.
Center to center of runner bores: 3.470”, 4.025”, 3.470”
Each log has provision for a 2 1/4” throttle at the front with
cross-connecting linkage, or they can
be supplied without the throttles. Ideal for turbo-charging.

Small block
© 2019
Chev crossram
with Lucas
mechanical
timed injection
53
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
3-PIECE MANIFOLD INSTALLATION
BEFORE YOU BEGIN
1) Make sure all intake gasket surfaces are clean and flat
(especially around bolt holes and any water ports).
If the manifold has been used, inspect the condition
of the entire assembly, including all linkage. Be sure
to remove all the old silicone, and clean out the
sealing grooves.
2) Check the fit of all the manifold pieces on the engine
to be sure everything fits correctly before applying any new
silicone.
3) The valley plate has holes at both ends along the
block’s register. Most racers find it much easier to
install the plate if they drill and tap the block at each
end to secure it. The holes in the valley plate may not Check surfaces for flatness
be symmetrically located.... position the valley plate
carefully, then use it as a drilling template.
INSTALLATION
These instructions are for the typical Kinsler three piece injection manifold.

Try to do the installation within twenty minutes. The surface

of the silicone bead can set up quickly, causing a poor seal.

A) It is very important to get silicone down into the bottom corners of both
the manifold and  valley plate grooves, just flush to the surface... push
it in with your finger.
B) Put a bead of silicone along the surfaces on top of the grooves and mate
the manifold to the valley plate. If the correct
amount of silicone is used, about 1/16” - 1/8” will come out the top and
bottom sides.
C) Install all the bolts and run them down just snug. Start torque sequence
from the center bolts and work outward. Tighten the mounting bolts
down a little bit at a time to obtain an even crush. Do not overtighten! Push silicone into grooves

Eddie Abrams’s Kinsler injected small block

Chev U.S.D.B.A. flat bottom drag boat

© 2019 Hooker Industries sponsored Vesco/Nish Stream-

liner, Kinsler small block Chev contant flow
54
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
THROTTLE SHAFTS
WE MAKE THE STRONGEST THROTTLE
SHAFTS IN THE INDUSTRY
We make out throttle shafts from special stress-proof steel, which makes them
unusually strong and tough. We hard nickel coat them for excellent wear
resistance, then bake them to eliminate any embrittlement.
We can make custom shafts to your print or sample.
THROTTLE SHAFT BASICS MATERIAL FOR THROTTLE SHAFTS
Alternate Material 303 stainless steel for salt water marine use. These won’t rust, DIAMETER MATERIAL
but they are only 1/4 as strong as the stress proof steel, and wear much quicker. 4760 5/16" (.312") Stress proof steel
Don’t use this material unless you really feel you need to.
4761 3/8" (.375") Stress proof steel
STYLE 5452 5/16" (.312") 303 stainless steel
Milled A flat is machined halfway through the shaft for the throttle plate. 5453 3/8" (.375") 303 stainless steel
Slit A slit is cut through the middle of the shaft, leaving the shaft at it’s
full diameter. Shown Actual Size
We use 3/8” diameter milled type shafts because they make a better
bearing than a 5/16” does and we get more strength than 5/16” with
less air flow resistance! How?
A) 5/16” has so little cross-sectional area that it is usually slotted Milled shaft
for anything larger than 2” throttle bores. The place where the
the throttle plate screw goes is very weak, as the #8 screw
hole removes most of the remaining material!
B) A milled 3/8” shaft has 24% more cross-section after the #8
screw hole is tapped into it than a 5/16” slotted shaft. Slit shaft
C) The 5/16” shaft presents a .312” wide restriction to the airflow.
The milled 3/8” shaft is .188” wide after milling, plus .071”
width of the throttle plate = .259” total, which is 17% less width Back-cut shaft
than the 5/16” slotted shaft.
D) BACK-CUT The milled 3/8” shaft is strong enough that we
can mill a flat on the backside of it .062” deep and still maintain
good strength. This leaves .126” shaft width, plus the .071”
plate width = .197” total, which is 37% less width than the Streamlined shaft
5/16” slotted shaft! This is optional on all our units and
replacement shafts.
E) STREAMLINED The ultimate shaft for air flow is the
back-cut shaft with it’s leading and trailing edges machined
with a radius from the OD of the shaft to the flat area of the
back-cut. It is then blended and polished. This gives an © 2019
improved aerodynamic shape. This is optional on all our
units and replacement shafts.
MACHINING Each end of our flat for the throttle plate has a .010” radius to prevent a stress riser. We also break the edge of the two
outside corners at each end of the flat. On our shafts with multiple throttle plates we are careful to machine all the flats exactly at the same
angle and plane. If the flats are not cut properly, the idle air distribution and part throttle operation will be poor.

Jason
Meyer’s
Kinsler
injected
WoO
sprint
car

Ray Price’s Kinsler injected top fuel

Harley Davidson drag bike
55
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
THROTTLE PLATES
IMPORTANT FACTS
DIAMETER
Must be measured across the center of the
bolt holes. It is smaller than the throttle STANDARD KINSLER
bore to provide clearance for rotation, ALUMINUM THROTTLE PLATES :
and material expansion of the plate from
the engine heat during a hot soak. The CENTER TO
clearance varies depending on the quantity PART #
ACTUAL NOMINAL CENTER
of plates over a length of shaft. DIAMETER THICKNESS ON SCREW
Example : One-piece throttle HOLES
shaft with four plates versus two 20010 1.372" .062" 1.0"
shafts with two plates each, 20012 1.523" .062" 1.0"
joined with a Kinsler billet 20014 1.697" .062" 1.0"
Spring-Screw Link... the latter 20016 1.763" .062" 1.0"
can run with less clearance. A 20018 1.807" .062" 1.0"
single throttle plate can run with
even less. See Pages #64-65. 20020 1.872" .062" 1.0"
20022 1.897" .062" 1.0"
SCREW HOLES 20024 1.997" .062" 1.0"
Throttle plate screw holes are larger than 20026 2.147" .071" 1.0"
the screw diameter to allow the plate to 20028 2.179" .071" 1.5"
be adjusted for alignment in the throttle 20030 2.182" .071" 1.5"
bore. 20032 2.242" .071" 1.5"
MATERIAL 20034 2.245" .071" 1.5"
Our standard plate material is 2024 20036 2.247" .071" 1.5"
aluminum. This alloy has a very high 20038 2.297" .071" 1.5"
bending strength. On special order we offer
QUALITY MACHINING 304 stainless steel (.091” thick ONLY). We 20040 2.362" .071" 1.5"
don’t recommend brass (too soft) or cold 20042 2.365" .071" 1.5"
EACH KINSLER THROTTLE PLATE
rolled steel (too weak, rusts, and creates 20044 2.367" .071" 1.5"
IS TURNED IN A LATHE !!! excessive wear on throttle bore). 20046 2.429" .071" 1.5"
A stamped plate can be bowed from the
press, have varying edge angles, etc. 20048 2.432" .071" 1.5"
Turning gives a flat, crisp edge, at the THICKNESS 20050 2.434" .071" 1.5"
precise angle. We use .062”, .071”, or .091” depending 20052 2.492" .071" 1.5"
on the throttle bore size and the strength 20054 2.495" .071" 1.5"
REPLACEMENT THROTTLE PLATE that is require for the plate. Do not use a 20056 2.497" .071" 1.5"
We STOCK and/or custom MAKE plates plate that is thicker than needed, as that
causes more air flow restriction. 20058 2.554" .071" 1.5"
for all types of injection manifolds and 20060 2.557" .071" 1.5"
throttle bodies:
HILBORN, CROWER, ENDERLE, 20062 2.617" .071" 1.5"
ANGLE
ENGLER, JACKSON, ALGON, Our standard angle is 14o, rotating 76o to 20064 2.620" .071" 1.5"
RON’S, EVM, GM, HOLLEY, ETC. wide open. This is good for sealing and 20066 2.670" .071" 1.5"
non-sticking. Special angles available 20068 2.672" .071" 1.5"
on request. 20070 2.675" .071" 1.5"
STREAMLINED 20072 2.682" .071" 1.5"
For an aerodynamic shape, the plate has 20074 2.685" .071" 1.5"
the leading and trailing edge thinned to 20077 2.804" .071" 1.5"
about one-half the original thickness, then 20078 2.807" .071" 1.5"
tapered and blended to where the plate 20080 2.892" .071" 1.5"
mounts on the throttle shaft. Least air flow
resistance when used with streamlined 20081 2.895" .071" 1.5"
CUSTOM THROTTLE PLATES
We make plates for just aboutANYTHING! throttle shafts, see Page #55. This design 20082 2.897" .071" 1.5"
Injection units, carbs, throttle bodies, etc. is as strong as the standard in bending, but 20084 2.997" .071" 1.5"
We have spinning fixtures for different is much more expensive to make. 20086 2.997" .091" 1.5"
angles and bolt hole spacings. 20088 3.147" .091" 1.5"
20090 3.495" .125" 1.0"
(3 SCREWS)

NOTE : Due to machining

tolerances sizes may vary slightly !
Thinned
© 2019 Shaft
56
Kinsler Fuel Injection, Inc,www.Kinsler.com
1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
Phone (248) 362-1145 Fax (248) 362-1032
RAMTUBES

KINSLER 180 DEGREE BELL

SPUN ALUMINUM RAMTUBES KINSLER TRADITIONAL BELL
SPUN ALUMINUM RAMTUBES
Our 180 degree bell aluminum ramtubes are formed from 6061-0 alloy and
have a nominal .070” thick wall. 180 degree bell ramtubes have consistent
Our traditional bell spun aluminum ramtubes are made from
wall thickness and inside/outside diameters. 1100-0 alloy and have a nominal .080” thick wall. These ramtubes
These ramtubes use our special180o tapered bell design for increased will have slight variations in wall thickness and inside/outside
air flow. diameters.
Nominal Maxi- Nominal * Ideal
Maximum Bell
Part # Inside Diameter Outside Bell Diameter Part # Inside Diameter mum Outside Machined
Length Diameter
Diameter Length Diameter Outside
7806 2.0” 7” 2.150” 3.900” 7804 1.810” (1 13/16”) 6” 1.960” 1.930” 3.180”
7808 2.177” (2 3/16”) 9” 2.340” 4.110” 7807 2.000” DISCONTINUED 9” 2.240” 2.150” 3.505”
7813 2.250” (2 1/4”) 9” 2.365” 4.175”
7810 2.190” to 2.235” (2 3/16”) 9” 2.390” 2.340” 3.830”
7815 2.370” (2 3/8”) 9” 2.490” 4.280”
7812 2.175” to 2.190” (2 3/16”) 9” 2.450” 2.365” 3.830”
7817 2.437” (2 7/16”) 9” 2.565” 4.350”
7811 2.250” (2 1/4””) 9” 2.450” 2.365” 3.830”
7819 2.500” (2 1/2”) 9” 2.645” 4.410”
7821 2.625” (2 5/8”) 9” 2.748” *4.395” 7814 2.375” (2 3/8”) 9” 2.560” 2.490” 4.125”
7823 2.625” (2 5/8”) 11” 2.748” *4.395” 7816 2.437” (2 7/16”) 9” 2.610” 2.565” 4.240”
7825 2.625” (2 5/8”) 9” 2.748” 4.900” 7818 2.500” (2 1/2”) 9” 2.665” 2.645” 4.380”
7824 2.680” (2 11/16”) 9” 2.785” 5.010”
7822 2.680” (2 11/16”) 9” 2.850” 2.785” 4.500”
7827 2.750” (2 3/4”) 9” 2.872” 5.070”
7707 2.900” 9” 3.045” 2.998” 5.080”
7830 2.812” (2 13/16”) 9” 2.938” 5.100”
7710 2.900” 9” 3.000” 5.230” 7708 2.900” 11” 3.025” 2.998” 5.080”
7833 3.0” 9” 3.100” 5.320” *Machine outside diameters may vary +/- .004
Machine 180 degree bell ramtube to length specified Traditional bell ramtube machining and labor, see Page #58
7889
by customer
Machine ramtube bell, notch for clearance for use on
7896
siamese to adapter
7900 Cut to specified length and Notch bell
* Non-tapered, straight wall ramtube

How Do I Know What Size Ramtube I Need?

Kinsler identifies ramtube size by “ONLY” Measure the O.D. to
measuring the Inside Diameter verify ramtube adapter fitment.
of the base of the tube

Kinsler big block Chev with 180

degree tapered bell ramtubes
Measuring ramtube length © 2019
57
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
RAMTUBES OPTIONS
7890 Polish (8) aluminum ramtubes to 'Show-Quality' finish
7892 Polish, brite-dip and anodize (8) spun aluminum ramtubes, call for available
colors
7893 Bosses, for 14mm Lucas nozzles
7894 Fairing - must use with #7893 nozzle boss, 6061 aluminum
Material and labor - weld #7893 bosses and #7895 fairings on set of (8)
7895 aluminum ramtubes, includes bosses and fairings, ramtubes NOT included
7887 Material and labor - weld 1/8" pipe thread bosses and #7895 fairings on set of
(8) aluminum ramtubes, includes bosses and fairings, ramtubes NOT included
Material and labor - weld 1/2-20 thread bosses and #7895 fairings on set of
7888 (8) aluminum ramtubes, includes bosses and fairings, ramtubes NOT included
Labor - turn outside diameter of ramtube base to fit ramtube top adapter and
7898 cut ramtube to height
#7898 #7899 #7893 /#7894/
7899 Labor - same as #7898 plus notch bell for siamese top adapters
#7895
Dog bone
to go
under
clamping
screws on
oval bore
CARBON FIBER IRL STYLE x.xxx” x
RAMTUBES AND ACCESSORIES x.xxx”
Kinsler carbon fiber IRL style ramtubes have molded
flange which is machined with bolt pattern 1.626” X
2.226”, 180º radiused bell. RESTRICTOR TUBES
27516 2.270" tapered wall 2.150" tall Designed to meet rules that require at least a 3” length of restricted
size. Inlet and outlet has a special radius and taper to provide a
27519 2.270" tapered wall 3.150" tall smooth transition of the pulse in the runner, going both up and
27523 2.470" tapered wall 2.150" tall down. Restrictors are made to fit into a host ramtube. They can be
modified to fit into other inside diameter ramtubes. Made from thin
27527 2.470" straight wall 2.150" tall wall aluminum.
27529 2.470" straight wall 2.500" tall 2.100" inside diameter
7791 to fit host 2.500" (2 1/2") ramtube
27551 2.270", 1/2" tall spacer 2.187" (2 3/16") inside diameter
7793
27553 2.270", 1" tall spacer to fit host 2.500" (2 1/2") ramtube
7797 2.187" (2 3/16") inside diameter
27559 2.470", 1/2" tall spacer to fit host 2.625" (2 5/8") ramtube
27561 2.470", 1" tall spacer
27502 Set of (16) 'dog-bones' for 2.270" ramtubes
27507 Set of (16) 'dog-bones' for 2.470" ramtubes

GASKETS, O-RINGS, AND

TOP ADAPTERS
CROWER RAMTUBE
SECTIONS 7245 Blower screen gasket, 6-71/8-71, fits between blower hat and top of supercharger
Straight section for 7246 Gaskets, set of (4), ramtube adapter on 2.9" bore Crower big block Chevrolet manifold
7225 Crower 2.9" big block
Chevrolet injection 7247 Gaskets, set of (4), ramtube adapter on 2.5" bore Crower small block Chevrolet manifold
manifold, 12" long 7244 Gaskets, set of (4), Hilborn small block Chevrolet injection, siamese ports
Note: Kinsler spun aluminum ramtubes
7248 O-ring set, Kinsler big block Chevrolet manifold, ramtube adapters to manifold top
can be machined to fit Crower big and
small block Chevrolet injection manifolds. 7249 O-ring set, Kinsler 3-piece small block Chevrolet manifold, ramtube adapters to manifold top
Top adapters, converts 5 degree angle on Hilborn 2 3/16" small block Chevrolet to straight up
7500 ramtubes for use with K&N (Kinsler #5105) double air filters, set of (4)
© 2019 7501 Top adapter, one ONLY, replacement for above set part #7500
58
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
TOP ADAPTER - SPECIAL
RADIUSED DOUBLE INLET PLATES
Bolts to Kinsler 3-piece small block Chev, Mopar, and Pontiac manifolds,
with 3-bolt pattern. Bore centers are 2.850” c-c. Billet aluminum, 1.550”
overall height.
7855 Individual siamese radius plate for 2 1/2" throttle bore size
7857 Individual siamese radius plate for 2 5/8" throttle bore size
7858 Individual siamese radius plate for 2 11/16" throttle bore size
7862 Set of (4) siamese raduis plates, any of the above sizes - outright purchase
7864 Upgrade on purchase of NEW V8 manifold, replaces the cast ramtube
adapters and aluminum ramtubes with radius plates Radiused double inlet plate
RADUISED SINGLE BORE INLET PLATES
Bolts to manifold using the 2-bolt pattern (3.740” c-c) of the Kinsler 3-piece
injection manifold for small block Ford, and small block Chev with cylinder
heads: Dart/Buick, SB2, Brodix Canted Valve or BD-2000, Chev Symmetrical
Port, and LS-1. Billet aluminum, 1.750” overall height.
7871 Individual single radius plate for 2 1/2" throttle bore size
7873 Individual single radius plate for 2 5/8" throttle bore size
7874 Individual single radius plate for 2 11/16" throttle bore size
7943 Spacer, for 2 1/2", 1/2" tall, billet aluminum
7982 Spacer, for 2 1/2", 1" tall, billet aluminum
‘Monster’ small block
7945 Spacer, for 2 5/8", 1/2" tall, billet aluminum Chev with radiused
7984 Spacer, for 2 5/8", 1" tall, billet aluminum inlet plates
7946 Spacer, for 2 11/16", 1/2" tall, billet aluminum
Radius plates are available for Dragon
7985 Spacer, for 2 11/16", 1" tall, billet aluminum Claw and Monster manifolds
7876 Set of (4) single radius plates, any of the above sizes - outright purchase
7877 Set of (8) single radius plates, any of the above sizes - outright purchase
7878 Upgrade on purchase of NEW 4-cylinder manifold, replaces the cast
ramtube adapters and aluminum ramtubes with radius plates
7879 Upgrade on purchase of NEW V8 manifold, replaces the cast ramtube
adapters and aluminum ramtubes with radius plates
RADIUSED INLET PLATES FOR KINSLER BIG BLOCK MANIFOLDS
Fit all Kinsler big #7873 Radiused #7984 Spacer #7945 Spacer
block Chev manifolds: single inlet plate
Standard one-piece
rectangular port, three Air cleaner
piece Dart Big-Chief, adapters
Pontiac Pro-Stock, and installed
EPD. Has the same on Kinsler
4-bolt pattern and bore Pontiac Pro-
centers as the Kinsler big Stock
block Chev manifold. injection
Billet aluminum, .750” Ultra short style, bolts through radii manifold
overall height. with EFI for
7750 Individual 2.9" throttle bore size, 3.300" bore center to center street use
7751 Individual 3.0" throttle bore size, 3.300" bore c-c
RADIUS PLATES FOR AIR FILTERS
ON KINSLER BIG BLOCK CHEVROLET
7752 Individual 3.15" throttle bore size, 3.400" bore c-c INJECTION MANIFOLD
7754 Set of (4) radius plates, any of the above sizes - outright purchase Individual 2.9" throttle bore size, 3.300"
7756 bore center to center
Upgrade on purchase of NEW V8 manifold, replaces the cast ramtube
7755 adapters and aluminum ramtubes with radius plates Individual 3.0" throttle bore size, 3.300"
7757
bore c-c
SINGLE - Fits all of Kinsler big block 4-runner injection manifolds: Ford,
Chevrolet, and Olds. Individual 3.15" throttle bore size, 3.400"
7758 bore c-c
7766 Individual 2.9" throttle bore size Set of (4) radius plates, any of the above
7760
7767 Individual 3.0" throttle bore size sizes - outright purchase © 2019
Upgrade on purchase of NEW V8
7768 Individual 3.15" throttle bore size 7761 manifold, replaces the cast ramtube
Upgrade on purchase of NEW V8 manifold, replaces the cast ramtube adapters and aluminum ramtubes with
7770 radius plates
adapters and aluminum ramtubes with radius plates
59
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
THROTTLE SYNCHRONIZATION AT IDLE
DO THIS ONLY IF YOU CAN’T SYNCHRONIZE THE
THROTTLES USING THE UNI-SYN. See Pages #58-59
“HOW TO SETUP LINKAGE”
If the throttle plates are not synchronized at an idle, then some cylinders
will be rich or lean compared to others... these will NOT develop maximum
power as quickly as the other cylinders when the engine is brought to wide
open throttle. Sometimes at W.O.T. the problem clears up quickly, sometimes
NOT. A rich cylinder may take a fraction of a second to several seconds
to burn off the excess fuel and raise combustion chamber temperature. A
cylinder running lean at an idle is a prime candidate for serious engine
damage. When the engine is brought to wide open throttle, the overheated
spark plug may cause detonation.

SOLVING SYNCHRONIZATION PROBLEMS

Make sure the throttle plates are not installed upside down. They are
machined at an angle! (see THROTTLE PLATES on Page #52). Check the
intake manifold for gasket leaks; worn shaft bushings, shafts, plates, etc.

If no problems are found:

1) Disconnect the cross hex link bar and work on each side
of the injection unit separately.
2) Back off the throttle stop idle screws all the way, so the
throttle plates will contact the throttle bores. Loctite ® #271 must be applied to
3) Loosen or remove all the throttle plate screws. BE secure the throttle plate screws
VERY CAREFUL NOT TO DROP THEM INTO THE
ENGINE! Any New Kinsler manifold or manifolds
serviced by Kinsler have Loctited ® plate screws.
The screws may require heat to break the bond.
4) While holding the throttle shaft in closed position, tap the
shaft back and forth lightly to allow plates to center
themselves in the throttle bore and rotate plate in the
throttle bore till gaps are equal on both sides of the plate
at the location shown in Fig 1.
5) Install throttle plates and tighten screws using Loctite ® #271.

6) Do the same to the other side of the manifold.
7) Reconnect cross hex link bar. Adjust it so both sides
maintain the closed position.
8) Turn idle screws “in” to raise plates just off the throttle
bore. Depending on the engine displacement, throttle
size, and idle speed you want, the throttle plates will need
to be open about .002” to .008”. A small block Chev
will require about .003” - .004” Fig. 1
9) Check that both sides of the injection open at the
same rate. See How To Set Up Linkage on Pages #58-59.
UNDERSTANDING THE IDLE
Idle Speed is a balance of throttle plate opening and fuel rate. The
unit should idle near the desired RPM with the proper amount of
fuel. Never richen up the fuel rate to reduce the idle RPM; back
out the idle screw instead.
Mechanical fuel injection systems require a rich idle mixture for
optimum throttle response since they do not have an accelerator
pump. Any time the idle speed is adjusted, the fuel rate at idle may
need to be readjusted for best throttle response... set it so you get
the best response when you snap the throttles open with the vehicle
out of gear. Engines equipped with an automatic transmission
require richer mixtures “out of gear” to compensate for the load of
the transmission when “in gear”.

© 2019 Check synchronization

side to side using feeler gauges
60
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
UNI-SYN® THROTTLE
SYNCHRONIZER
TAKE THE GUESS WORK OUT OF SYNCHRONIZING
YOUR THROTTLES OR CARBS AT AN IDLE !
WHY YOU NEED A UNI-SYN
The Uni-Syn ® displays the relative air flow of one cylinder vs.
another at an idle. If the throttle plates are not synchronized at an
idle, they will not be synchronized at part throttle. This won’t be as
important to a drag racer who launches his vehicle from wide open
throttle as it is for oval track, road, or off-road racing where this can
mean the difference of who gets out of the corner first.

HOW THE UNIT WORKS

The Uni-Syn ® has a swiveling sight tube, so the unit can be used at
any angle. The sight tube must be vertical. Air flowing between the
flow control wheel and the housing creates a depression (vacuum),
which pulls the float up the tapered sight tube. Rotating the wheel #6002
clockwise lowers it in the housing’s tapered bore. This increases the
vacuum signal, which raises the float in the sight tube.

Reasonable synchronization is if all the flow

checks are within 3/4”, the distance between
any two lines on the sight tube.
R
6002 Uni-Syn throttle synchronizer, 2 3/4" dia. foam lined base
Adapter biscuit for #6002, foam disk with self-adhesive
5995 backing, 1/2" thick x 3 1/2" O.D. for larger ramtubes
Adapter plate for #6002, aluminum plate with foam, fits
6001 ramtube bell up to 5 1/8" outside diameter
HOW TO USE
THE UNI-SYN
Make sure there
is good seal
between the
Uni-Syn and
the ramtube.
On Manifolds
WITHOUT
Kinsler Spring-
Screw Linkage:
With the engine idling, place the Uni-Syn over the top of one ramtube on the left
side of the engine, while keeping the sight tube vertical. Adjust the flow control
wheel in the center of Uni-Syn until the float is halfway up the sight tube. Check
the rest of the cylinders on the left side of the engine to get an average reading.
Now check the cylinders on the right side and adjust the cross hex link until the
average readings are the same on both sides. If you are unable to achieve similar
average readings, see section on MANIFOLD INSTALLATION AND SETUP on
Page #50.
On Manifolds WITH Kinsler Spring-Screw Linkage:
Synchronize the front and rear throttles on the left side of the engine using screw
“L”. Now synchronize the front and rear throttles on the right by using screw “R”.
Now synchronize the left side to the right side by adjusting the cross hex link.
Kinsler’s spring-screw linkage can be
installed on most injection manifolds, see section on KINSLER
BILLET SPRING-SCREW UNIVERSAL THROTTLE SHAFT
LINKS on Pages #60-61.
© 2019
61
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
HOW TO SET UP LINKAGE
THROTTLE SHAFT TRAVEL
Since most throttle plates have a 14o seat angle, they only have to rotate
76o to be 90o to the throttle bore, which is wide open throttle.
THE SAFEST LINKAGE
The safest linkage is one in which the driven arm makes a 90o angle to the
hex link at half travel, so the total travel is split evenly to both sides of
the 90o point... 38o to each side. This keeps well away from having the
driven arm go to an over-center position... see “CAUTION” on “Uneven
Four Bar Linkage”, Page #59.
FOUR BAR LINKAGE
Four Bar Linkage is called “Four Bar”, because it consists of four bars.
Looking at Fig 1 : One bar is “Arm A”, the second is “Arm B”, the third
is the “Hex Link”. The fourth is whatever holds the two shafts in place; a
manifold casting, a bracket, etc. All the bars may be different lengths.

PARALLEL FOUR BAR LINKAGE

Parallel four bar linkage is when the hex link is made the same
center-to-center (c-c) distance as the two shafts, and the c-c of “Arm
A” is equal to “Arm B”. As the arms rotate they will remain parallel to
each other, and the Hex Link will remain parallel to the Base Line. The
significance is that “Shaft A” will move the same number of degrees as
“Shaft B” at every point, which is needed when linking the shafts on the
left and right side of the manifold, see Fig 1.
PART THROTTLE AIR FLOW
When using Parallel Linkage, the throttle shafts both rotate in the same
direction, so the lower edges of all the throttle plates slope to the right
or to the left. At part throttle this will direct the air differently to the
ports on the right side of the engine versus the left. Some racers claim
this gives rough part throttle operation. At wide open throttle the throttle Throttle plates that rotate the same direction,
plates are all straight open, so it won’t affect full power. use parallel linkage

OVER-UNDER LINKAGE
Very difficult to set up properly. Over-Under linkage counter-rotates
the throttle shafts allowing the throttle plates to be installed with the
lower edge of each throttle plate out toward the valve cover. This will
direct the air the same to every port as the throttles are opened. While
the geometry can be set satisfactory, it is never exact (see table in Fig
2), and if the arms are loosened, it is difficult to get them back as they
were... their initial angles are critical. Every shaft c-c distance and arm
length combination requires different initial arm angles.

JACKSHAFT LINKAGE... BECOMING MUCH MORE POPULAR Throttle plates that are opposite rotation,
This is much more desireable than the over-under linkage, as it is often use over-under linkage
much easier to set up and gives each shaft the exact same rotation.
See Page #59, 65.
CENTER BELLCRANK LINKAGE
This also gives even shaft rotation, but there is not often enough room
to fit it in. See Page #64.
DRAWING LINKAGE
Measure the c-c of the two shafts to be connected. Though one shaft
may be higher than the other, for convenience draw the shafts as
horizontal. Draw a dashed Base Line and put the shaft centers on
it. Draw an arc with the c-c of Arm-A. Draw another with the
c-c of Arm-B. Draw lines from the center of the shafts to represent
the initial trial position of the arms. The distance between these two
points on the arcs is the length of the Hex-Link. Set the compass at
this distance. Mark off 10o increments along arc-A. Set the point of
the compass on each of these and make a mark on arc-B for each.
Example: see the 40o and 40.5o marks in Fig 2. Measuring the
angles of the marks on arc-B allows a table to be made of the relative
movements. If the numbers are not satisfactory, try other arm settings
and/or Hex Link length. o
See “Shaft Rotation Ratio” on Page #59. DRIVER 0 10 20 30 40 50 60 70 76
© 2019
o
DRIVEN 0 10.3 20.5 30.3 40.5 50.8 61.0 70.8 76.0
62
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
HOW TO SET UP LINKAGE
UNEVEN FOUR BAR LINKAGE
This linkage setup helps make a manifold
or blower hat with very large throttles much
more driveable for road racing or the street.
Using the linkage in Fig 3, the first 30o of
pedal travel only moves the plates 15o. The
geometry reverses as it approaches wide open
throttle, so at 80o of pedal travel the plates
have rotated the required 76o.
Caution - The throttle spring must be on the
driver shaft. Shaft-A can’t be the driven
arm as it comes too close to over-center, the
condition where the centerline of the hex link
goes past the centerline of the driven arm...
then the linkage can’t be pulled back.

SHAFT ROTATION RATIO

The shaft rotation ratio at any instant is determined by the ratio of the lengths of the perpendiculars to the Hex Link that pass through each
shaft center. Example: In Fig 3, PB (1.10”) divided by PA (.250”) indicates 4.4o rotation of Shaft A to 1o for Shaft B in this position.

THROTTLE STOP
Fuel injection throttle stops, shafts, etc.,
are not made to take all the force that
can be exerted with the driver’s foot
at full throttle. A pedal stop should be
made, set at approximately 1/16” under
the throttle pedal at lightly loaded full
opening, to absorb excess force.

THROTTLE LINKAGE
ATTACHMENT
The throttle linkage must be attached
to the manifold at a point where it will
pull directly against a throttle stop
at full throttle. Avoid attaching the
linkage where the full throttle force
would go through a throttle shaft to CORRECT !!! INCORRECT !!!
get to the stop, as this could easily Pulling arm installed Pulling arm on the oppisite end of the
twist the shaft. next to throttle stop manifold from the throttle stop

For TOE STRAP

Make a sturdy strap for the
throttle pedal that passes
TOE KILL SWITCH
Mount a spring loaded push-in
ignition kill switch where the toe
CLEARANCE FOR LINKAGE
No one ever got hurt because they
had too much clearance! Consider
over the top of the driver’s strap will contact it if the driver’s
Safety...
the engine’s shifted position due to
foot so if the linkage sticks, foot is pulled way back. Check it severe torque and vibration. Also
he can pull it back. every time the vehicle is raced! consider body panel flexing.

JACKSHAFT LINKAGE
Counter-rotates the throttle shafts allowing the throttle plates to be installed
with the lower edge of each throttle plate out toward the valve cover. This
will direct the air the same to every port as the throttles are opened.

Easy to set up and gives each shaft the exact same rotation.
See Page #58, 65.

© 2019
63
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
KINSLER SPRING-SCREW UNIVERSAL
THROTTLE SHAFT LINKS PATENTED
Available on most Kinsler manifolds. Can be installed on most other manufacturer’s
manifolds and special made units.
The Spring-Screw link with it’s unique patented design acts as a combination
slip and universal joint. It also has a screw for torsionally phasing
the shafts and a spring to keep any looseness out of the joint.
The bolt-on design allows ease of installation on an existing unit without having to
disassemble the manifold. The adjusting screw allows synchronization of the front
cylinders to the rear ones for smoother engine idling. 2024 aluminum, anodized
blue; hard coated where the screw and rivet contact the tab for additional wear
protection.

Made in “right” hand and “left” hand so that they can always be installed with the
screw facing outwards for ease of adjustment, yet have the torque from the “driving” #4897
shaft pushing directly against the screw rather than the spring in the adjuster assem-
bly.... this way the action is always positive. If pushed against the spring, a heavy load
could compress it.

Left hand Right hand

#4881 #4887 #4883 #4888 #4884 #4894 #4898 #4893 #4897 #4891

4880 5/16", left hand, no arm 4890 5/16", right hand, no arm
4881 3/8", left hand, no arm 4891 3/8", right hand, no arm
4886 5/16", left hand, 1.430" C-C arm 4896 5/16", right hand, 1.430" C-C arm
4887 3/8", left hand, 1.430" C-C arm 4897 3/8", right hand, 1.430" C-C arm
4888 3/8", left hand, 1.430" C-C arm on opposite end 4898 3/8", right hand, 1.430" C-C arm on opposite end
4882 5/16", left hand, 1.750" C-C arm 4892 5/16", right hand, 1.750" C-C arm
4883 3/8", left hand, 1.750" C-C arm © 2019 4893 3/8", right hand, 1.750" C-C arm
4884 3/8", left hand, 1.750" C-C arm on opposite end 4894 3/8", right hand, 1.750" C-C arm on opposite end

NEED
MINIMUM
1.100”

OF .900”
CENTER-LINE
GAP IN
OF MANIFOLD
.500”

THROTTLE FOR LINK

SHAFT
TO FIT
MINIMUM
.900”
Installation on Hilborn Chevrolet manifold Determine style of link required
1. Cut the shaft without 2. Bolt-on Kinsler and check for proper clearance
disassembling manifold spring-screw linkage
64
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
KINSLER SPRING-SCREW UNIVERSAL
THROTTLE SHAFT LINKS How these links can help YOU !
- CONTINUED - A manifold having a one piece throttle shaft
going all the way through it can experience
throttle sticking because :
1) Though a manifold may look quite rigid, it
flexes when bolted down.
2) The throttle shaft is steel and the manifold is
magnesium or aluminum. As the manifold
heats or cools, it grows longer or shorter than
the shaft, so the edges of the throttle plates are
pushed into the sides of the throttle bores.
This causes drag and greatly increases wear
into the sides of the throttle bores.
3) Due to production tolerances, we find that in
most brands of manifolds the throttle shaft
bore in the front runners rarely lines up
exactly with the one in the rear runners.... this
puts the throttle shaft in a bind.
4) If the throttle shaft has a slight twist in it, the
front throttle plates are open slightly more
than the rear ones. Without the Spring-Screw
link there is no way to correct it.
GAP BETWEEN
SHAFTS .050 TO .100 Our combination slip and universal spring-screw
links fix all of these problems.

Installed on Kinsler Ford manifold

On Crower Chev manifold On Kiekhaefer Chev manifold

Installed on Kinsler Ford manifold

© 2019
65
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
THROTTLE ARMS 1 PIECE ARMS
Kinsler throttle arms are light weight, but super strong billet
2024-T4 aluminum. 10-32 Grade 8 socket head cap screws.
Blue anodized. Custom color anodizing available; please
call. #5493

SIDE CUT ARMS

#5491

#5572
5490 5/16" shaft, 1.430" C-C
5491 3/8" shaft, 1.430" C-C
5492 5/16" shaft, 1.750" C-C
5493 3/8" shaft, 1.750" C-C #5490 installed on barrel valve
5570 5/16" shaft, 1.0" C-C
#5585 #5579 #5584 5572 3/8" shaft, 1.0" C-C
RELIEVED SURFACE
#5589 #5588 IDLE/STOP ARM
5576 3/8" shaft, .163" thick center, 1.430" C-C For additional rod end rotation
while retaining full thickness
5582 5/16" shaft, .200" thick right side, 1.430" C-C for bolt threads.
5583 5/16" shaft, .200" thick left side, 1.430" C-C
5584 3/8" shaft, .200" thick right side, 1.430" C-C
5585 3/8" shaft, .200" thick left side, 1.430" C-C
5586 5/16" shaft, .200" thick right side, 1.750" C-C
5587 5/16" shaft, .200" thick left side, 1.750" C-C
5588 3/8" shaft, .200" thick right side, 1.750" C-C
5589 3/8" shaft, .200" thick left side, 1.750" C-C
5556 5/16” shaft, 1.430” C-C
5557 3/8” shaft, 1.430” C-C
2 PIECE ARMS 5558 5/16” shaft, 1.750” C-C
Kinsler split style 2 piece arms are useful 5559 3/8” shaft, 1.750” C-C
anywhere, especially when an arm or stop needs to
be put in the center of a manifold. Throttle shafts
do not have to be removed for 5555 2 pc., 3/8" shaft, includes
stainless socket head adjusting
installation. screws with jam nuts

CABLE ACTIVATED ARMS

Machined to accept barrel
type cable end. Mostly
used on motorcycles.
#5520
#5528
#5579 #5647
5520 5/16" single, 1.180-2.180" C-C
5521 3/8" single, 1.180"-2.180" C-C #5575
5522 1/2" single, 1.180"-2.180" C-C 5571 5/16" shaft, 1.0" C-C
5528 3/8" single, .750" C-C 5573 3/8" shaft, 1.0" C-C
5579 5/16" double, 1.180"-2.180" C-C 5574 5/16" shaft, 1.430" C-C Close-up
5580 3/8" double, 1.180"-2.180" C-C 5575 3/8" shaft, 1.430" C-C of cable
5581 1/2" double, 1.180"-2.180" C-C 5647 5/16" shaft, dual cable wheel, end detial
.625" C-C, 1.600" O.D.
© 2020 5648 3/8" shaft, dual cable wheel,
66 .625" C-C, 1.600" O.D.

Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ARMS AND STOPS STOP BOSSES
ONE-PIECE STOPS
Billet 2024-T4
Billet 2024-T351 aluminum, blue aluminum, uses
anodized, uses 10-32 grade 8 10-32 grade 8
socket head cap screw for posi- socket head cap.500” .600”
tive clamping and stainless steel screw
adjusting screw with jam nut. for mounting.
Drilled for Kinsler safety return #5496 5507-S 5507-L
spring.
#5497 stop with safety 5507-S Stop boss, short style
5496 5/16" shaft
return spring and boss 5507-L Stop boss, long style
5497 3/8" shaft PROGRESSIVE LINKAGE BAR
5599 3/8" shaft,
ear type #5599

SAFETY RETURN SPRINGS #5567

#5566
5566 Stainless steel, for Kinsler standard series four barrel
Left Hand Rotation Right Hand Rotation throttle body. For throttle shafts on 1.935" C-C with
a 1.430" C-C driver arm and a .750 C-C driven arm
7713-R Standard tension, right hand rotation
5567 Stainless steel, for Kinsler high flow series four barrel
7713-L Standard tension, left hand rotation throttle body. For throttle shafts on 2.750" C-C with
7715-R Light tension, right hand rotation a 1.430" C-C driver arm and a .750" C-C driven arm
7715-L Light tension, left hand rotation
SAFETY RETURN SPRING TENSIONER
5577 5/16" shaft, safety returrn spring tensioner
5598 3/8" shaft, safety return spring tensioner
5598-E 3/8" shaft, safety return spring tensioner
with stop ear #5598
#5598-E
H-TYPE LINKAGE
5592 5/16" shaft, 1.180" C-C
5593 3/8" shaft, 1.180" C-C
5498 5/16" shaft, #5567
5499 3/8" shaft,
#5593
E-TYPE LINKAGE #5499
#5493 #5528
TWO-PIECE STOPS
Billet 2024-T351 aluminum, blue anodized, uses 10-32
grade 8 socket head cap screw for positive clamping and
stainless steel adjusting screw with jam nut.

#5495
#5518 #5508 #5529
#5504
5494 5/16"
5/16" serrated shaft, 1.28"
1.28" C-C
C-C
5508 3/8"
3/8" serrated
serratedshaft,
shaft,1.28"
1.28"C-C
C-C #5524 #5527
5495 5/16"
5/16" serrated shaft, 1.28"
1.28" && 1.71"
1.71" C-C
C-C
5517 5/16"
5/16" serrated shaft, 1.30",
1.30", 1.71"
1.71" xx 1.31"
1.31" C-C
C-C 5523 5/16" shaft
5518 3/8"
3/8" serrated
serratedshaft,
shaft,1.30",
1.30",1.71",
1.71" xx 1.31"
1.31" C-C
C-C 5524 3/8" shaft
5519 7/16"
7/16" serrated shaft, 1.30",
1.31", 1.71"
1.71" xx 1.31"
1.31" C-C
C-C 5525 1/2" shaft
5500 5/16" serrated shaft, bronze 5526 Idle/stop arm, 5/16" shaft, adjustable Wide Open © 2019
Throttle (W.O.T.) screw and thumb screw for idle setting
5504 3/8" serrated shaft, bronze
5527 Idle/stop arm, 3/8" shaft, adjustable W.O.T. screw and
5505 7/16" serrated shaft, bronze thumb screw for idle setting
5529 Thumb adjusting screw, 10-32 thread
67
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
BELLCRANK BEARINGS AND ARMS
ARMS FOR BELLCRANK BEARING

BELLCRANK BEARING
Aircraft quality
sealed ball bearing.
Twelve #6 holes
(.135” dia.) at 30o
increments. Two
center hole sizes,
each with a different
bolt #5486
circle diameter.

#5443 #5444 #5442

Center-To-Center using: #5469 (1/4") #5485 (5/16") Blue anodized 2024
5486 1.395" 1.430" aluminum. Includes
5469 1/4" I.D. shaft hole, 1.625" overall
mounting bolts and
5443 2.090" 2.125" elastic locknuts.
diameter with 1.315" bolt circle
5444 2.265" 2.300" The center-to-center
5485 5/16" I.D. shaft hole, 1.690" overall measurement is from
diameter with 1.380" bolt circle 5442 1.155" 1.185"
Five 1.400" 1.430" the center of the bell
Hole 1.650" 1.680" crank bearing hole
Arm 1.900" 1.930" to the center of hole
2.130" 2.160" in arm.

On
Kinsler
small
block
Chev

SHAFT MATERIAL
Precision ground and polished.
Center bellcrank linkage on small Sold per inch.
block Chevrolet cross-ram manifold DIAMETER MATERIAL
90 DEGREE ANGLE LINKAGE DRIVE 4760 5/16" (.312") Stress proof steel
4761 3/8" (.375") Stress proof steel
5452 5/16" (.312") 303 stainless steel
5453 3/8" (.375") 303 stainless steel
Arms and #5487
hex link
assemblies PILLOW BLOCKS Billet aluminum
sold For
seperately stop
boss

5487 Aluminum housing, sealed ball bearings,

3/8" dia. counter-rotating shafts, 1:1 ratio

#5487
#5595 #5594 #5633 #5632
5595 5/16" I.D. spherical brg. .650" base to brg. ctr. .750" C-C #10 mount holes 1.120" width
5596 3/8" I.D. spherical brg. .650" base to brg. ctr. .750" C-C #10 mount holes 1.120" width
5594 3/8" I.D. ball brg. .650" base to brg. ctr. .750" C-C #10 mount holes 1.120" width
5635 5/16" I.D. spherical brg. .650" base to brg. ctr. .760" C-C #10 mount holes 1.120" width
5633 3/8" I.D. spherical brg. .650" base to brg. ctr. .760" C-C #10 mount holes 1.120" width
5634 5/16" I.D. spherical brg. 1.650" base to brg. ctr. .880" and 1.200" C-C #10 mount holes 1.650" width
© 2019 5632 3/8" I.D. spherical brg. 1.650" base to brg. ctr. .880" and 1.200" C-C #10 mount holes 1.650" width
68
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
JACKSHAFT LINKAGE Used by top
engine builders
Counter-rotates the throttle shafts
allowing the throttle plates to be
installed with the lower edge of
each throttle plate out toward the
valve cover. This will direct the air the
same to every port as the
throttles are

V
opened. Phosphorous bronze race
with polished steel ball in
Easy to set up pillow blocks.
and gives each
shaft the exact
same rotation.
See Page
#58, 65.
Jackshaft Linkage
kit for Kinsler
Dragon Claw
Small Block Chev
Jackshaft linkage kit installed
on Dragon Claw manifold

Kits include:
Jackshaft Linkage kit for

2- mounting pedistals, billet aluminum
with spherical ball bearings
Kinsler traditional and

2- throttle arms, one piece
2- hex link assemblies with rod ends and hardware
Hilborn Small Block

1- throttle stop with stop boss
1- throttle arm, two piece, multi-hole
Chevrolet and Mopar 1- cross shaft, stainless steel, titanium is available

Jackshaft installed on Kinsler traditional © 2019 Jackshaft installed on Hilborn small

small block Chevrolet manifold block Chevrolet manifold
69
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
CABLES & ACCESSORIES 6” minimum bend radius
Excellent for actuating fuel injection 50 lb max. pull load
manifolds or throttle bodies, carburetors,
or shut off valves.
40 lb max. push load

CABLE BRACKETS
THROTTLE5530 CABLES Easy cable mounting SHUT OFF CABLES
1 1/2 feet
Heavy duty, push-pull,
5531 10-32 male
2 feet to any flat surface. Heavy duty, push-pull, 1/4-20 thread
thread on both ends; uses female for knob, 7/16-20 bulkhead with jam
rod ends, clevises,5532
or quick2release
1/2 feet 5401 10-32
nut for panel mounting. 1 1/2male
feet
5533
ball pivot. 3 feet #5437 thread on working5402
end; uses female
2 feet
5534 3 1/2 feet rod end, clevis, or 5403
quick release ball
2 1/2 feet
Sealed on both
5535ends.4 feet pivot.
5404 3 feet
5536 4 1/2 feet 5405 ends.
3 1/2 feet
Cables are measured tip to tip. Sealed on both
5537 5 feet 5406 4 feet
Cable travel5538 5 1/2 feet
is approx. Includes T-handle
5407 knob.
4 1/2 feet
3.25” to 5539
3.50”. 6 feet 5408 5 feet
5540 6 1/2 feet Cables are measured
5409 tip 5to1/2
tip.feet
5541 7 feet 5410 6 feet
Cable travel is approx.
5530 1 1/2 feet 5542 7 1/2 feet #5436 #5435 3.25” to5411
3.50”. 6 1/2 feet
5531 2 feet 5543 8 feet 5412 7 feet
5532 2 1/2 feet 5544 8 1/2 feet 5435 Single, quick release, 5401 1 1/2 feet 5413 7 1/2 feet
stainless steel
5533 3 feet 5545 9 feet 5402 2 feet 5414 8 feet
5428 Dual, quick release,
5534 3 1/2 feet 5546 9 1/2 feet stainless steel 5403 2 1/2 feet 5415 8 1/2 feet
5535 4 feet 5547 10 feet 5404 3 feet 5416 9 feet
5436 Bolt down type,
5536 4 1/2 feet 5548 10 1/2 feet cadmium plated steel 5405 3 1/2 feet 5417 9 1/2 feet
5537 5 feet 5549 11 feet 5437 U-type, multiple mounting 5406 4 feet 5418 10 feet
5538 5 1/2 feet 5550 11 1/2 feet holes, aluminum 5419 10 1/2 feet
5407 4 1/2 feet
5539 6 feet 5551 12 feet 5408 5 feet 5420 11 feet
5540 6 1/2 feet 5552 12 1/2 feet 5409 5 1/2 feet 5421 11 1/2 feet
5541 7 feet 5553 13 feet 5410 6 feet 5422 12 feet
5542 7 1/2 feet 5411 6 1/2 feet 5423 12 1/2 feet
5543 8 feet 5412 7 feet 5424 13 feet
5544 8 1/2 feet 5413 7 1/2 feet
5545 9 feet 5414 8 feet
5546 9 1/2 feet 5415 8 1/2 feet
5547 10 feet
CABLE HANDLES 5416 9 feet BALL PIVOTS
5548 10 1/2 feet 5417 9Quick
1/2 feetrelease, includes jam
Available
11 feetfor 1/4-28 and 10-32 thread,
5549
round or t-type. 5418 10 feet nut for stud.
5550 11 1/2 feet 5419 10 1/2 feet
5551 12 feet 5420 11 feet
5552 12 1/2 feet 5421 11 1/2 feet
5553 13 feet CLEVISES
5422 12 feet
5423 12 1/2 feet
5424 13 feet
#5429 #5439
#5445 #5446
5429 Round, 10-32 female thread, not printed 5445 10-32 right hand female
5439 T-type, 10-32 female thread, printed 'Shut-Off' 5446 10-32 right hand male
5440 T-type, 1/4-20 female thread, printed 'Shut-Off' 5447 1/4-28 right hand female
5441 Round, 1/4-20 female thread, not printed 5448 1/4-28 right hand male 5430 10-32 female x 10-32 male stud
5450 5/16-24 right hand female 5431 10-32 female x 1/4-28 male stud
© 2019 5451 5/16-24 right hand male 5433 1/4-28 female x 1/4-28 male stud

70
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ROD ENDS AND SPACERS Shown close to actual size

#5455

#5458
#5461
#3802

#3806

#3810

#3814

#5456 #5459 #5462 #3803 #3807 #3811 #3815

5455 10-32 right hand female 3802 3/8-24 right hand female
5456 10-32 right hand male 3803 3/8-24 right hand male
5456-S 10-32 right hand male, 3804 3/8-24 left hand male
for use with hex bars 3805 3/8-24 left hand female
shorter than 1 1/2"
3806 7/16-20 right hand female
5457 10-32 left hand male
3807 7/16-20 right hand male
5457-S 10-32 left hand male,
for use with hex bars 3808 7/16-20 left hand male
shorter than 1 1/2" 3809 7/16-20 left hand female
5458 1/4-28 right hand female 3810 1/2-20 right hand female
#5457-S Rod end
5459 1/4-28 right hand male 3811 1/2-20 right hand male for use with spacer
5460 1/4-28 left hand male 3812 1/2-20 left hand male with hex installed on
3800 1/4-28 left hand female 3813 1/2-20 left hand female bars Rod end spacers 1 piece arm
5461 5/16-24 right hand female 3814 5/8-18 right hand female shorter
than 5465 Spacer, aluminum, #10 through hole, specify length
5462 5/16-24 right hand male 3815 5/8-18 right hand male .100” to .700”; available in .050” increments
1 1/2”
5463 5/16-24 left hand male
3801 5/16-24 left hand female 3/8” hex with 10-32 right and left hand threads. Stocked in 1/4” increments from
3802 3/8-24 right hand female
HEX BARS
1” to 12”. 2011 aluminum. Also available unmachined; sold per inch.
3803 3/8-24 right hand male 10-32 rod ends add 1 1/2” total to the overall length. © 2019
Hex bars shorter than 1 1/2” require #5456-S and #5457-S rod ends.
5454 3/8" hex material, not machined, sold per foot
5480 10-32 R & L hand female thread, 1" to 5" every 1/4"
5481 10-32 R & L hand female thread, 5 1/4" to 7" every 1/4"
5482 10-32 R & L hand female thread, 7 1/4" to 9" every 1/4" Groove indicates left
5483 10-32 R & L hand female thread, 9 1/4" to 12" every 1/4" .750” (3/4”) hand thread end .750”
71
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
A BRIEF HISTORY OF FUEL INJECTION
CARBS TO CONSTANT FLOW, TO LUCAS MECHANICAL, AND FINALLY ELECTRONIC
CARBS TO CONSTANT FLOW
Back in the fifties it was either carbs or constant flow fuel injection. The basic cost for an out of the box carb was quite cheap compared to
injection. However, to get the mixture distribution right with the carb took a pretty smart person a lot of time, as both the air distribution
and the fuel distribution were tough to get right, and they changed with engine RPM and load. A really good running set of carbs would
wind up costing a lot more than the injection, and even then carbs did poorly with combinations of both straightaway acceleration and
cornering as the floats and bowls hadn’t been developed far enough. Even today’s carbs don’t handle boating through rough waters well,
as it’s impossible to meter the fuel if it’s bouncing off the top of the float bowl. Don’t get us wrong - we’re not knocking carbs, as tens of
millions of them have done an admirable job for many years when used on the application they were designed for.

If you bought a good set of individual runner injection, the air distribu-
tion was just about perfect right out of the box, since all of the runners
were cast the same and had a radiused bell at each entrance. If your
unit had a properly matched set of nozzles the fuel distribution had to be
good, since there was one nozzle in each runner. Other advantages of
the injection was that you could change the fuel mixture quickly by just
changing one jet (even
from the dashboard while driving), and you could run alcohol and nitro.
There were no carbs at the time that did a good job with these fuels.

Most of the early injection was of the constant flow design,

which to this day is the most rugged and dependable system. The
basic fuel metering is done by sensing throttle angle and engine Walt Kolodziej’s ‘Blue Meanie’ small
speed. The throttle rotates a spool with a tapered ramp inside a block Chev with Kinsler injection
metering block; it has a samll opening to the nozzles at an idle,
which gets larger as the throttles are opened. Engine speed is sensed by using a positive displacement pump driven by the engine, so when
the engine speed doubles, the output of the pump doubles. This system has always worked well for drag racing, where the fuel can easily
be kept cool. In round track or road racing, the fuel gets hotter the longer you run, both from the track heat and the warm fuel returning
to the tank. Because the light ends in gasoline boil at about room temperature, or even lower if you have any vacuum at the inlet of the
pump caused by a restriction in the inlet line from the tank, the fuel pump doesn’t draw in all the fuel it should, which causes a lean condi-
tion. The car will run just fine early in the race, but after a while it gets “lazy”.... the power and reaponse fall off and you may even burn a
piston. The solution is to pressurize the pump inlet line so the fuel can’t boil. Our vapor separator tank is the heart of an excellent off-the-
shelf system that can take care of this. A nice feature of the constant flow system is that you can tailor bumps and dips into the fuel curve
using special metering pieces that we have available. While alcohol doesn’t boil as easily as gasoline, it still requires a carefully plumbed
inlet line to the pump to prevent lean-out.
LUCAS MECHANICAL
In the early sixties both Lucas and Bosch mechanical timed injection became
popular because of several nice features because they use the stroke of a piston
to precisely meter the fuel. The fact that they are timed allows you to inject
the fuel at just the right instant to avoid letting any go through during valve
overlap, thus giving better potential fuel economy. These systems also meter
the fuel well during engine starting and idle which prevents washing off the
upper cylinder lube. The nozzles are of a valve-and-seat design, so there is no
dripping of the fuel into the engine on shutdown, even without a fuel shut-off
valve. The throttle response is very crisp, as you get the new fuel rate within
two revolutions of the engine after moving the throttle pedal. Finally, the out-
put of the pump is not a basic part of the metering system, so if the pump were
to cavitate say 10%, it would have no effect on the mixture at all. All of these
features make this system very popular for road race cars.

A drawback of both the Lucas and Bosch is that to get more than a simple
straight line fuel curve you have to make a complex three dimensional fuel
cam. Even today, an engine with a Lucas or Bosch mechanical system with
the simple straight line fuel curve runs quite well, because the internal com-
bustion engine is so beautifully forgiving... it puts out almost full power from
about three percent lean to about six percent rich. 1963 Maserati Mistral Lucas me-
chanical fuel metering system
ON TO ELECTRONIC
In the late sixties various auto companies started serious electronic fuel injection (EFI) programs for better economy, driveability, and
emissions. What needed to be done was obvious, but the progress was slow because of the difficulty of developing good low cost injectors
and electronic bits. The exciting thing about using electronics is that you can look at as many inputs as you want to for very little money.
Why? With any mechanical device, either carbs or injection, it is quite cumbersome and expensive to sum more than a few inputs. With
electronics it is easy and cheap to sum as many as you want. So while only throttle angle or intake vacuum combined with engine speed
had been used in most mechanical systems, now you could sense air, water, oil, and fuel temperature, barometer, rate of throttle opening,
etc. With computing ability, it became easy to have complex maps of fuel mixture vs. RPM for various throttle angles, acceleration
enrichment, controlled enrichment from cold starting to hot running, etc. Bosch was the clear leader in the early EFI work, introducing the
system on the 1967 Volkswagen. © 2019
72
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
A BRIEF HISTORY OF FUEL INJECTION
In the early seventies, EFI became more popular on passenger cars. It was very expensive compared to carbs, as the carbs had been
developed for many years to do a reasonable job while being mass produced using die castings. Just a couple of the EFI injectors cost
as much as a carburetor. A V8 has as many as eight injectors, a complicated fuel rail, various sensors, and a complex wiring harness
and electronic control unit (ECU). So why did they go to the EFI? It was a combination of political pressure due to fleet economy and
emission requirements, image, startability, driveability, and the hopes that volume use and further research would lower the cost, which it
certainly has.
In the early eighties the first race ECU’s appeared in the speed
industry. They were quite basic, expensive, and tedious to program.
Various sports cars tinkered with the EFI, and a Formula Vee series First Zytek ‘white’
ran exclusively with it. A lot of this equipment was initially sup- ECU; 1984.
plied by Bosch, with advancements being made by other companies
that produced racing-only boxes. Used an EPROM
Because of its ability to handle a very complex engine fuel map chip that had to be
with ease, EFI was literally snatched up by the F-1 cars in the mid- ‘burned’ outside of
eighties for their turbo motors. While the output of these engines
at about 750 horsepower from 92 cubic inches on gasoline looked the ECU with hexi-
impressive to most of the world in 1983, the developers knew that decimal code, then
they were making tremendous compromises to stay safe with the installed in the
limitations of their mechanical systems. Within just a few years af-
ter introducing EFI, some F-1 engines were dynoing at nearly 1,250 unit. It did have
horsepower or 13.5 horsepower per cube!! They ran about 1,000 the luxury of hav-
horsepower on the track for qualifying and dropped back further for
the actual race. Any skepticism about the ability of EFI to run with ing trim knobs for
massive ignition interference, heat, or vibration was silenced. some field
adjusting.
By the end of the eighties there were more than a dozen companies
making aftermarket and racing electronic control systems; several
of them being quite reputable with good solid products. The popular use of the systems was on road race, Indy cars, offshore race boats
and high performance street machines, all these having rather complex fuel requirements. Today, drag racing is seeing limited use of EFI,
both because of rule restrictions, and the relatively simple fuel requirements (wide open throttle only) for most type of engines operating
on the drag strip... constant flow metering still works quite well there.
The control boxes now available for racing range from basic ones at $1,500-$3,000 with programming software, to extremely complex
systems that sense everything you can think of at $5,500-$15,000 with
programming aids and software that are very user friendly and will run
on laptop computers. Add to all this the cost of injectors at $40-100
each for common types, wiring harness at $300 for the street type to
$1,500 for a good race harness, to $4,000 for super quality F-1 type
harnesses. Fuel rails are $200 for the basic ones, $400 for high flow
aluminum, to $800 for custom built stainless steel. Add a manifold,
fuel pump, filter, pressure relief valve, etc. and you go from a com-
plete system for high performance street use at about $4,500, serious
on-track system at $7,000 to the most sophisticated at $11,000 to
$21,000 including engineering time.

Electronics surround us everywhere we go, and they are in the

automotive world to stay. EFI applied to the correct applications in
racing can actually save money. A supercharged or turbocharged
drag race engine costs from twenty to fifty thousand dollars. It can be
destroyed in an instant if it isn’t fueled properly. Most of the present
mechanical fuel systems are a compromise on these engines. EFI
allows complete mapping of the engine, Indy 500 winner, Treadway Racing’s car driven by
suppling the correct amount of fuel at every possible condition. Arie Luyendyk using Kinsler manifold, filters, p.r. valve
Programmed meticulously, reliability will be gained using EFI.
Racing has been an innovative and progressive sport. Considering that Buick was 100% EFI in the mid-80s, it only makes sense
that there should be at least a couple of competition classes where the creative racer can dabble with the latest technology.
There are a lot of systems and components available now and the cost has come down to an affordable range. EFI has arrived to stay !
So where does all this put us? Electronic fuel injection is becoming more advanced and sophisticated, so selecting the features needed for
an application can be confusing. Kinsler Fuel Injection can help you work through the choices to find the right
components for your project.
We decided not to make our own electronic control because there are excellent ones available. We carry most brands of E.C.U.s and
components, and make complete systems for any application. We have technicians who are glad to advise you on what to use for your
application. They are happy to assist you no matter what mix of brands you plan on using, or what you may already have. Give us a call!

© 2019
73
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
COMPARISON OF RACING
FUEL INJECTION SYSTEMS
Constant Flow Lucas Mechanical Electronic
Complete race metering system cost $2,500.00 - $15,000.00 plus cost of
with pumps but without manifold $1,500.00 $7,500.00 laptop computer to run it

Very good with electronics properly

Dependability Excellent Excellent selected for the intended application

Ability to calibrate to exact engine Very excellent

requirement Fair to Good Poor to fair + Programmed ignition

2 - 12 Hours, but varies dramatically

Time to calibrate on dynomometer 1 - 4 Hours 1 - 2 Hours according to features and user aids

Ability to run methanol and/or Fair - requires constant maintenence

nitromethane fuels Excellent Poor or not able High risk of long term component
failure

Self adjusting to atmospheric On production car

conditions No models Yes

Poor; little or no
Does unit control metering during atomization during Very good Excellent
starting cranking

Ease of starting Fair Very good Excellent

Ability to set clean idle yet have

good throttle response Poor Fair Excellent

Meter by pressure Atomization only; no Meter by pressure drop across 'orifice'

Function of nozzles/injectors drop across orifice metering function plus electronically controlled duty cycle

Poor -- to -- Good
Nozzle/injector atomization quality (low RPM) to (high Excellent Excellent
RPM)

Poor; very poor if

Tendency for nozzles/injectors NOT you don't use a
to drip after shutting engine off Very good Excellent
shut-off valve

Fuel economy Poor Fair Excellent

Ease of cleaning nozzles/injectors Good Fair Poor if you don't have special equipment

Ease of maintenance of overall Excellent Good Fair

system

CONSTANT LUCAS ELECTRONIC

FLOW MECHANICAL INJECTOR
NOZZLE TIMED
NOZZLE

© 2019
74
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
CONSTANT FLOW FUEL
INJECTION METERING
Constant flow systems are very flexible and
cost effective for many types of racing, engine
configurations, and fuels. They are capable of suppling
a very wide range of fuel requirements. The system
can be easily configured and tuning is accomplished by
increasing or decreasing the systems operating pressure.

A constant flow system uses a mechanical fuel pump

to increase/decrease the supply flow to the injection
unit directly related to engine RPM. This variable
flow creates pressure against the fixed orifices of the
main bypass jet and the nozzles. The idle and the part
throttle fuel rate is controlled by utilizing a barrel valve
assembly. Kinsler can supply additional bypasses and
enrichment circuits to provide added flexibility. Steve Kinser, 19-time,
World of Outlaw Sprint Car Champion

Basic components of a constant flow fuel injection system :

A) Air control - individual runner (I.R.) manifold or throttle body.
B) Barrel valve assembly - barrel valve houses the spool. The
spool controls fuel for idle and part throttle. There is a
selection of spools for different engines and fuels.
C) Nozzles - fixed orifice in the runner or plenum of intake
manifold. Sized for specific engine application and fuel being
used.
D) Nozzle hoses - connects barrel valve or distribution block to
nozzles.
E) Main bypass jet can - houses poppet and spring for basic idle
fuel pressure, holds main bypass jet.
F) Main bypass jet - this orifice works in conjunction with pump
and nozzles to set the overall fuel delivery of the system. It
can be quickly changed to adjust the base fuel rate.
G) Fuel pump (mechanical) - positive displacement pump.
H) Fuel pump drive - typically drives fuel pump at 1/2 engine
RPM. Can be mounted to camshaft or belt driven.
I) Fuel shut-off valve - stops fuel flow to barrel valve to allow the
engine to be shut-off.
J) Fuel filter - filters the fuel to protect nozzles, bypass valves,
and barrel valve.
Optional components :
K) Secondary bypass valve - allows tuning flexibility of part
throttle.
L) High speed bypass valve - allows tuning flexibility of higher
RPM fuel delivery.
M) Electric lean-out or enrichment valve - special function valve
to allow tuning of a specific area or range of the fuel delivery.
N) Kinsler Jet Selector Valve - holds eight main bypass jets.
Allows main jet to be adjusted while engine is running.
O) Kinsler Vapor Separator Tank (VST) system - typically used
when the main fuel tank is mounted too far away from the
mechanical pump and a transfer pump is required. This Kinsler
specially designed system helps to prevent fuel boiling and
pump inlet cavitation by maintaining pressure to the
mechanical pump inlet. Return fuel from the injection system
is routed back to this tank. See Pages #114-115 for details on
Vapor Separator Tank plumbing. © 2019
75
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
KINSLER K-TYPE JETS
PRECISE ; ACCURATE ; CONSISTENT
THAT IS WHY YOU NEED K-JETS
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.

FEATURES OF THE K-TYPE JETS

EACH K-type 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-type 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 (.002” available), the
change in flow rate between each jet is controlled. Every jet of the same size flows the same, 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 a positive seal. No possible leakage which could
alter the flow, affecting the tuning of the engine.

TYPICAL INCREMENTS VERSUS APPLICATION

The following are guidelines: .002” gasoline and small alcohol engines
.004” for typical alcohol V8
.004” to .008” for blown applications
.006” to .010” for high speed and secondary restrictor jets.
IMPORTANT NOTES
A) When installing a K-type jet that is replacing a commerical jet, start with a K-type jet that is about
.008” smaller. This is due to the efficient design of the K-type jets.

B) Always install the jet so that the number is facing up as the jet is dropped in, then the fuel will flow into the
radiused side of the jet. After the jet can has been assembled, the number will be facing toward the poppet.

C) 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.
D) Any marks on the radius of a K-type jet were put there on purpose during the flow tailoring
process.... leave them alone!

E) Never string the jets on a wire, as their entrance shapes will change as they move around on the wire!!!
For storage use the Kinsler plastic jet holder case #3720.
ORDERING K-JETS
Kinsler K-type jet pricing is broken down into material and labor.
For proper pricing, the labor charge and the jet blank price must be added together.
3710 Labor to make SPECIAL K-type jets: .014" to .028" at .002"
3711 Labor to make SPECIAL K-type jets: .030" to .038" at .002"
3712 Labor to make SPECIAL K-type jets: .040" to .048" at .002"
3713 Labor to make ONE standard K-type jet; .050" to .186" at .002"
Labor to make quantity set of 8 to 12 K-type jets, state sizes:
3714 .050" to .186" at .002"
(you may request multiple quantites of the same jet size) © 2019
3715 K-type jet blank to make above matched jets
K-Jet installed
IMPORTANT - the labor charge to make a set of K-type jets is included in the basic labor in jet can
76 charge of flow testing and calibration of any fuel injection system, new or used.
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
KINSLER K-TYPE JETS
REASONS FOR FLOW ERRORS

1) Variations in the orifice size...

even the same drill doesn’t make
the same size orifice each time;
reaming is the only way to insure
exact orifice size.
2) Entrance conditions... these can
make a considerable difference in
flow, yet are often overlooked:
Even though both of the jets in the
picture 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. See “ORIFICE THEORY” on Pages #202-203.
3) Most commercial jets have a square edge, with a simple chamfer. A K-type 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.
4) All of the problems mentioned above are eliminated by using
the K-type jets, since each jet is precisely machined, then
hand tailored to the flow of a master reference jet.

THE PROBLEM WITH COMMERCIAL JETS

Flow to nozzles,
Commercial jets 1are not as precisely Jet size lb/hr gasoline
made as they should be, so there is often .110” 360
poor correlation of fuel mixture versus .115” 340
jet number. In fact, it is sometimes so .120” 350
bad that a jet change that should be richer .125” 320
#3073
is actually leaner, or vice versa (note jet .130” 320 #3060
.115” and .120” in the table to the right), .135” 310 1
The term “jets” is sometimes used to
or it may make no change at all (note refer to the nozzles. This is incorrect
.125” and .130”): and should be avoided.
If you have your engine running well, we can flow test
your commercial jet to tell you which K-jet to start with.
3073 Enderle jet, screw-in type (7/16-20 thread), unmatched,
state size: .020" to .200" at .005" increments
3054 Hilborn jet, drop-in for 6 AN jet can, unmatched,
state size: .020" to .225" at .005" increments
3060 Hilborn jet, drop-in for 8 AN jet can, unmatched,
state size: .020" to .405", sizes available may depend on
available drills
NOTE : We do not attempt to match any
other brands of jets other than our
own; It is not cost effective.
KINSLER PLASTIC JET HOLDER CASE
Ideal for organizing and protecting your jets. Rotating
top allows you to select and remove one jet at a time.
Special fuel resistent polymer plastic.
3720 Holds 28 Kinsler, Hilborn, Ron's, or
Holley jets, or 16 Enderle plus 12
Kinsler or Hilborn jets.

NEVER string the jets on a wire, as their entrance shapes

will change as they move around on the wire!!!
For storage use the Kinsler plastic jet holder
case #3720. © 2019
77
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
NOZZLES: CONSTANT FLOW
FUNCTION
1) The orifices in the nozzles meter the fuel to the engine in conjunction
with the main bypass return jet and the fuel pump.
2) Control the distribution of fuel to each cylinder of the engine.
3) Atomize and direct the fuel being injected.

FLOWED AND MATCHED

Customers spend lots of money having their cylinder heads air
flowed and ported to get even flow characteristics, but then use
nozzles that have fuel distribution as bad as 10-15%.
Commercial nozzles just aren’t made well enough. Very tiny
differences in the hole size and machining marks around the
inlet or outlet of the fuel orifice makes significant changes in
fuel flow.
Nozzles are affected by the same problems as the return jets.
Read “THE K-TYPE JETS” on Pages #72-73 and “ORIFICE THEORY” on Pages #199-200.

Kinsler nozzle sets are flowed and matched to within a 1% total spread in distribution. The orifices are radiused and
polished to promote even flow. Each nozzle is individually flow tested through a range of pressures and hand matched to a
master reference nozzle. Should a nozzle not work into the master flow curve, it is discarded or resized for use in a larger
set.
KINSLER STANDARD NOZZLE IDENTIFICATION
We stamp our flowed nozzles with - the name “KINSLER”; a size reference; a flow code, and a
deflector style-air orifice reference.
Example: S-710 AS-78 explanation :
The ‘S’ indicates a nominal .0338” orifice - orifice sizes may vary + .0004” due to machining tolerances,
so hand matching is still required.
The 710 is the flow code.
AS is the deflector style (see deflector types on next page).
78 refers to a .078” air orifice in the deflector, also referred to as the vacuum break restrictor.
An ‘X’ indicates a nozzle with .039” or larger fuel orifice. Example: X-39 930 AS-89
The ‘X’ followed by 39 means a .039” fuel orifice; 930 is the flow code; ‘AS’ is deflector style;
89 refers to a .089” air orifice in the deflector.
The flow code is the pounds per hour (lbs/hr) of fuel flow at 30 PSI for one nozzle.
Example: S-710 is really 71.0 lbs/hr at 30 PSI.
You can calculate the flow of a nozzle at any fuel pressure - see “ORIFICE THEORY” on Pages #199-200.

‘AS’ type; Kinsler lbs/hr flow per

nozzle at 30 PSI Nominal Approx. *Crower &
nozzle orifice Hilborn Enderle
fuel discharged in line with body Flow Code gasoline o size size nozzle size
through a diffuser screen, commonly .72 sp. gr. @ 60 F
called ‘screen tip’ or ‘shot-gun’ E-165 16.5 .016" 4 16
F-200 20.0 .017" 5 17
G-240 24.0 .020" 6 20
H-280 28.0 .0215" 7 21
J-320 32.0 .0225" 8 22
K-360 36.0 .0238" 9 24
L-390 39.0 .025" --- 25
M-410 41.0 .0259" 10 26
N-470 47.0 .0277" --- 28
P-510 51.0 .0289" 12 29
© 2019 P-550 56.0 .0294" 14 31
R-620 62.0 .0318" 16 32
S-710 71.0 .0338" 18 33
T-740 74.0 .0349" --- 35
T-792 79.2 .0359" 20 ---
U-800 80.0 .036" --- 36
V-840 84.0 .0373" 22 37
W-880 88.0 .038" 24 38
‘A’ type;
o X-39 930 93.0 .039" 27 39
fuel discharged at 45 to body through notch cut in * + or - approx. 8% from flows shown at left
78 deflector, commonly called ‘whistle’ or notch (they code their inserts by orifice diameter number)

Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
NOZZLES : CONSTANT FLOW
NOZZLE VENTING Vents allow air to pre-mix with fuel inside the nozzle for better atomization and eliminates engine
vacuum from drawing fuel into the engine.
Externally vented - for normally aspirated engines (unblown) or supercharged engines with nozzles at blower inlet.
Vented to the atmosphere; see AIR FILTRATION on Page #78.
Internally vented - for normally aspirated engines. Vents from inside the runner of the manifold.
Non-Vented and Z-type - for supercharged or turbocharged applications were the nozzle outlet is subject to manifold boost.
VENT LOCATION AND QUANTITY
One and three vent nozzles drip fuel into the engine on
shut-down, may make motor hard to restart due to excess fuel
in cylinders.
Four and six vent nozzles may drip fuel outside on shut-down,
but reduces cylinder wash down.

AIR FILTER
See Pages #187-189 for
FILTER FOAM ; K&N AIR FILTERS ; AIR BOXES

Example of Kinsler #2228 internally vented

1/2-20 thread nozzle with 1” long ‘AS’ style
deflector.

Installed in Kinsler 3-piece manifold with

constant flow universal nozzle boss adapters.

Nozzle is vented back into the manifold

runner, air filter on the ramtube keeps the
vents clean.

Example of Kinsler internally vented

1/2-20 thread nozzle with
1” long ‘AS’ style deflector.

‘Down nozzle’ installed in cylinder head

Nozzle is vented into

#2393 Kinsler
1/2-20 aluminum banjo
with sintered bronze
air filter.

See Page #77 for 1/8” NPT thread

nozzles and holders that accept
screw-in insert nozzles.
© 2019
79
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
NOZZLES : CONSTANT FLOW
THESE NOZZLES ARE PREMIUM RACE GRADE QUALITY ....
FLOW TESTED AND MATCHED AT FOUR DIFFERENT PRESSURES.
We can make variations of these nozzles for your special requirements - Just Call Us !!!
KINSLER DEFLECTOR AIR VENT BODY DEFLECTOR OVERALL BODY REPLACES
NO. TYPICAL USE
PART # TYPE TYPE & NO. LENGTH LENGTH LENGTH MATERIAL HILBORN NO.
Kinsler 1/2-20 straight thread, 5/8" hex, seals with o-ring
1 2201 AS INT-4 1.360" 0.300" 1.660" brass Kinsler and Hilborn manifold *708AS 1/4"
2 2211 AS INT-4 1.360" 0.540" 1.900" brass Kinsler and Hilborn manifold *708AS 1/2"
3 2231 AS INT-4 1.360" 0.750" 2.110" brass Kinsler manifold; longer reach; 'Down nozzles' *708AS 3/4"
4 2221 AS INT-4 1.360" 1.000" 2.365" brass Kinsler manifold; longer reach; 'Down nozzles' *708AS 1"
5 2431 AS INT-4 1.360" 1.250" 2.615" brass Longer reach needed; 'Down nozzles' ---
6 2351 AS INT-4 1.360" 1.500" 2.865" brass Longer reach needed; 'Down nozzles' ---
7 2361 AS INT-4 1.360" 1.750" 3.115" brass Longer reach needed; 'Down nozzles' ---
8 2371 AS INT-4 1.360" 2.000" 3.365" brass Longer reach needed; 'Down nozzles' ---
9 2281 AS INT-4 1.360" 2.500" 3.865" brass Longer reach needed; 'Down nozzles' ---
10 2381 AS INT-4 1.360" 3.500" 4.865" brass Longer reach needed; Hilborn ASCS manifold *710-3 1/2" ASZ
11 2451 AS INT-4 1.360" 5.500" brass
Kinsler 1/2-20 straight thread, T-type, 5/8" hex with jam nut and sealing o-ring
12 2251 A INT-4 1.835" 0.475" 2.310" brass Internally vented aimable; turbocharged *709A
13 2261 A INT-4 1.835" 0.750" 2.585" brass Internally vented aimable; turbocharged ---
14 2291 A INT-4 1.835" 1.000" 2.835" brass Internally vented aimable; turbocharged ---
Kinsler drop-in nozzle insert and bodies
15 2331 --- --- --- --- 0.315" brass Adjustment of fuel distribution ---
16 2340 A EXT-6 1.000" 0.470" 1.470" brass 1/8" NPT, straight. Holds above insert ---
17 2345 AS EXT-6 1.000" 0.500" 1.500" brass 1/8" NPT, straight. Holds above insert ---
Kinsler 1/16" NPT, straight nozzle, 7/16" hex
18 2090 N/A none 1.095" N/A 1.095" brass Nitrous injection or vacuum signal ---
Kinsler 1/8" NPT 90°, 7/16" body, hose connection 90° to body
19 2101 A (LH) INT-4 1.185" 0.475" 1.875" brass Kinsler Big Block, Crower, Early Hilborn *701A 1/4"
20 2101 A (DOWN) INT-4 1.185" 0.475" 1.875" brass Kinsler Big Block, Crower, Above Butterflies *701A 1/4"
21 2101 A (RH) INT-4 1.185" 0.475" 1.875" brass Kinsler Big Block, Crower, Early Hilborn *701A 1/4"
22 2161 A (DOWN) INT-4 1.185" 1.000" 2.625" brass Kinsler Big Block, Crower, Early Hilborn *701A 1"
Kinsler 1/8" NPT 90°, 7/16" body, hose connection 90° to body
23 2111 AS INT-4 1.185" 0.300" 1.700" brass Early Hilborn small and big block *701AS 1/4"
24 2121 AS INT-4 1.185" 0.540" 1.950" brass Early Hilborn small and big block *708AS 1/2"
25 2131 AS INT-4 1.185" 0.750" 2.165" brass Longer reach needed *701AS 3/4"
26 2141 AS INT-4 1.185" 1.000" 2.400" brass Longer reach needed *701AS 1"
27 2398 --- --- --- --- --- --- Inspection screw for 90° body F3-3X3B
28 2399 --- --- --- --- --- --- Gasket for inspection screw F33F
Kinsler 1/8" NPT, straight nozzles, 7/16" hex
29 2011 A EXT-3 1.095" 0.470" 1.565" brass Non-Drip - road cars, small & big blocks ---
30 2001 A EXT-6 1.095" 0.470" 1.565" brass Kinsler, Hilborn, Enderle, Ron's, Jackson *702A 1/4"
31 2191 A EXT-6 1.360" 0.750" 2.615" brass Longer reach needed ---
32 2151 A EXT-6 1.095" 1.000" 2.095" brass Longer reach needed ---
Kinsler 1/8" NPT, straight nozzles, 7/16" hex
33 2021 A Z-INT-ONE 1.095" 0.470" 1.565" brass Turbocharged port nozzle ---
34 2501 A Z-INT-ONE 1.095" 1.000" 2.095" brass Turbocharged port nozzle ---
35 2031 AS Z-INT-ONE 1.095" 0.300" 1.395" brass Turbocharged port nozzle ---
36 2041 AS Z-INT-ONE 1.095" 1.000" 2.095" brass Turbocharged port nozzle ---
Kinsler 1/8" NPT, straight nozzles, 7/16" hex
37 2051 AS EXT-6 1.095" 0.300" 1.395" brass Early Hilborn; Some Jackson and EVM *702AS 1/4"
38 2061 AS EXT-6 1.095" 0.500" 1.595" brass Early Hilborn; Some Jackson and EVM *702AS 1/2"
39 2071 AS EXT-6 1.095" 0.750" 1.845" brass Longer reach needed *702AS 3/4"
40 2081 AS EXT-6 1.095" 1.000" 2.095" brass Longer reach needed *702AS 1"
41 2171 AS EXT-6 1.095" 3.500" 4.595" brass Longer reach needed ---
Kinsler screw-in nozzle insert and bodies (replaces Enderle type)
42 2301 --- --- --- --- 1.000" brass Adjustment of fuel distribution ---
43 2325 A EXT-3 --- 0.500" 1.500" brass Air orifice insert; tunnel rams ---
44 2322 A none --- 0.500" 1.500" brass Ports of blown engine ---
45 2322A A none --- 1.000" 1.950" aluminum Ports of blown engine ---
46 2321 A EXT-3 --- 1.000" 1.950" aluminum Air orifice insert; Enderle blower hat ---
47 2323B A none --- 1.000'' 1.950'' brass Ports of blown engine ---
48 2323A A none --- 1.000'' 1.950'' aluminum Ports of blown engine ---
49 2324B A none --- 0.750'' 2.650'' brass Ports of blown engine ---
50 2324 A none --- 0.750'' 2.650'' aluminum Ports of blown engine ---
51 2326 AS EXT-3 --- 0.300'' 1.300'' brass Air orifice insert; tunnel rams ---
52 2527 AS EXT-3 --- 0.500'' 1.500'' brass Air orifice insert, tunnel rams ---
53 2528 AS EXT-3 --- 0.750'' 1.750'' brass Air orifice insert; tunnel rams ---
54 2529 AS EXT-3 --- 1.000'' 2.000'' brass Air orifice insert; tunnel rams ---
55 2327 AS EXT-3 --- 0.300'' 2.190'' brass Dart/Buick 'down' nozzle holder ---
56 2318 A INT-ONE --- 1.000'' 2.000'' brass Ports of blown engine ---
57 2313 AS INT-ONE --- 1.000'' 2.000'' brass Ports of blown engine ---
NOTE : Above par t numbers are for a singular nozzle. Change last digit of part number for number of
nozzles in a set. © 2019
80
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
NOZZLES : CONSTANT FLOW
1 2 3 4 5 6 7 8 9 10 11
Kinsler Fuel
Injection
stocks a very
wide range of
nozzles

Kinsler also 12 13 14
can supply
special
made 15 16 17 18
nozzle(s)
for your
unique
requirements

19 20 21 22 23 24 25 26 27

28

29 30 31 32 33 34 35 36 37 38 39 40 41

42
43 44 45 46 47 48 49 50 51 52 53 54 55 56 57

© 2019

81
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
FILTRATION
Nozzles are a vital part of the fuel system.
AIR FILTRATION
FOR NOZZLES KEEPING THEM CLEAN IS A MUST !!!
NOZZLE VENT FILTER BISCUITS Aluminum 1/2-20 nozzle banjowith 1/8" NPT
These biscuits made from filter foam, 2393 female port; sintered bronze air filter with 1/8"
slip over the outside of the 1/8” NPT nozzle NPT male thread
body to give complete protection. Air filter ONLY, sintered bronze with 1/8" NPT
Washable and reusable, 45 ppi. 2394
thread
2379 Banjo body ONLY, aluminum, for 1/2-20 nozzle
#2393

Monster Mesh Series Filters

Excellent for oil, fuel, and transmission
#5021
5020 Set of (8) Kinsler nozzle vent filter biscuits
5021 Individual nozzle vent filter biscuit

Ultra
Monster Mega
#2396 2396 Kinsler nozzle inlet screen, Monster
80 x 70 mesh stainless steel Mesh Monster
Mesh
Mesh
Monster Mesh series filters part numbers and
descriptions, see Page #161
INSTALLATION
Consult the plumbing schematic for the type of fuel
system being used and MAKE SURE the correct type
and style of fuel filter is being installed.
#2390 #2391 #2392 Fuel pump inlet: pumps are very sensitive to distur-
2390 Single 3/8" barb, plated 1/2-20 nozzle banjo bance in the inlet hose. IT IS A MUST to have the
2391 Dual 3/8" barb, plated 1/2-20 nozzle banjo correct filter or it will damage the pump and/or cause
problems. NEVER have return fuel going back into
2392 Tee, for 6 AN push-lock hose, plated the pump’s inlet hose. As fuel leaves the pressurized
side of the fuel system and enters a non-pressure area
the fuel can flash vaporize, causing damage to the
pump and erratic running conditions.
FOR CONSTANT FLOW SYSTEM Ano-BRL Alum-BRL
We recommend filtering all the fuel coming out of the pump so that all the bypass valves and the barrel valve receive filtered fuel. Do
NOT use paper element filters on this type of system: bits of the paper element from the ‘clean’ side of the filter will clog the nozzles
and/or glue on the element may dissolve in methanol causing the element to separate. Do NOT use paint strainers or other cloth filters
to fill the tank, as lint from them may plug the nozzles. Use our #5610 filter funnel (see Page #179) or a similar metal element strainer.

Got surface area?

© 2021 #9031 Ano-BRL
element vs. #8370
Monster Mesh element

#8370
Filter funnel with
removeable element #9031
82
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
MAIN BYPASS VALVE
The main jet is the most basic adjustment of a constant flow metering system.
A smaller main jet makes the engine richer, by allowing less fuel to flow back to the
tank and forcing more fuel to go to the engine. A larger main jet makes the engine
leaner, by allowing more fuel to flow back to the tank which means less fuel flows
to the engine. Regarding jets: see section on “K-TYPE JETS” on Pages #72-73 and
“ORIFICE THEORY”on Pages #199-200.
This valve also acts as a check valve to hold pressure for starting and idling.
We highly recommend plumbing this valve after the fuel filter, since any dirt or
sticking may cause the engine to idle poorly or possibly not start (see Kinsler’s
PREFERRED PLUMBING SCHEMATIC on Page #108). Note: It is important to #3112 ‘Ano-QD’ quick disconnect valve
carefully read the section on “HIGH-SPEED BYPASS” on Pages #86-90, so you will
understand the relationship between the two bypass valves at wide open throttle.

QUICK DISCONNECT VALVES AND COMPONENTS

3104 Red and gold anodized aluminum, 6 AN male flare, for gasoline
3112 Hard-anodized aluminum, model: Ano-QD, 6 AN male flare, for gasoline
and methanol
3115 Same as #3112 but with o-rings for use with nitromethane
3101 End cap, for quick disconnect, hard-anodized, includes jet sealing o-ring
3036 Poppet, Kinsler hard-anodized, for Kinsler and Hilborn 6 AN jet can #3084 6 AN brass high-flow
3319 Spring, .019" wire diameter, standard spring for Kinsler main bypass valve
3116 O-ring, jet sealing, for end cap #3006, #3104, and #3112
3117 O-ring set, for quick disconnect, gasoline and methanol ONLY
3119 O-ring set, for quick disconnect, nitromethane ONLY
SCREW TOGETHER VALVES AND COMPONENTS
3006 Main bypass valve, 6 AN male flare, hard-anodized aluminum,
model: Ano-K, for gasoline and methanol
3007 Same as #3006 , but with o-rings for nitromethane
3016 End cap ONLY, for model: Ano-K jet can #3006 6 AN standard hard-anodized aluminum
3010 Washer o-ring, for end cap to 6 AN jet can body, Kinsler or Hilborn
3036 Poppet, Kinsler hard-anodized, for Kinsler and Hilborn 6 AN jet can
3084 Main bypass valve, Kinsler 6 AN High-Flow brass jet can, for all fuels
3155 Main bypass valve, Kinsler 6 AN High-Flow hard-anodized aluminum, for
all fuels
3087 Poppet, for #3084 and #3155, precision ground stainless steel
3074 O-ring set, for #3084 and #3155 end cap, gasoline and methanol
NOTE
There is no one o-ring compound that works well for gasoline, methanol, and
nitromethane. We therefore use one o-ring compound in the gas/methanol jet
cans, and a different compound in the methanol/nitro jet cans. Using a fuel or
additive other than that specified may cause swelling of the main body o-ring, or
leakage due to shrinkage of the o-rings. When the main body o-ring swells, it
may be difficult to uncouple the valve. Contact us for the proper o-rings if a fuel
other than the ones specified is being used.

FUEL FLOW DELIVERY OF SIMPLEST SYSTEM

(pump, nozzles, and main jet can ONLY)
In the most basic fuel injection system, flow
increases directly with RPM, resulting in a
curve that is theoretically a straight line. In
actual practice, internal leakage in the pump
would alter the shape of the curve slightly
(see schematic at right).
The output of the pump is split between the
nozzles and the main jet. A larger main jet Running clearance is a must for the pump gears. This clear-
When you drop the ance causes some internal leakage back past the gears and
jet into the end of the leans out the engine because it allows more
fuel to return back to the tank. has the same effect as a bypass from the pump outlet back
main jet can, make to the inlet. While internal pump leakage must occur, we do
certain the number is NOT recommend plumbing any bypass valve’s return flow
facing you © 2019 back to the pump inlet.
83
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
KINSLER QUICK DISCONNECT
BYPASS VALVE
FAST and EASY JET CHANGES
NO WRENCHES
NEEDED !!!
Simply slide
back the
outer collar, ACCEPTS Kinsler K-type or
pull the Hilborn jets. Valve has 6 AN male
The quick disconnect bypass with hoses main bodies flare ends and has a fully machined,
attached. Note: collar is rotated so that apart, and hard anodized, stick-free poppet.
the notch is not aligned with the pin;
prevents accidental opening of the valve change the jet CAN BE USED ON ANY
MAKE OF INJECTION UNIT :
Kinsler, Hilborn, Crower, Enderle,
Ron’s, Jackson, etc.
Valve can be used for other applications by using
different spring and shim combinations.
(For springs and shims see Page #85 BYPASS VALVES)
3104 Red and gold anodized aluminum, 6 AN male flare, for gasoline
3112 Hard-anodized aluminum, model: Ano-QD, 6 AN male flare, for gasoline
and methanol
3115 Same as #3112 but with o-rings for use with nitromethane
The collar being pulled back after the 3101 End cap, for quick disconnect, hard-anodized, includes jet sealing o-ring
notch is aligned with the pin 3036 Poppet, Kinsler hard-anodized, for Kinsler and Hilborn 6 AN jet can
3319 Spring, .019" wire diameter, standard spring for Kinsler main bypass valve
3116 O-ring, jet sealing, for end cap #3006, #3104, and #3112
3117 O-ring set, for quick disconnect, gasoline and methanol ONLY
3119 O-ring set, for quick disconnect, nitromethane ONLY
NOTE
There is no one o-ring compound that works well for gasoline, methanol,
and nitromethane. We therefore use one o-ring compound in the gas and
methanol jet cans, and a different compound in the alcohol/nitro jet cans.
Using a fuel or additive other than that specified may cause swelling of the
Use a twisting motion while pulling the valve apart main body o-ring, or leakage due to shrinkage of the o-rings. When the
main body o-ring swells, it may be difficult to uncouple the valve. Contact
us for the proper o-rings if a fuel other than the ones specified is being used.

Be sure to shut off the engine

CAUTION before pulling apart the jet can,
or fuel spillage will occur.

When you drop the

The two parts of the assembly are separated, jet into the end cap,
with the jet in the end cap on the right, the jet is be sure the number
merely dropped out and the new one is inserted is facing you
© 2019
84
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
KINSLER JET SELECTOR VALVE (JSV)
 different
Allows driver to select EIGHT
main bypass jets
while the engine is running.
 All the jets in the valve can be changed
in a few minutes by simply removing
them and installing new ones.

 Uses Kinsler matched jets in increments of

.002” or greater; can also use Hilborn jets.

 Hard anodized aluminum construction

for long life and use with all fuels.
(Different seals may be needed for fuel ‘Xtra-Light’ Jet Selector Valve with fittings and trim plate 0.65 lbs.
compatibility.... we have these). #3404 ‘Xtra-Light’ valve
DO NOT confuse the Kinsler Jet Selector
 Can be dash or remote mounted. Valve with Dial-A-Jet or others. Only the Kin-
sler valve allows you to work with matched
 Valveof can be used with ANY brand
injection system.
K-type jets, and change all the jets.
Jets NOT included; must be ordered separately.
See K-TYPE JETS on Pages #72-73
USE FOR... Sprint and Oval Track 3404 Kinsler 'Xtra-Light' Jet Selector Valve, complete with #3440 installation
Road Racing kit and Kinsler 6 AN hard anodized male flare fittings
3413 O-ring, to seal main body to cap, large diameter
Boats : Pleasure or Racing
3414 O-ring, to seal rotor shaft to main body, gasoline and methanol
Street Driving
3430 Trim plate, for #3404, includes mounting screws
Pulling Trucks and Tractors 3440 Installation kit for #3404, consists of:
Land Speed trim plate with screws, springs, shim, instructions, lapping paper, and
Off-Road three spare body o-rings
Dyno Tuning 3461 Knob, for 'Xtra-Light' #3404 valve

Allows making jet changes while driving:

 Lean the engine during caution laps to save fuel and prevent loading up.
 Fastest top speed can be found by running at full speed and dialing in different
jets. (Use caution if High speed bypass is installed in fuel system)
 Instant jet changes for extra fast adjustment in the vehicle.
 Adjust the fuel rate to suit any driving condition :
from cruising to all-out performance.
 Adjust for changing track conditions or controlling engine temperature.

The coarsley knurled aluminum

#3440 knob is easy to grip, even while wear-
installation ing gloves!
kit for
Jet Selector Valve © 2019
85
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
KINSLER JET SELECTOR VALVE - CONTINUED -
INSTALLATION PROCEDURE
Plumb the Jet Selector Valve (JSV) on the outlet side of
your main bypass jet can. Take the jet out of the main
bypass and replace it with one thick shim, .183” thick,
supplied in installation kit. The main bypass will now be
utilized only to keep pressure in the system for starting
and idle with no jet in it.

COCKPIT INSTALLATION
Drill one 1 5/8” hole and three 3/16” holes using the drilling template enclosed with the
valve. Install the valve so that the outlet is to the right (3 o’clock). Insert knob through
hole and attach trim plate to valve body with the three screws provided.
CAUTION:
Never loosen the four allen set screws in the knurled
CHANGING JET SET knob, the knob’s detent pins are indexed for proper
jet alignment to the outlet port of the JSV body.
1 Set pointer in line with outlet.
2 Remove cover (6 bolts). Note :
3 Remove springs (8). Numbers of steps relate
to schematic on right.
4 Remove jets (8).
5 Before installing the new jets, place #600 grit sandpaper
from the installation kit on a hard flat smooth surface
and lightly lap the backside (opposite the number) of
the jets to be sure they will seal properly in the valve.
NOTE : excessive lapping may alter the jet flows.
6 With the knob pointer still positioned in line with the
outlet fitting, drop the richest (smallest) jet into the
hole in the cylinder that is in line with the outlet (the
position that is over the hole in the body). The num
ber on the jet should be visible.
7 Drop the remaining jets into the cylinder, in order from
the smallest to largest, going counterclockwise from
the first jet.
8 Replace the springs.
9 Replace the cover; be careful that the o-ring is in it’s
groove.
10 Replace the eight socket head cap screws.
If the jets are installed properly in the valve, the
richest jet will be obtained when the knob pointer is
straight to the right (aligned with the outlet; see step
#1 above), and the next leanest jet will be obtained by
rotating the knob counterclockwise one position. © 2019
IF YOU WOULD NEED TO RUN A .100” OR LARGER MAIN JET IN
THE JSV, WE STRONGLY ENCOURAGE YOU TO USE THE RANGE
JET VALVE SYSTEM (see PAGE #83). JETS LARGER THAN .100” IN-
SIDE THE JSV WILL NOT FLOW EXACTLY AS THEY SHOULD.
86
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
RANGE JET VALVE
FOR USE WITH KINSLER JET SELECTOR VALVE
WHEN DO YOU NEED IT ?
A Range Jet Valve is required when a Kinsler Jet Selector Valve is being installed and
the main bypass jet exceeds .100” diameter. This is because very high flow through the
Jet Selector causes enough turbulence to affect the stability of the flow through the jets
in it. The accuracy of the valve is excellent when used with jets under .100”.

HOW IT WORKS
The Range Jet creates a constant bypass around the Jet Selector Valve, so the flow
passing through the Jet Selector is reduced.
An added bonus of the Range Jet Valve is that the jets in the Jet Selector Valve don’t #3020 Kinsler Range Jet Valve Kit,
have to be changed... if a richer or leaner set of jets is needed, merely change the jet includes two 6 AN swivel tee fittings
in the Range Valve to a smaller or larger one... this changes the range of all eight jets (does not include jets)
in the Jet
Selector Valve....
much easier, quicker, and cheaper!
PLUMBING
Arrange the two ‘tee’ fittings as
shown, so the flow to and from the
Range Jet Valve will be flowing
through the “straight through” side of
the tee.
Note : Use this schematic with our
PREFERRED PLUMBING
SCHEMATIC on Page #108.
It is important to locate the
fuel filter on the main pump
outlet so all the fuel will be fil-
tered going to the engine and
the main bypass, Jet Selector,
high speed, etc.

Selecting the Jets required for Jet Selector and the Range Jet Valve
These jet increments are about twice as coarse as we would
recommend if there were no Range Jet Valve in the system.... If using a Range Jet Valve,
since there is always flow bypassing through the Range the jets in the Jet Selector Valve should be :
Jet, the effect of changing from one jet size to another in
the Jet Selector is reduced by about half. If the Range Jet For alcohol .050” .058” .066” .074” .082” .090” .098” .106”
Valve weren’t in the system, we would normally use .004” (.008” increments)
increments for most alcohol applications and .002” for
gasoline. For gasoline .062” .066” .070” .074” .078” .082” .086” .090”
(.004” increments)
WHAT RANGE JET SIZE TO START WITH ?
Set up the Jet Selector Valve with .074” in the center position. The following table shows what Range Jet size to
use versus the jet size that you were using with only a main bypass jet can.
Main bypass jet Range Valve jet size
can only jet size (with Selector Valve on .074” jet)
.100” .070”
.110” .086” IMPORTANT NOTES
.120” .102” All of the data in this table is for K-type jets; the results will
.130” .112” vary if commercially made jets are used. Be sure to read
.140” .118 KINSLER K-TYPE JETS on Pages #72-73.
.150” .130”
© 2019
.160” .146” To figure out a jetting size combination, use the formula
.170” .156” shown in ORIFICE THEORY on Pages #199-200.
.180” .174”
87
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
SECONDARY BYPASS VALVE
Barrel Valve Spool Ramp
Since the engine makes less power at part throttle, it needs less fuel.
The spool in the barrel valve is the main control for part throttle
fuel delivery. At wide open throttle, the spool has a large notch cut
into it’s side to pass all the fuel to the nozzles unrestricted. As the
throttles are closed, a tapered ramp ground into the side of the spool
reduces the passage to restrict flow to the nozzles. When adjusting
the hex-link to set the idle fuel rate, the spool is being re-positioned
to make the passageway larger or smaller to the nozzles. If you
remove the fitting from the top of the barrel valve, you can see this
ramp. Because each engine’s part throttle fuel requirement varies due
to camshaft, manifold, and exhaust system selection, the fuel rate the
ramp delivers at part throttle is seldom exactly what the engine needs,
but the secondary can be used to tailor it.

How The Secondary Works FUEL REQUIREMENT versus THROTTLE OPENING

Past 40 degrees of throttle opening, the 3000 RPM curve
The flow to the secondary bypass is through a port in the top half requires little more fuel flow, because at that speed the engine
of the barrel valve spool. The port is usually wide open to about is already getting all the air it can use. At 6000 RPM, the
20 degrees of throttle opening, then it begins to close off. It is curve doesn’t flatten until 60 degree throttle opening. Actual
completely closed at approx. 40 degrees of throttle opening, or results vary due to throttle area and engine volumetric
about half throttle, so it has no affect on wide open throttle metering. efficiency.
Depending on the exact spool positioning, the port may actually be
slightly closed off at an idle. The secondary bypass normally has
a higher pressure setting than the main bypass, so when the engine
returns to idle speed, the secondary bypass poppet closes and allows
the spring and poppet in the main jet can to regulate the idle fuel
pressure.
Applications of the Valve
The valve will often improve the performance of the engine for any appli-
cation: Drag Racing, Oval Track, Road Racing, Pulling Truck or Tractor,
Street, Boat Racing, Hill-Climb, Mud or Sand Racing, etc.
A) Staging : An engine at the starting line being held at high
RPM has the throttle open only a few degrees, but
the pump is putting out a lot of fuel. The fuel rate
will often be too rich and tend to load up the SECONDARY BYPASS tailors part throttle fuel flow.
engine... the secondary can be used to lean it out. Beyond a 40 degree throttle opening, the barrel valve spool
shuts off the passage to the secondary bypass.
B) Over-Run : After going through the traps, or at the end of a
straight-away, when the throttles are snapped closed, the pump is still at high RPM. The pressure in the
system goes quite high, especially with a small main jet and a jet restricted high speed bypass (or NO high
speed bypass). The secondary serves as a “dump-off” to reduce the high pressure, thus preventing an over-
rich condition.
C) Idle : The secondary bypass pressure is usually set higher than the idle pressure, so the valve is normally NOT
bypassing any fuel at an idle. In some special applications, like unblown nitro or highly supercharged
engines, the secondary is adjusted to aid in controlling idle fuel pressure. In these systems the secondary
bypass will be active at idle speeds and may also utilize a restrictor jet to limit or control the amount of
flow that the circuit can bypass.
D) Cornering : If you run through the turns at part throttle and the engine loads up, or is sluggish coming out of them,
install a lighter spring or reduce the shims in the secondary. If it lacks response or backfires out the intake
when the throttle is depressed, install a heavier spring or more shims.
E) When used in conjunction with a Kinsler Vapor Separator Tank System : It may be necessary to reduce the pressure setting of
the secondary bypass when installing a Vapor Separator Tank System. This is due to the down-stream pressure (Vapor Separator
Tank pressure) acting against the secondary bypass outlet. Generally we find the secondary pressure will need to be reduced by 3
PSI; the typical pressure in the VST. We recommend installing a Kinsler “bubble tight” one way check valve on the outlet of the
secondary bypass. This will ensure that engine flooding cannot occur by fuel backflowing through the secondary and out to the
nozzles when the engine is not running.
Installation On a Kinsler, Hilborn, or Crower barrel valve, the secondary is plumbed to the barrel valve spool retaining fitting.
Should the barrel valve fitting not have the provision for a secondary, it usually can be converted for it. On Enderle and Jackson
units, the system MUST first be converted to an external bypass jet (see Kinsler section on Enderle barrel valve conversion, Pages
#110-111). Then the secondary bypass is connected to the “out” or “ret” fitting on the barrel valve.

© 2019
88
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
SECONDARY BYPASS VALVE - CONTINUED -
Adjustment The secondary
To vary the amount of pressure needed to unseal the poppet inside the valve: The wire diameter (stiffness) bypass is used to
of the spring is the primary adjustment; a stiffer spring gives a higher opening pressure (RPM). Shims are tailor part throttle
utilized for fine tuning. If the secondary opens at the right RPM, but bypasses too much fuel, it’s flow back
to the tank can be restricted by putting a jet in it. Replacing a thick shim with an .080” jet is usually a good fuel rate ONLY; it
starting point. If installing a jet be sure there is a jet sealing o-ring. has no affect on
Note: the jet sealing o-ring is equivalent to .060” of shim. wide open throttle
metering.
CAUTION - Using a spring that is too light, especially on a supercharged or turbocharged
application may cause a backfire through the blower/turbo or into the plenum, causing damage.
Troubleshooting
First follow all steps in “System Troubleshooting,” Pages #106-107.
1) Check to be sure that the poppet seals in the body. A small amount
of dirt can cause the poppet to stick. Thoroughly clean the
valve and connecting hose assembly.
2) If adjusting the secondary valve doesn’t seem to do
anything, make sure the barrel valve spool has a
bypass port (see Page #104) and that the secondary
valve is installed correctly. #3030 secondary bypass valve
3) Adjustments to the secondary valve should not affect wide open
fuel mixture; if they do:
A) Check to make sure the spool is indexed correctly in the barrel valve.
B) Check the fit of the spool to the barrel valve block.
Approx. clearance is one-half of a thousandth of an inch.
Too loose of a fit can cause fuel to leak out through the
secondary port at wide open throttle. Test the fit with
a leak down meter, 1% or less is preferred at WOT.

SECONDARY BYPASS VALVES #3076 high-flow 6 AN brass valve

3030 Standard 6 AN male flare hard anodized aluminum valve, complete
assembly, includes: poppet, spring, and shims, for gasoline, methanol, and SPRINGS FOR 6 AN JET CANS
nitromethane (specify nitro. application when ordering) Spring kit, for Kinsler and Hilborn 6 AN jet can,
3036 Poppet, fully machined, very smooth for stick-free operation, hard-anodized 3303 consists of: .016", .018", .019", .021", .024"
aluminum, for Kinsler and Hilborn 6 AN jet cans Spring kit, for Kinsler and Hilborn 6 AN jet can,
3016 3304
End cap ONLY, for #3030 valve consists of: .028", .032", .036", .039", .042"
3010 Washer o-ring for #3016 end cap and #3030 valve 3316 Spring: .016" wire diameter
3076 High-Flow 6 AN male flare brass valve, complete assembly, includes: 3317 Spring: .017" wire diameter
poppet, spring, and shims, for gasoline, methanol, and nitromethane 3318 Spring: .018" wire diameter
3085 End cap ONLY, for #3076 valve 3319 Spring: .019" wire diameter
3086 Body Only, for #3076 valve 3321 Spring: .021" wire diameter
3156 High-Flow 6 AN male flare hard-anodized valve, complete assembly, 3324 Spring: .024" wire diameter
includes: poppet, spring, and shims, for gasoline, methanol, and
nitromethane 3328 Spring: .028" wire diameter
3150 End cap ONLY, for #3156 valve 3332 Spring: .032" wire diameter
3151 Body ONLY, for #3156 valve 3336 Spring: .036" wire diameter
3087 Poppet, fully machined, stainless steel for #3076 and #3156 valves 3339 Spring: .039" wire diameter
3074 O-ring, fits end cap for #3085 or #3076 and #3150 or #3156 (specify nitro. 3342 Spring: .042" wire diameter
application when ordering)
3088 Labor; flow test and set pressure of secondary bypass valve on flow bench SHIMS FOR Shim kit, includes: 1- .183" thick
6 AN JET 3034 shim and 6- .030" thick shims
3166 O-ring, jet sealing, gasoline/methanol
3019 O-ring, jet sealing, methanol/nitromethane, E.P. compound CANS 3040 Shim, .183" thick, brass
3024 O-ring, jet sealing, for extreme duty use (high pressure) , teflon 3042 Shim, .020" thick, brass
3535 Kinsler hard-anodized fitting, 6 AN male flare, Kinsler or Hilborn barrel 3043 Shim, .030" thick, brass
valve
#3519
3521 Kinsler hard-anodized plug for Kinsler or Hilborn barrel valve
3010 Washer o-ring, for Kinsler secondary fitting or plug
3519 #3521 #3043
Spring to retain spool, .039" wire diameter, Kinsler or Hilborn barrel valve
#3535
3522 O-ring, Kinsler or Hilborn barrel valve spool shaft, gasoline/methanol #3522
3043 Shim, brass, goes between spring and barrel valve spool, provides bearing © 2019 #3010
89
surface

Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
HIGH SPEED BYPASS VALVE
WHY YOU NEED A HIGH SPEED BYPASS
A high speed bypass is needed to obtain maximum horsepower because the
engine will experience a loss of volumetric efficiency at RPM above the peak HIGH SPEED
torque. At high RPM the inlet valves are open for such a small amount of time OPENS
that the cylinders do not have enough time to completely fill with fresh mixture:
Fuel curve “A” shows the flow of a system with a main bypass jet only. An
engine with the same volumetric efficiency at all speeds would have this fuel
rate requirement.
Fuel curve “B” is the actual fuel requirement of a typical engine. Note that
curve “A” is too rich at high engine speed, resulting in a loss of power.
Fuel curve “C” represents the flow rate attained by using a richer main jet to ob-
tain a steeper initial curve, then a high speed to break it over to follow the engine
requirement.... A very close compromise to curve “B”.
THE HIGH SPEED ALSO BENEFITS THE MID-RANGE PERFORMANCE
If an engine is jetted to obtain maximum horsepower at high RPM without a high speed bypass, it would be lean around the peak torque
RPM (see fuel curve “A” compared to the engine fuel requirement, “B”). Unfortunately jetting rich enough for best mid-range power will
cause the engine to run rich and lose power at high RPM. By installing a high speed bypass, separate control of the mid-range and high
RPM fuel rates are possible. The main jet can be run richer for best mid-range performance, while using the high speed to lean the system
for best power at high RPM.
TUNING TIPS AND BASIC ADJUSTMENTS
Turning the screw “in” on a diaphragm type high speed or changing to a heavier spring, and/or adding more shims in a jet can type, will
raise the pressure (RPM) at which the valve opens, making the system richer on the top end. The high speed is usually adjusted to start
opening about 500-1000 RPM above peak torque. If a high speed is installed on a fuel system when it is calibrated by Kinsler, the main
jet and high speed bypass setting should be very close for best power. However, if the system does not seem to have the ideal fuel rate “as
received”:
1) If the fuel curve seems too rich throughout the RPM range, go to a leaner main jet.
2) If just the top end seems rich; go lower on the high speed pressure setting until the high rpm mixture is correct.
A) If the system has a restrictor jet, try going .004” - .010” larger per run. (Note: the calibrated pressure settings of the high
speed should not require a major adjustment if the original main jet is being utilized.) Compare this with the results
obtained by going lower on the valve pressure setting.
B) If the system still seems rich after step “A” above, lower the opening pressure of the high speed by approximately 3 PSI.
CAUTION: We recommend you reinstall the original restrictor jet before lowering the pressure setting.
C) If the engine still seems rich with the lower pressure setting, repeat step “A”. While this method may require several runs
of the engine it has be found to be a safe way to tune the system while avoiding engine damage from going too lean.
3) If the system is adjusted to give a proper fuel curve, but the overall curve needs to be richened or leaned due to changes in
the engine displacement, air density, weather, altitude, etc., adjust the high speed pressure for each main jet step you adjust.
4) Tune the engine for best performance, not just what appears to be good plug readings.
IMPORTANT NOTE: When properly adjusted, a high speed bypass’s engagement should not be felt by the driver.
If the driver feels the high speed bypass engage because the engine’s power increases dramatically, then either the main jet is adjusted too
rich or the high speed is opening at too high a RPM. Either condition will cause the engine’s output to be lower than optimum. There
should be no sudden burst of power, only a steady strong pull.
RESTRICTOR JETS
The pressure setting of the high speed is used to control the RPM at which the valve opens, while the
restrictor jet is used to limit the flow through it after it opens. The smaller the jet, the less fuel that can
flow through the high speed and back to the tank, thus richening the system at higher RPM levels.
In some Oval Track applications the use of a restrictor jet assures that the high speed does not dump
off too much fuel at high RPM part throttle.... for example coming down a straight away and quickly
closing the throttles causing a pressure spike. The high speed will open and start returning fuel. The
restrictor jet will then restrict the amount of fuel bypassed during this overrun condition.
If you own a high speed bypass valve that doesn’t have a provision for a restrictor jet. Simply use a jet
can after the valve by removing the poppet and stretching the spring out to hold the jet in place. Make WHEN THE JET IS
sure the jet can has a jet sealing o-ring. DROPPED INTO THE END
For better understanding of the operation of the restrictor jet see the fuel curves on Page #87. OF THE VALVE MAKE
© 2020 SURE THE NUMBER IS
FACING YOU
Accept when used at inlet of model K-140
90
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
HIGH SPEED BYPASS VALVE
FIRST TIME INSTALLATION OR FUEL SYSTEM NOT CALIBRATED BY KINSLER
When installing a high speed bypass in the system for the first time, or on a system that presently has
one but it is not tuned properly:
1) Block off the high speed by capping off the hose, DO NOT INSTALL VALVE BACKWARDS,
the valve may leak fuel which will cause inaccuracy in the following test. We can pressure test
2) Using only the main jet bypass valve, find the main jet that produces the best performance up to and set your high
approximately 500-1000 RPM beyond the peak torque of the engine. speed bypass valve
3) Go .004” richer on the main jet (.002” to .008” is the range we see), and put the high speed or provide you with
bypass back in the system. a New Kinsler valve
4) Adjust the high speed pressure higher (richer) and lower (leaner) to find the setting for best that is set for your
performance. If using a restrictor jet, try larger or smaller ones in increments of .004” to .010”. system.
As a larger restrictor jet is used, the pressure setting of the valve may have to be readjusted.
5) Try richer main jets.... adjust the high speed with each one to find the best overall performance.

HIGH-SPEED JETTING

FUEL FLOW

RPM
0 2000 4000 6000 8000
HIGH SPEED ADJUSTMENT HIGH SPEED RESTRICTOR JETTING
The RPM at which the high speed bypass opens is determined With a blank jet (no orifice- not allowing the bypass to flow), the
by the pressure setting of the valve. Curve “F” is the lowest pressure and flow keep on going as though the high speed bypass
setting; the valve opens at 5000 RPM. Raising the pressure wasn’t there. Without any jet, the flow levels out as in curve “A”,
will give curve “C”, opening at 6000 RPM. Curve “E” opens because the high speed lets a lot of fuel bypass back to the tank on the
at 7000 RPM. Raising the RPM at which the new curve starts top end. Curve “C” ; adding a restrictor jet gives some intermediate
doesn’t change it’s slope. fuel curve. The smaller the jet, the closer the curve comes to the
original one. Even without a jet, the bypass offers some internal
restriction, which makes curve “A” slope up slightly.
CURVES FOR HIGH-SPEED
JETTING vs. OPENING
PRESSURE
FUEL FLOW

CURVES FOR HIGH SPEED JETTING VERSUS CURVES FOR TWO DIFFERENT MAIN JETS
HIGH SPEED SHIMMING OR SCREW ADJUSTMENT USING THE SAME HIGH SPEED SETTING
The RPM at which the high speed bypass opens can be raised by Fuel pressure is what opens the high speed bypass. With a larger
adding shims (jet can type). Then the top end can be leaned out main jet, the opening pressure will not be reached until a higher
further by using a larger restrictor jet in the valve. RPM. To retain the same high speed opening RPM with a larger
© 2019 main jet, you must lower the pressure setting of the high speed valve.
91
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
HIGH SPEED BYPASS VALVE
ADVANTAGE OF KINSLER’S DIAPHRAGM HIGH SPEED BYPASS VALVE
The advantage of this valve over the “jet can” type used in the past is that it has less
internal friction on it’s moving parts, and it has a much larger area
for the pressure to act on for regulation, resulting in a valve that opens at the same
RPM every time. Easily adjusted using a blade screwdriver and a 7/16” wrench; no
parts to drop or lose, no dealing with leaking fuel when changing pressure settings.

DIAPHRAGM VALVE AND COMPONENTS

Kinsler diaphragm high speed bypass valve, neoprene diaphragm,
3903 gasoline and methanol, hard-anodized aluminum, includes 6 AN
male flare fittings, model: H
Kinsler diaphragm high speed bypass valve with restrictor jet #3903 Model: H
3904 provision, neoprene diaphragm, gasoline and methanol, hard-
anodized aluminum, includes 6 AN male flare fittings, model: HR
Kinsler diaphragm high speed bypass valve, teflon diaphragm,
3950 nitro. ONLY, hard-anodized aluminum, includes 6 AN male flare
fittings, model: H
Kinsler diaphragm high speed bypass valve with restrictor jet
3951 provision, teflon diaphragm, nitro. ONLY, hard anodized #3904 Model: HR
aluminum, includes 6 AN male flare fittings, model: HR MEASURING THE “E” DIMENSION
3926 Labor to flow test and set diaphragm valve pressure on flow bench A vernier caliper is the most accurate method for
measuring the “E” dimension, but a good steel scale
will suffice if read carefully. On every unit calibrated
by us, the ‘as shipped’ “E” dimension is recorded on
the tech sheet titled “A Few Important Notes”. About
.002” inch change in the “E” dimension gives one PSI
change in pressure.

COMPONENTS
3929 Adjusting screw and lock nut; 12-24 thread, screws are ground to
specific length then radiused on end for smooth operation
3932 Upper spring rest; goes between adjusting screw and spring
3933 Lower spring rest; goes between spring and diaphragm
3937 Spring; standard .084" wire diameter for high speed diaphragm valve
3941 Slip ring; teflon, goes between diaphragm and tower
3944 Diaphragm; neoprene, for gasoline and methanol ONLY
3947 The “E” dimension on the adjustment screw
Diaphragm; teflon, for nitromethane ONLY is the distance between the bottom of the
3949 Restrictor jet pod assembly, 1/4" male NPT inlet x 6 AN male flare screw head and the top face of the nut
outlet, includes spring, washer o-ring, end cap, and jet sealing o-ring
3016 End cap for #3949; 6 AN male flare, hard-anodized aluminum
3010 Washer o-ring; for #3949 and #3016
3116 O-ring; jet sealing, for #3949 and #3016 Using dial vernier
calipers to
6170 Fitting; Kinsler hard-anodized aluminum, 6 AN male flare x 1/4" measure the “E”
male NPT
dimension
“E” DIMENSION
TURNS CHANGE CHANGE
OF IN “E” IN OPENING
SCREW DIMENSION
*
PRESSURE
1/4 .010” 5.1 + 1.3 PSI

* The average pressure change was determined by

testing (5) valves between 40 and 90 PSI.
© 2019
92
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
HIGH SPEED BYPASS VALVE
KINSLER 6 AN HIGH FLOW JET CAN
HIGH SPEEDS AND COMPONENTS
3081 Brass High-Flow 6 AN jet can high speed
3157 Hard-anodized aluminum High-Flow 6 AN jet can
high speed
3085 End cap ONLY, brass
3150 End cap ONLY, hard-anodized aluminum
3086 Body ONLY, brass
3151 Body ONLY, hard-anodized aluminum
3087 Poppet, precision ground stainless steel
#3081 high-flow 6 AN brass jet can
3089 Labor; pressure set valve on flow bench to pressure of
customer's application/request
3074 O-ring set, includes body and jet sealing
3034 Shim kit, consists of: 1- .183" and 6- .030" thick shims
3040 Shim, .183" thick, brass
3042 Shim, .020" thick, brass
Springs may be
3043 Shim, .030" thick, brass purchased separately.
3303 Spring kit, consists of: .016", .018", .019", .021", .024" Last two digits of part
3304 Spring kit, consists of: .028", .032", .036", .039, .042" number is wire diameter.
example: Part #3339 = .039” wire diameter spring

KINSLER 12-VOLT ELECTRIC LEAN-OUT OR ENRICHMENT VALVES

6060 Valve only, includes electrical connector, NO fittings, 1/4"
female NPT ports, normally closed For more
6061 Valve only, includes electrical connector, NO fittings, 1/4" technical in-
female NPT ports, normally open
6062 Same as #6060 with 6 AN male flare inlet fitting and
formation on
restrictor jet provision which holds Kinsler or Hilborn jets this valve see
6063 Same as #6061 with 6 AN male flare inlet fitting and Page #168
restrictor jet provision which holds Kinsler or Hilborn jets
NOTE: Maximum operating pressure: 150 PSI
Normally closed- no power applied valve is CLOSED, valve opens when power is applied. #6062
Normally open- no power applied valve is OPEN, valve closes when power is applied.

Ken Regenthal’s ‘Carolina Hooker’ Kinsler

modified Crower injection system on a big block
Chev making a 4.88 second ; 147+, 1/8 mile pass Hank Scott Racing (HSR) 1100cc oil cooled Su-
zuki engined Mini-Sprint Oval Track Car. Kinsler
modular motorcycle injection assembly (see
© 2019 Pages #40-41) with constant flow metering
93
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
HIGH SPEED BYPASS VALVE
K-140 New “N” Tower
Design With Side
THE ULTIMATE HIGH SPEED Vent Location
KINSLER K-140 VALVES
This valve has the highest flow capacity with the lowest pressure rise
of any valve on the market. For most applications the rise is under
1-PSI, since the total bypass flow for most systems is 600 lbs/hr or
less. #3982
Extremely smooth operation. The closing flow curve is within 0.3
(3/10) PSI at any flow point on the opening curve. This is achieved
by hardcoating, then microlapping all of the moving parts. This
means the pressure in the fuel system will stay close to the set point
on both rising and falling engine RPM.
Many valves can go into a “buzz”
“D” (hydraulic vibration); this valve is more
Tower stable as it is the only valve on the Tower Model
Design market with a unique spring arrangement D / N #3989 #3161
designed to control buzz.
3967 Complete assembly, 17-37 PSI
The diaphragm has a swiveling “live”
center pintle that closes down on the 3968 Complete assembly, 26-51 PSI
seat for very smooth operation. Both the 3969 Complete assembly, 34-80 PSI
pintle and the seat are lapped for bubble
tight close-off. 3970 / *3980 Complete assembly, 49-106 PSI
Hard anodized aluminum housing 3971 / *3981 Complete assembly, 57-123 PSI
components and a very compact design 3972 / *3982 Complete assembly, 72-152 PSI
makes this piece lighter and easier to
install in the vehicle. Components are Complete assembly, 88-230 PSI, requires special spring
3973
compatible with gasoline and methanol. package, call for details

Seven different spring combinations are Restrictor jet holder, has jet sealing o-ring, 6 AN female inlet
available for a total adjustable range of 3161 x 6 AN male flare outlet, screws directly onto K-140 inlet
17 - 230 PSI. There is also CUSTOM recommended or outlet fitting and seals with o-ring
BUILDUP SERVICE available. 3988 Adjusting screw with lock nut, 10-32 thread
Accepts Kinsler or Hilborn jets... has jet 3989 Vent filter breather, sintered stainless steel, 10-32 male thread
sealing o-ring for restrictor jet.
Diaphragm assembly, ‘D’ style, includes: lower spring rest,
Valve is LIGHT, weighs 0.45 lbs. 12090
pintle, and diaphragms (2)
The K-140 High Speed comes complete 12091 Diaphragm replacement material ONLY (two pieces)
with : 12087 Spring, ‘Inner’
1- 6 AN male flare inlet fitting, 8 AN
port plug for unused inlet port 12088 Spring, ‘Middle’
3 AN port plug for pressure gauge port 12089 Spring, ‘Outer’
#3989 vent breather filter
#3161 restrictor jet holder K-140 mounting bracket, billet aluminum, black anodized,
12085
four mounting holes at 1.90” centers
Set of four Vibration Isolation Mounts, for #12085, 5/8”
12086
diameter x 1/2” tall, rubber, 8-32 x .490” thread

Exploded
view of Close up of
K-140 live-action
© 2020 pintle
94
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
BYPASS VALVES SPRINGS FOR 6 AN JET CANS
Spring kit, for Kinsler and Hilborn 6 AN jet can,
3303
consists of: .016", .018", .019", .021", .024"
3304 Spring kit, for Kinsler and Hilborn 6 AN jet can,
consists of: .028", .032", .036", .039", .042"
3316 Spring: .016" wire diameter
3317 Spring: .017" wire diameter
3318 Spring: .018" wire diameter
3319 Spring: .019" wire diameter
3321 Spring: .021" wire diameter
KINSLER HIGH FLOW 6 AN JET CANS
3324 Spring: .024" wire diameter
Body has a micro finished bore for stick free poppet travel and a preci- 3328 Spring: .028" wire diameter
sion ground stainless steel poppet for long life. Accepts Kinsler or
Hilborn jets... has jet sealing o-ring for accurate orifice metering. 3332 Spring: .032" wire diameter
3336 Spring: .036" wire diameter
Can be used for main, secondary, high speed, or port check. Unit has
high flow rate versus opening pressure which makes this valve ideal 3339 Spring: .039" wire diameter
for jet can type high speed bypass when a large quantity of fuel must 3942 Spring: .042" wire diameter
be bypassed. Uses Kinsler’s standard springs and shims.
SHIMS FOR 6 AN JET CANS
Available in brass or hard anodized aluminum. 3034 Shim kit, includes: 1- .183" thick
Aluminum valve is 67% LIGHTER than the brass valve. shim and 6- .030" thick shims
3040 Shim, .183" thick, brass
BRASS 3042 Shim, .020" Ultra thin, brass
3084 Main bypass valve, complete assembly 3043 Shim, .030" thin, brass
3076 Secondary bypass valve, complete assembly 8 AN HIGH FLOW JET CAN
3081 High speed bypass valve, complete assembly Brass jet can, 8 AN, precision ground
3061 stainless steel poppet and spring
3085 End cap ONLY, for brass valve, includes o-rings
3086 Body ONLY, brass 3050 Aluminum jet can, 8 AN, precision
Safety pressure valve, used on IRL systems, complete assembly ground stainless steel poppet and spring
3170 150-155 PSI 3062 Poppet, for #3061 and #3050 jet can
Pump safety valve, typically used on supercharged fuel SPRINGS
3172
systems, complete assembly 190-200 PSI Available springs for #3061 and #3050
HARD ANODIZED ALUMINUM 8 AN jet cans ONLY, (wire diameter x
length) .028" x 1.500"; .035" x 1.525";
3155 Main bypass valve, complete assembly 3064 .050" x 1.425"; .061" x 1.475"; .075" x
3156 Secondary bypass valve, complete assembly 1.500"; .080" x 2.050"
Specify size when ordering
3157 High speed bypass valve, complete assembly
Spring kit, for 8 AN jet can, includes 1
3150 End cap ONLY, for hard-anodized valve, includes o-rings 3078
each of the above eight springs
3151 Body ONLY, hard-anodized aluminum Spring kit, for 8 AN jet can, 'Light'
Safety pressure valve, used on IRL systems, complete assembly 3130
3175 four spring assortment, 3-40 PSI
150-155 PSI Spring kit, for 8 AN jet can, 'Heavy'
Pump safety valve, typically used on supercharged fuel 3131
3177 four spring assortment, 38-300 PSI
systems, complete assembly 190-200 PSI SHIMS FOR 8 AN JET CANS
PARTS FOR BRASS AND ALUMINUM VALVES
3059 Shim kit for 8 AN jet can: (4)- .020" shims, (2)- .060"
O-ring set, for end cap, body, and jet sealing, gasoline and shims, (1)- .185" shim
3074 methanol 3065 Shim for 8 AN jet can: .020" nominal thickness, brass
3079 O-ring set, for end cap, body, and jet sealing, nitromethane 3066 Shim for 8 AN jet can: .060" nominal thickness, brass
3087 Poppet ONLY, precision ground hardened stainless steel 3067 Shim for 8 AN jet can: .185" nominal thickness, brass
LABOR
3088 Flow test and set secondary #3076 and #3156 on flow bench
3089 Flow test and set high speed #3081 and #3157 on flow bench

For pressure charts

on spring and shim 8 AN H-TYPE JET CAN
combinations for 3055
H-type jet can, 8 AN, hard anodized aluminum
with poppet and spring
Kinsler high flow 6 AN jet cans,
3057 Poppet, for #3055 ONLY, hard anodized aluminum
see PRESSURE CHARTS on Page #96 SPRINGS :
© 2020 3058
For #3055 8 AN jet can ONLY:
.024" or .047 wire diameter
95
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
PRESSURE CHARTS
THESE CHARTS ARE FOR KINSLER VALVES ONLY, USING KINSLER SPRINGS.
PRESSURES MAY VARY SLIGHTLY.
NOTE: A jet sealing o-ring in the jet can is equivalent to .060” worth of shims.
Kinsler and Hilborn jets are equivalent to .183” of shims.

HARD-ANODIZED 6 AN ALUMINUM (ANO-K TYPE VALVE)

MAIN #3006 AND/OR SECONDARY #3030
WITHOUT JET SEALING O-RING INSTALLED
Pressure SPRING WIRE DIAMETER
shown in PSI .015” .016” .017” .018” .019” .021” .024” .028” .032” .036” .039” .042”
NONE 0.6 0.6 1.4 1.2 1.7 2.2 2.1 3.8 4.6 8.3 10.8 24.0
I M 1-THICK 1.0 1.0 2.4 3.5 2.9 3.8 4.8 7.9 12.7 22.2 30.2 54.6
S H
2-THICK 1.4 1.6 3.3 5.0 4.0 5.1 7.4 12.3 20.2 36.4 49.8 80.7

HIGH FLOW BRASS AND

HARD-ANODIZED 6 AN ALUMINUM
MAIN #3084 AND #3155 ;
SECONDARY #3076 AND #3156 ;
HIGH SPEED #3081 AND #3157 WITHOUT JET SEALING O-RING INSTALLED
Pressure SPRING WIRE DIAMETER
shown in PSI .015” .016” .017” .018” .019” .021” .024” .028” .032” .036” .039” .042”
NONE 0.6 0.8 2.0 3.2 2.6 3.3 4.2 7.2 11.2 20.9 26.4 56.8
IM 1-THICK 1.2 1.3 3.1 5.0 4.0 5.0 7.3 12.7 21.1 38.9 53.3 92.3
SH
2-THICK 1.6 2.0 4.2 6.7 5.3 6.9 10.8 17.4 30.3 56.4 79.3 127.0

HARD-ANODIZED 6 AN QUICK DISCONNECT TYPE VALVE ;

#3104 AND #3112
WITH JET SEALING O-RING INSTALLED
Pressure SPRING WIRE DIAMETER
shown in PSI .015” .016” .017” .018” .019” .021” .024” .028” .032” .036” .039” .042”
NONE 0.6 1.6 1.3 0.7 1.6 2.9 7.0 8.3 23.4
I M 1-THICK 0.5 0.5 0.6 1.7 2.6 2.6 2.8 5.8 9.7 20.0 24.1 47.5
SH
2-THICK 0.9 0.9 1.0 2.6 3.7 3.7 4.8 9.7 17.0 30.8 41.5 70.0

© 2019

96
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
BARREL VALVES BARREL VALVE ASSEMBLIES
Arms and inlet fittings sold separately
Our valves feature 3 AN female nozzle hose ports that are spaced apart for
good wrench clearance. All feature a High-Flow distribution cavity with a
removable o-ring plug. Can be installed on most Hilborn, Engler, Crower,
and Ron’s manifolds either as a direct bolt-on or using a Kinsler mounting
adapter. These barrel valves are made from 6061-T6 billet aluminum, then
hard anodized for protection from corrosion by methanol.

Part # of Part # of
Complete Block Model Description
Assembly Only
3501 3590 ALH 8-port, high flow, nozzle ports exit out of the sides, left #3502 #3561
hand spool rotation, bottom mount
ARH ARH-XL
8-port, high flow, nozzle ports exit out of the sides, right
3502 3591 ARH hand spool rotation, bottom mount (this is the standard unit
on Kinsler small block Chevrolet manifolds)
3561 3571 ARH-XL Same as #3502, Xtra-Light is .25 lb less than ARH
Same as #3502 with two 6 AN female ports on front and
3510 3599 ARH-P
rear of distribution cavity, bottom mount
Same as #3501 with two 6 AN female ports on front and
3511 3574 ALH-P rear of distribution cavity, bottom mount
8-port, high flow, nozzle ports exit front and rear, left hand
3503 3592 BLH spool rotation, bottom mount
3562 3572 BLH-XL Same as #3503, Xtra-Light is .25 lb. less than BLH
Same as #3503, with two 1/4" mounting holes through side
3566 3586 BLH-T of block, side and/or bottom mount
#3566 #3563
8-port, high flow, nozzle ports exit front and rear, right
3504 3593 BRH hand spool rotation, bottom mount BLH-T BLH-XL
3563 3573 BRH-XL Same as #3504, Xtra-Light is .25 lb. less than BRH
16-port, high flow, four nozzle ports exit each side, left
3508 3597 CLH hand spool rotation, bottom mount
16-port, high flow, four nozzle ports exit each side, right
3509 3598 CRH hand spool rotation, bottom mount
3564 3575 CRH-XL Same as #3509, Xtra-Light is .3 lb. less than CRH
4-port, high flow, two nozzle ports exit front and rear, left
3505 3594 PLH hand spool rotation, side mount
4-port, high flow, two nozzle ports exit front and rear, right
3506 3595 PRH hand spool rotation, side mount
3507 3596 Mono-port, 6 AN female inlet and outlet ports, side mount
#3509 #3564
NOTE : When ordering a barrel valve, specify make and style of
CRH CRH-XL
manifold, barrel valve spool shaft rotation*, fuel being used, and type of
racing.
Our barrel valve assembly comes with a standard Kinsler spool,
secondary outlet fitting, and mounting bolts.
The throttle arm and inlet fitting are ordered separately.
Optional spools are ordered as an Upgrade.
* Rotation:
Right hand - looking at the end of the spool shaft (the screw driver slot end), it
rotates clockwise from idle to wide open throttle.
Left hand - looking at the end of the spool shaft (the screw driver slot end),
it rotates counterclockwise from idle to wide open throttle. #3505
TERMINOLOGY #3510 PLH
ARH-P
Mounting Orientation: Barrel valves are usually mounted on individual runner
manifolds so that the secondary outlet fitting points toward the front of the engine, © 2019
so the spool shaft protrudes toward the rear. Kinsler bottom mount barrel valves have
10-32 threaded mounting holes in their base. Side mount has .170” clearance holes #3507
for #8 attaching bolts, except BLH-T/BRH-T which have .250” clearance holes. D
Nozzle Line Ports: Side exit refers to ports pointing towards valve covers of V8 engine.
Front and rear exit refers to ports pointing towards the front and rear of a V8 engine.

97
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
BARREL VALVE SPOOLS AND
DUAL RATE IDLE SYSTEM
These spools also fit Hilborn barrel valves with
.575” diameter spool bore
UNDERSTANDING THE SPOOL
We make a variety of ramp widths and depths, with
various rates of ramp depth taper. What works well for
a drag racer may not be correct for a road racer. The
correct spool for an application is the one that delivers KINSLER BARREL VALVE SPOOLS Ramp
the proper amount of fuel at all the part throttle opening
angles. The correct spool for an engine equipped with a H/K, .100" wide - part throttle fuel ramp x .200" wide - full throttle
3552 fuel ramp
2 1/16” injection manifold is probably not the right one
3553 54/K, .200" wide fuel ramp
for a similar engine with a 2 1/2” injection manifold. The
air flow increase per degree of throttle rotation using the 26/K, .200" wide fuel ramp, increased flow at part throttle
3551 over 54/K
larger throttle will be greater than that of the smaller one,
23/K, .200" wide - part throttle fuel ramp x .300" wide - full
therefore requiring more fuel per degree of spool rotation. 3556 throttle fuel ramp
Most of our competitors spools work well at idle and wide 3555 56/N, .300" wide fuel ramp
open throttle, but do not provide the proper amount of
3557 59/K, .250" wide fuel ramp, based on 54/K
fuel at part throttle. Since the ramp is fixed, the only way
to achieve the fuel required at part throttle with one of 3558 64/K, .350" wide fuel ramp, based on 54/K
those spools is by richening the idle, which advances the 3559 22/K, .200" wide - part throttle fuel ramp x .250" wide - full
entire ramp. Unfortunately, the idle is now too rich. Plug throttle fuel ramp
fouling and engine stumbling may occur. 24/K, .200" wide - part throttle fuel ramp x .350" wide - full
3560 throttle fuel ramp
1401 Labor to degree New Kinsler barrel valve spool and modify fuel

HILBORN BARREL VALVE SPOOLS

curve to Kinsler 'Race-Grade' specification © 2019

SERVICE PARTS AND ACCESSORIES

3010 Washer o-ring, for #3515 and #3521
3515 Fitting, secondary outlet on barrel valve, 6 AN male flare
3614 #54, .200" wide fuel ramp
3521 Plug, secondary outlet on barrel valve
3616 #56, .300" wide fuel ramp
3512 Plug, for bottom of high-flow barrel valve, includes o-ring,
3617 #57, .100" wide fuel ramp for barrel valves with .750" I.D. cavity
3618 #61, .300" wide fuel ramp #3523 6167 Port plug, 3 AN male + o-ring, hard anodized alumiinum
3619 #68, .200" wide fuel ramp next
to 6153 Fitting, 3 AN male flare x 3 AN male + o-ring, brass
3620 #71, .050" wide fuel ramp 3519 Spring, retains spool against block, .039" wire diameter
barrel
3621 #77, .100" x .200" wide fuel ramp valve 3522 O-ring, seal spool shaft to block
model: 3043 Thin shim, brass, goes between spring and spool
DUAL RATE IDLE SYSTEM BLH-T
3523 Retainer plate, holds bottom plug in place when barrel
Adjust the barrel valve spool for a #3566 valve is not bolted down to a bracket
“nice clean idle”, with the solenoid valve off.
The rich idle is set for
best throttle response Solenoid
(see pg 102) by Valve
V

#3551 #3553
adjusting the needle
valve to bypass fuel
around the spool after
the 12-volt solenoid
V
valve has been
activated. This is great Needle Valve
for the street... use the
lean idle at a traffic #6167 #3521 #3515
light to eliminate
excess exhaust fumes,
then switch to rich to #3043
accelerate away.
Great for race cars too.
3625 Kit, consists of: electric soleniod, needle valve, fittings, and hose #3512 #3519 #3522
#3010
98
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
BARREL VALVE MOUNTING BRACK-
ETS AND DISTRIBUTION BLOCKS
We also CUSTOM make mounting brackets.
3530 Adapts Kinsler bottom mount barrel valve to Crower manifold #7020
Adapts Kinsler model: D barrel valve (#3507) to Enderle
3531
blower hat #7022
Adapts Kinsler bottom mount barrel valve to Kinsler big
3532
block Chevrolet cross-ram manifold
3548 Modular 2-piece universal billet aluminum bracket, typically
used to mount barrel valve to tunnel ram base
Adapts Kinsler bottom mount barrel valve to Kinsler 3-piece
7020 small block Chevrolet manifold, offset to right hand side #3530
7022 Adapts Kinsler bottom mount barrel valve to Kinsler 3-piece
small block Chevrolet manifold, offset to left hand side
Adapts Kinsler bottom mount barrel valve to Ron's 'Flying #3532
3533 Toilet', specific bolt centers
#3548
Same as #3533, but moves the barrel valve an additional
3534 2.120"
Adapts models: D, PLH, or PRH barrel valve onto Kinsler
3543 MC-180 locator bar bolt holes, 2.1" c-c
Adapts Kinsler bottom mount barrel valve to Kinsler standard
3535 series 4-barrel throttle body
Adapts Kinsler bottom mount barrel valve to Kinsler High- #3535
3536
Flow series 4-barrel throttle body

#3543
#3533 #3536
ENDERLE BLOWER HAT BARREL VALVES - COMPLETE
16170 Blown gasoline ONLY; Bug or Birdcatcher
16171 Injected methanol; Bug, Bird, Buzzardcatcher
16172 Blown methanol ONLY; Bug or Birdcatcher
16174 Blown High-Flow methanol or nitromethane; Bug or Birdcatcher
16176 Blown High-Flow nitromethane; Bug, Bird, or Buzzardcatcher
#16172
DISTRIBUTION BLOCKS #16174
Often called junction blocks (J-block), these pieces offer flexibility on
plumbing your fuel, nitrous, and/or vacuum/pressure reference system.
1900 (8) 3 AN male fittings, specify 6 or 8 AN inlet, typically
used on tunnel-ram, Enderle blower hat or Port nozzles
1901 (12) 3 AN male fittings, 8 AN female inlet port, typically
#1901
used for Hat nozzles on supercharged application
1925 (3) 6 AN female ports x (1) 8 AN female port
#1925
1926 (4) 3 AN female ports x (1) 6 AN female port
1927 (8) 3 AN female ports x (2) 6 AN female ports
6167 Port plug, 3 AN male + o-ring, hard-anodized aluminum
#1926
6153 Fitting, 3 AN male flare x 3 AN male + o-ring, brass
6125 Fitting, 3 AN male flare x 1/8" NPT male thread, brass

#1900 #1927 © 2019

Plumb your High-speed bypass from the barrel valve

Run a second high-speed bypass
Data aquisition port
Run 2 or 3 sets of nozzles
KINSLER 6 AN BARREL VALVE ADAPTER BLOCK
3528
Two 6 AN female distribution ports exit front and rear, bolts to bottom of #3528
Kinsler High-Flow barrel valves, hard-anodized aluminum, includes o-ring
99
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
NOZZLE HOSES - CUSTOM MADE DAILY
TO THE LENGTHS AND FITTINGS YOU ORDER
NOZZLE LINES - BLACK NITRILE
Hose is 3/16” I.D., 500 psi maximum working pressure. Brass
hose ends for corrosion resistance, barbed for secure engagement 3 AN female swivel straight x 3 AN female
1963
into hose and have outer aluminum collar crimped into place. swivel straight, up to 13" long
Hose length is measured from the ends of the aluminum collars 1964 Same style as #1963, 13 1/4" to 28" long
that contact the hose ends.
LENGTH

3 AN female swivel straight x 3 AN female

1973
swivel 45 degree, up to 13" long
1974 Same style as #1973, 13 1/4" to 28" long
3 AN male + o-ring x 3 AN female swivel
1961
straight, up to 13" long
1962 Same style as #1961, 13 1/4" to 28" long

1975 3 AN female swivel 90 degree x 3 AN female

swivel 45 degree, up to 13" long
1976 Same style as #1975, 13 1/4" to 28" long

1971 3 AN male + o-ring x 3 AN female swivel 45

degree, up to 13" long
1972 Same style as #1971, 13 1/4" to 28" long
3 AN female swivel straight x 3 AN female
1967
swivel 90 degree, up to 13" long
1968 Same style as #1967, 13 1/4" to 28" long

3 AN male + o-ring x 3 AN female swivel 90

1965 degree, up to 13" long
1966 Same style as #1965, 13 1/4" to 28" long 3 AN female swivel 90 degree x 3 AN female
1969 swivel 90 degree, up to 13" long
OPTIONS 1970 Same style as #1969, 13 1/4" to 28" long
1988 1/8" male NPT hose end, in place of hose end on above hoses
1989 6 AN female swivel straight hose end, in place of hose end
on above hoses
Port plug, 3 AN male + o-ring, hard anodized aluminum, to
6167 plug nozzle-line-outlet-port in barrel valve
6153 Fitting, 3 AN male flare x 3 AN male + o-ring, brass
6125 Fitting, 3 AN male flare x 1/8" NPT male thread, brass
HOSE ENDS
1979 Hose end, 3 AN male + o-ring x 3/16" barb
1956 Hose end, 3 AN female swivel straight x 3/16" barb
1957 Hose end, 3 AN female swivel 90 degree x 3/16" barb
1983 Hose end, 3 AN female swivel 45 degree x 3/16" barb
1958 Aluminum collar, for above hose ends MUST be properly
crimped onto hose 45 degree hose end
1959 Nozzle hose, priced per foot on ‘down’ nozzle

STAINLESS STEEL 1986 Sleeve and nut, 3 AN, for #1987 tubing
3 AN NOZZLE TUBES 1987 Tube for nozzle, stainless steel, 3/16" O.D. x .155" I.D.
1982 Nozzle tube set of (8) , Enderle Bug/Birdcatcher
We can supply individual
components or fabricate Tube, 8 AN, Enderle Bugcatcher barrel valve (#16170)
16167
without high speed to #1900 distribution block
custom tubing for fuel
injection manifolds, nitrous 16168 Tube, 8 AN, Enderle Birdcatcher barrel valve (#16172)
oxide systems, or vacuum without high speed to #1900 distribution block
system. Tube, 8 AN, Enderle Birdcatcher barrel valve (#16172)
16169 with high speed to #1900 distribution block
6153 Fitting, 3 AN male flare x 3 AN male + o-ring, brass
© 2019 Stainless lines
100
6125 Fitting, 3 AN male flare x 1/8" NPT male thread, brass

Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
 ®
NEW

Excellent
Durability

ONE PIECE GEAR-SHAFT

Patent
Pending
Why an optional Universal Drive ?
Reduces the side loading by allowing
® BECAUSE: the female hex to swivel and help
absorb minor misalignment; reducing
One Piece Gear-Shaft side loading of the pump’s drive shaft
High alloy steel, case hardened, precision ground, then proprietary
coated. Does not allow any radial movement of the gear on the shaft, and bearings.
thus maintaining correct clearance between the gear teeth tips and the Drive Alignment:
housing. A two piece gear and shaft introduces more tolerance, which The drive unit on the engine for the
can allow the tips to scrape the gear cavity walls. mechanical pump, many times is not
Can ingest dirt and spit it out that would fail any other pump. concentric. The female drive hex and/
Rock Solid Housing or mounting pilot are not concentric to
Evolved through housing deflection vs pressure tests. This final design is each other. Mounting a pump to a mis-
the strongest in the industry, combined with twelve 10-32 studs to super aligned drive and forcing them together
secure the extra rigid cover. MIL-Spec hard coated to +/- .0001” tolerance
puts undo side load stress on the pump’s
for consistent flow over a very long life. Good to 400 PSI; higher available.
bearings and drive gear/shaft.
Steady Flow at EXTREME RPM
The inlet port comes straight into the gears rather than making a 90o turn like most pumps. This combined
with special internal design features to feed the fuel to the gears gives EXCELLENT top-end performance....
up to 7,000 pump RPM (14,000 engine RPM) without cavitation. Our larger diameter roller bearings are
rated at higher load (output pressure) and 2,000 more pump RPM than those of other pumps.
Pressure Balance Plate System
Our gear side plates are high alloy steel, heat treated very hard, ground to a 6 micro-inch finish, with end-to-end
flatness of .0001”. These are coated with a harder-than-carbide composite, then lapped to a 2 micro-inch mirror
finish. This coating is so smooth that the torque required to drive the pump is significantly reduced. One plate is
moveable. It has pump outlet pressure fed under it to keep it in constant contact with the gear faces, which gives
minimum pump output flow drop vs pressure, and compensates for housing expansion due to
temperature, and wear. For excellent priming during engine cranking, two coil springs keep the ©2019
plate in contact with the gear faces.
101
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
MECHANICAL FUEL PUMPS
Pump is not reversible
in the field

Patent
Pending
Inlet and outlet bolt-on-fittings allow a larger
diameter inlet port for better flow and keep
the housing strong because it isn’t tapped
for a large fitting thread. Individual fittings:
6AN, 8AN, 10AN, 12AN
Pump length and diameter, Outlet manifold fittings:
mounting nose diameter,
and pump mounting bracket 6AN, 8AN, 6AN (three port)
are industry standard. Will 6AN, 6AN, 8AN, 6AN (four port)
bolt on where any Hilborn, The 8AN can be reduced to 6AN
Waterman, DSR, or Enderle pump does.
3AN pressure
To prevent pressure from reaching the shaft seal, a static brass tap
sleeve around the drive shaft is sealed to the housing and to the
moveable plate by o-rings. This reduces the possibility of a seal
leak and reduces friction on the drive shaft, because pressure is
not forcing the seal lip to grip down onto the shaft...
gives longer seal Mirror Smooth Finish
life and less drive
torque. The seal
cavity is vented
back to the inlet
side of the pump
to further insure
that there is no
pressure on the
seal. A snap ring
positively locates
the seal.
Each pump is flow
tested, run-in for
two hours, then
reflowtested be-
fore shipping.

© 2019

102
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
MECHANICAL FUEL PUMPS
PUMP OUTPUT
In theory, a mechanical pump’s
output is linear to the RPM at
which it is driven. Rotate the
pump shaft twice as fast and the
flow will double. However, even
a good pump is affected by the
physical clearances of the gears
and the pressure load against the
outlet. Typically the flows at very
low RPM and very high RPM will Running clearance is a must for the
be below the linear graph of the pump gears. This clearance causes
pump’s output due some internal leakage back past the
to internal leakage, pumping gears and has the same effect as a
friction losses, and clearance in the bypass from the pump outlet back to
components. the inlet.
GENERAL SIZING AND SERVICE
Engine displacement, volumetric efficiency, and the fuel being used will dictate the required pump displacement size. If you have a doubt
about the size of your pump, note the number stamped on it and give us a call. Several pumps are assembled using the same size hous-
ing, so the casting number located on the housing does not indicate the exact pump displacement. Most pumps are identified by the serial
number stamped on it.
Most pumps experience wear over a period of time. To maintain engine performance on a fuel system where the pump is losing flow out-
put, the main jet has to be continually richened. If the main jet is not richened, the top end performance will drop off. If a problem is not
found after thoroughly checking other engine components (especially valve springs, cam lobes, and ignition), the pump should be sent in
for testing.
We can test and rebuild many types of pumps. To have a pump tested, send it in with all of the fittings still in it.
Include a day and evening time telephone number with the area code..... a technician will call if there is a problem.

FLOWS ARE AVERAGE OUTPUT - ACTUAL OUT-

PUMP SIZE PUT MAY VARY SLIGHTLY
PUMP
KW-200 -00 KW-300 -0 KW-400 KW-450 KW-500 0-1/2 -1 KW-700 KW-1300 -2 -4
RPM PSI
2000 0 335 380 505 685 670 770 835 960 1190 1170 2160 2325 2930
2000 50 305 295 475 590 655 760 815 865 1095 1130 2125 2140 2765
3500 50 570 570 845 1070 1150 1330 1450 1515 1950 2000 3670 3710 4760
Flows in this chart are in pounds per hour (lbs/hr) of .720 specific gravity test fluid at 60oF.

TYPICAL APPLICATIONS VERSUS PUMP SIZE

These recommendations are based on the pump running at 1/2 crank speed.
Variations will occur with RPM of engine and pump drive speed.
KW Hilborn Typical Use
N/A BL-235 Very small displacement engines fueled by gasoline and/or alcohol (typically one to four cylinders)
200 -00 Small displacement four cylinder engine (typically) fueled by gasoline and/or alcohol
300 N/A Large displacement four cylinder engine (typically) fueled by gasoline and/or alcohol
400 -0 Gasoline and alcohol (typically 6-cylinder and under 400 cubic inch V8)
450 N/A Alcohol (over 400 cubic inch V8)
500 -1/2 Gasoline and alcohol (typically unblown under 430 cubic inch V8)
Unblown and blown gasoline; unblown alcohol up to 700 cubic inch displacement; small
700 -1 displacement blown alcohol low boost or low % nitro
1300 -2 Small displacement unblown high % nitro ; average blown alcohol
LB750 -4 Large displacement unblown high % nitro; large displacement high boost blown alcohol; small
displacement low boost blown nitro
LB1500 -5 Very large displacement high boost blown alcohol; large displacement high boost high % nitro © 2019
ALL FLOWS , SIZES , AND RECOMMENDATIONS FOR FUEL PUMPS ARE FOR GENERAL
REFERENCE. CONSULT A KINSLER TECHNICIAN FOR YOUR SPECIFIC APPLICATION !!!

103
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
MECHANICAL PUMPS
CHANGING PUMP ROTATION:
Gear-rotor style pumps are reversed by removing the cover and re-indexing it 180o. Pumps tend to
change their flow when taken apart and reassembled. Disassembling the pump in the field is discour-
aged. It is recommended that the pump be sent to us, if the rotation needs to be changed. We will flow
test the pump before and after changing it’s rotation to be sure it is performing properly.
Gear to Gear style pumps are reversed by removing the inlet and outlet fittings. Simply turn the body
180o and install inlet and outlet fittings in the opposite end of the pump from the original configuration.
(Note: the original inlet port of the pump will now be the outlet port)

GEAR TO GEAR DESIGN

TYPICAL KW, WATERMAN, OR DSR.
LOOKING AT PUMP COVER

Gear to gear (above)

and gear-rotor (below)
style pumps with front
covers removed
REGULAR ROTATION REVERSE ROTATION
The required pump rotation can be determined by looking at the rotation of female drive hex at the mounting surface. A clock-
wise rotation female drive requires a regular rotation pump, counterclockwise requires a reverse rotation pump.
GEAR-ROTOR DESIGN
TYPICAL HILBORN OR ENDERLE
LOOKING AT BOLT-ON PUMP COVER

REGULAR ROTATION REVERSE ROTATION

A pin or notch at the twelve o’clock position with the inlet fitting at the three o’clock position is regular
rotation. A reverse rotation pump will have the pin or notch at six o’clock with the inlet fitting at the three
o’clock position.
MINIMUM PLUMBING FOR INLET SUPPLY HOSE SPECIFICATIONS : LARGER HOSE
KW or Waterman 200-300 / Hilborn or DSR -00 pump -8AN hose with 7/16" I.D.* SIZES
KW or Waterman 400 / Hilborn or DSR -0 pump / Enderle 80A-0 -8AN hose with 7/16" I.D.* ARE REQUIRED
KW or Waterman 450 or 500 / Hilborn or DSR -1/2 -10AN hose with 9/16"I.D.* AT
KW or Waterman 600 or 700 / Hilborn or DSR -1 / Enderle 80A -12AN hose with 11/16" I.D* PUMP SPEEDS
KW or Waterman 900 or 1300 / Hilborn -2 / Enderle 110 -12AN hose with 11/16" I.D.* OVER 4000 RPM
Hilborn -4 / Enderle 110-990 or 110-1100 -16AN hose with 7/8" I.D.* ( 8000 engine RPM )
*- I.D. of stainless steel braided hose
© 2019
ALL FLOWS , SIZES , AND RECOMMENDATIONS FOR FUEL PUMPS ARE FOR GENERAL
REFERENCE. CONSULT A KINSLER TECHNICIAN FOR YOUR SPECIFIC APPLICATION !!!
104
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
MECHANICAL FUEL PUMPS
KW FUEL PUMPS
a) Side-by-side gear construction allows this pump to withstand higher fuel
pressure loads than other designs, with minimal flow losses. The gears and
plates are coated with Polydyn TM dry film lubricant to reduce wear. The
billet aluminum housing is hard anodized on the inside to reduce
corrosion.
b) Pumps are available in sizes :
KW/LW : 200, 300, 400, 450, 500 , 600, 700
Large KW : 900, 1000, 1100, 1200, and 1300
c) Uses 3/8” male hex drive. Swivel base flange for ease of installation,
allows indexing of inlet and outlet ports for clearance of inlet and outlet
hoses.
d) Kinsler offers a complete line of AN hard anodized aluminum fittings.
These fittings are light, resistant to methanol corrosion, give smooth flow,
and good sealing.
e) All parts are available to customer. Allows for “emergency” field service.
f) Interchangeable gears and spacers lets you quickly change the KW 500 pump and parts
displacement size of the fuel pump, bigger or smaller (within housing
limits). NEW
g) Pump can be driven either clockwise or counterclockwise without
modification. Internal design allows either port to be inlet or outlet
‘Lite-Weight’ fuel pump !
depending on rotation. Simply switch the inlet and outlet fittings. When every bit
KW 200 - 700 FUEL PUMPS of weight counts !
Housing configuration consists of LW “Lite-Weight” FUEL PUMPS
3-inlet ports (1-8 AN and 2-6 AN female) Housing configuration consists of 1-inlet port
and 3-outlet ports (1-8 AN female and (8 AN female) and 3-outlet ports
2-6 AN female). Pump without fittings (1-8 AN female and 2-6 AN female in cover).
weighs approx. 1.95 lbs Pump without fittings weighs approx. 1.45
lbs
2904 KW-200 regular rotation LW ‘Lite-Weight’ 2914 LW-400 regular rotation
2905 KW-200 reverse rotation series pump 2915 LW-400 reverse rotation
2908 KW-300 regular rotation
2956 LW-450 regular rotation
2909 KW-300 reverse rotation
2957 LW-450 reverse rotation
2912
2913
KW-400 regular rotation
KW-400 reverse rotation Service parts 2918
2919
LW-500
LW-500
regular rotation
reverse rotation
2954 KW-450 regular rotation are available 2982 LW-550 regular rotation
2955 KW-450 reverse rotation
for in-the-field 2983 LW-550 reverse rotation
2916 KW-500 regular rotation
2917 KW-500 reverse rotation repairs FITTINGS - KINSLER HARD-ANODIZED ALUMINUM
2980 KW-550 regular rotation PUMP FLOW TESTING SERVICE 6166 6 AN port plug with o-ring
2981 KW-550 reverse rotation Labor to run in and flow 6156 6 AN male flare x 6 AN male + o-ring
2920 KW-600 regular rotation 2900 test New KW/LW fuel 6044 6 AN male flare x 8 AN male + o-ring
2921 KW-600 reverse rotation pump, 900 series or smaller 6043 8 AN male flare x 8 AN male + o-ring
2924 KW-700 regular rotation Labor to run in and flow
2901 test New KW fuel pump, 6103 Reducer bushing, 6 AN female x 8 AN male + o-ring
2925 KW-700 reverse rotation 1000 series and larger 6177 10 AN male flare x 8 AN male + o-ring
900-1300 series pumps have a larger housing, 6178 12 AN male flare x 8 AN male + o-ring
12 AN female inlet port and 8 AN female outlet port 6179 12 AN male flare x 12 AN male + o-ring
6100 16 AN male flare x 12 AN male + o-ring
2932 KW-900 regular rotation
2933 KW-900 reverse rotation
2936 KW-1000 regular rotation
2937 KW-1000 reverse rotation
2940 KW-1100 regular rotation
2941 KW-1100 reverse rotation
2944 KW-1200 regular rotation
2945 KW-1200 reverse rotation
Upgrade on KW-900, KW-1000, KW-1100, KW-1200, KW 900 pump
2947 build pump with capability to accept up to size 1300 gear
set, uses 1300 front cover and additional spacer (900
only), different size spacers are used for other size pumps
2948 KW-1300 regular rotation
2949 KW-1300 reverse rotation © 2019
105
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
MECHANICAL FUEL PUMPS
HILBORN FUEL PUMPS
We are an AUTHORIZED SALES and SERVICE CENTER for Hilborn fuel pumps.
a) Pumps are available in sizes : PG150C : -00 ; -0 ; Super -0 ; -1/2 ; -1
PG175B : -2 ; -4
PG250 : -5.
b) 3/8” male hex drive.
c) New fuel pumps are supplied with Kinsler AN hard anodized aluminum
fittings, also available for replacement.
d) To change pump rotation, the front cover plate must be removed and
re-indexed 180o. We strongly advise the customer not to do this once
we have set up the pump, since the tolerances and output of the pump
are sensitive to disassembly and reassembly. PG-150C -1/2
e) We cannot sell parts for Hilborn fuel pumps directly to the customer for user repair.
The PG150C is the current series fuel pump. It was preceded by PG150, the PG150A,
and the PG150B. These numbers are on the casting, the actual pump displacement
is designated by the first number of the serial number (which is stamped into the pump
casting). Exceptions, if the pump was resized since new, the new size is designated by
a -# at the end of the original serial number, example: originally 0-9632 which was a
size -0, resized to a -1, the number will be 0-9632-1
NOTE - ALL Hilborn fuel pumps sold by Kinsler
are clearanced, run-in, and flow tested !!
PG-150 series pumps: All PG-175 series pumps
2810 -00 reg. rot. have coated gears :
2811 -00 rev. rot. 2804 -2 reg. rot.
2800 -0 reg. rot. 2805 -2 rev. rot.
2801 -0 rev. rot. 2806 -4 reg. rot.
2820 Super -0 reg. rot. 2807 -4 rev. rot.
PG-175B -2
2821 Super -0 rev. rot.
2818 -1/2 reg. rot.
2819 -1/2 rev. rot.
2802 -1 reg. rot. PHENOLIC INSULATOR PLATE
2803
2810 -1
-00 regularrev. rot.
rotation
1312
2811 -00 reverse rotation run-in, and flow test New Hilborn PG-150C series fuel pump
Labor to clearance,
1314
2800 -0 Labor to clearance,
regular rotation run-in, and flow test New Hilborn PG-175B series fuel pump
2810
2801 -00 regular
-0 reverse rotation
regular rotation
rotation
2811 -00 reverse
Su- rotation
reverse rotation
2820
2800 per reg.
-0 rot.
regular rotation
regular rotation
2801 -0
-0 reverse rotation
reverse rotation
Su-
2820
2821 Su-
Super -0 reg.
per rev. rot. rot.
2820
2821 per reg.
Super
-0 -0 rot.
rev. rot.
-0
2818 -1/2 regular rotation
regular rotation
Su-
2819
2821 -1/2 reverse
per rev. rot. rotation
reverse rotation
2802 -0 regular
-1 rotation
regular rotation
2818
2803 -1/2
-1 regular
reverse rotation
rotation
reverse rotation
.140" thick, insulates drive heat
2819 -1/2 reverse rotation 5276
from mechanical fuel pump
2802 -1 regular rotation
2803 -1 reverse rotation

© 2019
106
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
CUSTOMERS IN ACTION
Saleen S7R
testing at
Willow Springs
racetrack, Calif.
We supply
independently -
throttled-runner
manifolds for all
of the factory
sponsored
Saleen racecars.

November 4, 2005
T-MAC Motorsports, Inc.
Kinsler Fuel Injection
Dear Mr. Kinsler
I would like to personally thank you for your support in 2005.
We had a great year finishing 9th in the World of Outlaw point
standings. As a manufacturer you will be happy to know that we
also lead the World of Outlaws with 12 fast times (3 track records)
and 12 second fast times. This alone is an impressive statistic;
however we also raced the entire 100 race World of Outlaw
schedule with NO engine failures. We feel this is an amazing
accomplishment and one we could not have acheived without your
involvement.

Again, I appreciate all you do for my race team and I am looking

forward to even more success in 2006.

Sincerely yours,
Terry McCarl

Terry McCarl at Knoxville World of Outlaws

John MacKichan’s Speedway Motors Bonneville Streamliner

C/BGS 328.928 MPH E/FS 275.717 MPH

Louie Carufel, 2005 Sprints On Dirt

Rookie of the Year, 6th place overall
Aaron Polaski’s Willys: © 2019
7.71 @ 181 with 100 H.P. hit of nitrous.
System is street driven; Aaron says it
runs nice and smooth.
107
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
BASIC ADJUSTMENTS FOR
CONSTANT FLOW METERING
IDLE SPEED
Controlled by throttling the amount of air entering the engine, not by the
amount of fuel. Set the idle speed by adjusting the throttle stops. If a slow
or a smooth idle cannot be obtained, some of the throttle plates may not
be closing properly... see UNI-SYN on Page #57 and THROTTLE SYN-
CHRONIZATION AT IDLE on Page #56.

THROTTLE RESPONSE
Governed by the idle fuel rate. Mechanical fuel injection doesn’t have an
accelerator pump, so it’s necessary to put in a continuous “pump shot” by
running a rich idle mixture. Smoke, spark plug fouling, and diluted oil due
to prolonged periods of idling may occur with the barrel valve set for best
response, so minimize idle time. The injection can be adjusted for a “nice
clean idle”, but it will not have the best throttle response. (We offer a DUAL
RATE IDLE SYSTEM, see Page #94).

Rotating the hex link so that it moves the arm on the barrel valve in the same direction that it moves when the throttles are
opened makes the idle richer.
Note : Idle fuel rate has no affect on wide open throttle mixture.
To adjust the “idle” fuel rate, mark one of the flats on the hex link to the barrel valve, then also measure the
hex link’s center to center distance (“M” measurement). Keep a record of how many flats it takes to richen
or lean the idle so the hex link can be brought back to the “As Shipped” setting. If you lose track, the “As
Shipped” setting can be reset by using the “M” measurement and the mark on the flat. Never loosen the arm
on the throttle shaft or barrel valve.

M = H D

D = diameter of one rod end

H = overall length of hex
link with rod ends

With the vehicle warmed up and out of gear, set the “idle” fuel rate for the best throttle response, not a “nice clean idle”.
Rapping the throttle open quickly should give a sharp response. So you don’t run a richer idle than necessary, lean the idle
until you don’t have good response, then richen it up just enough to get good response again. If you are running an auto-
matic transmission or a boat, adjust the hex link one or two more flats richer to compensate for when the vehicle is put in
gear, thus loading the engine.

Jim Nader’s 5-time National Champion Pro Stock

Jim Lape’s Top Alcohol funny car flat bottom drag boat. 500 CID big block alky
burning Chev by Mickey Marollo Racing Engines.
© 2019 Kinsler constant flow fuel injection system.
108
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
SETTING THE LEAKAGE OF A
BARREL VALVE SPOOL
LEAKAGE SETTING BARREL VALVE
A leakage test is done to determine how far the idle passage ramp
is open in the spool. The setting that works best for one engine
combination may not work for another because variables such as
fuel pressure, throttle size, idle speed, and ignition timing all affect
the proper barrel valve “idle” opening. The idle setting, or spool
indexing, affects the part throttle fuel delivery. See sections on
KINSLER BARREL VALVE SPOOLS, Pg. 94 and SETTING V
THE “IDLE” FUEL RATE FOR BEST THROTTLE RESPONSE,
Pg. 102

DIFFERENT STYLES OF LEAKAGE METERS

1) Direct Percent Readout Style - displays the percent of
leakage on the gauge. Sun leak testers were like this.... no Fig. 1 cap off secondary outlet fitting
longer made.

2) Pressure Differential Style - usually has two pressure

gauges, pressure in and pressure out. The leakage is a
function of the differential value between the gauge
readings. #5980 Kinsler leakage tester
Examples: 100-PSI in and 70-PSI out, results in a leakage
of 30-PSI, 30-PSI is 30% of 100-PSI.
80-PSI in and 70-PSI out, results in a leakage
of 10-PSI, 10-PSI is 12.5% of the 80-PSI inlet
pressure.

REMEMBER YOU WANT A PERCENTAGE !

LEAKAGE METER
To calculate this: Inlet PSI - Outlet PSI = % Leakdown Includes 6AN hose to barrel valve inlet.
Inlet PSI
TESTING PROCEDURE

NOTES: A) PLEASE read the instructions for the leakage tester before 5980 Dual gauge leakdown metering;
using it. 0-100 PSI / 0-100 PSI gauges
B) Be consistent in the test method. Perform the test the same with 6 AN female swivel hose
every time, this will help avoid errors. assembly
C) The secondary bypass fitting MUST be capped off, see upper photo.
D) Always use the same inlet pressure for repeatability.
1) Attach the leakage meter outlet hose to the barrel valve inlet fitting.
2) Open the barrel valve to wide open throttle, turn the air pressure to the meter on and off to make sure that the gauges zero.
Note: The manufacturer of the leakage meter you are using may specify a different zeroing method. Use that one.
3) With the air pressure on, close the throttles to the idle position and observe the gauge reading(s).
4) Most Leakage Meters Do Not Read the Same; but all Kinsler meters are calibrated to a master so each of them reads the same.
Test your barrel valve leakage after receiving your unit from our calibration department. Record the reading before making
ANY adjustments. Your leakage tester may show a value different than the unit we used. Leakage testers that are working
properly read within about 2% of one another.
CONDITIONS THAT INFLUENCE THE REQUIRED LEAKAGE
Fuel system pressure, engine idle speed, and the load against the engine all affect the required leakage setting
of the barrel valve spool.

1) Fuel Pressure at Idle ; Given two identical engines: if engine ‘A’’s fuel pressure is higher than engine ‘B’’s, because of a
heavier spring behind the poppet in the main bypass, the barrel valve spool on Engine ‘A’ will need to be closed further to
maintain the same fuel idle flow.
2) Engine Idle Speed ; Is proportional to the idle air flow, which will affect the amount of fuel required. The more air, the more
fuel needed to maintain the same air/fuel ratio.
3) Engine Load ; A Sprint Car which is push started “in gear” will have a significant load against the engine right
from the start. A drag car engine will start and idle “out of gear” with very little load, mainly the reciprocating
friction of the engine and accessories. The Sprint Car engine will require more fuel due to the heavier load
(increased load means additional horsepower requirement) to maintain a given RPM.
© 2019
109
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
INDEXING A BARREL VALVE
LINKAGE GEOMETRY TO BARREL VALVE

The linkage geometry to the barrel valve affects the part throttle fuel
rate. The geometry MUST be set correctly before the spool is
indexed. The center-to-center (c-c) of arms ‘A’ and ‘B’ must
be equal. The barrel valve hex link must have the same c-c
distance (‘M’) as the barrel valve spool shaft to the throttle
shaft (‘D’). As the two arms rotate, they will remain
parallel to each other, and the barrel valve hex link will
remain parallel to the baseline. Setting up the linkage
geometry this way will cause the barrel valve spool to
rotate exactly the same as the throttle shaft.

See “HOW TO SET UP LINKAGE”

on Pages #58-59.

INDEXING AND ROTATION Fig. 1.1

Kinsler barrel valves are available in clockwise (Right Hand)
and counterclockwise (Left hand) rotation. The spool is
centered in the block, with the inlet fitting port offset to one
side of the spool bore. This gives more direct flow through
the notch cut in the side of the spool at wide open throttle.
See “Barrel Valve Spool Ramp” and “How The Secondary Rotation looking at Rotation looking at
Works”, top of pg #84. top of spool top of spool

V
V
A properly fit spool will have approximately
0.0005” clearance to the barrel valve block
bore. A spool with a looser fit will allow fuel
to seep around the spool, requiring reindexing
to compensate for the increased flow of fuel. If
seepage is excessive, the spool will have to be
reindexed too much causing the secondary port
to be closed off prematurely during the opening
of the throttles. Also, the fuel flow notch may be
reindexed enough to close it off some at wide open Secondary
throttle and inadequate fuel delivery near wide Outlet
V

open throttle. Fitting

When a spool has a secondary bypass port, at an Counterclockwise (left hand) Clockwise (right hand)
idle the port in the spool should be exposed to
the inlet port of the barrel valve block, fully or
partially.
Note: Crower barrel valves have the spool bore
machined offset from the center of the block
instead of inlet port being offset machined.

Fuel Hole
Flow For
V

Ramp Secondary

© 2019
110
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
BASIC ADJUSTMENTS FOR
CONSTANT FLOW METERING
MAIN FUEL MIXTURE
An engine that “pops and crackles” out of the intake manifold under full power is probably lean. An engine that seems
lazy is probably rich. An engine running on methanol can be difficult to tune; as it will run cool and cause you to think it is
rich but actually it can be lean enough not to build power (generate heat), having the symptons of running rich. If you are
uncertain if the engine is running rich or lean, it is generally safer to richen the engine and try it. If it is lean and you lean it
more, you may damage the engine.
SPARK PLUG READINGS: While plug color should not be used as the only indication of proper fuel mixture, cracked
porcelain, melted cement, and melted electrodes are all indications of extreme heat or detonation from lean fuel mixture, im-
proper timing, bad fuel, etc. If the plugs show any of these signs, find the cause and correct it before further damage results!

Drag Racing - Do not put too much emphasis on spark plug readings, as they can be misleading. Time slips give the best indi-
cation of proper mixture. Go richer and leaner and then use the jet that runs the best. Note: for top end mixture, see:
HIGH SPEED BYPASS VALVE on Pages #86-87.
A) Engine runs strong off the line but bogs 1/3 of the way down the strip. The unit is usually rich when running gaso
line and may be rich or lean when running methanol. Install a larger (leaner) main bypass jet when running gaso
line and install a smaller (richer-safer) jet when running methanol.
B) Engine crackles at the top of each gear, either the main jet is too lean (too large), or the high speed
bypass is set too lean (see HIGH SPEED BYPASS Pages #86-87.
C) Engine is sluggish and seems rich at the start but cleans out and runs good 1/2 way down. The idle is set too rich;
lean out the idle only, not the main jet. Note : If you reset the idle too lean, the engine will lose throttle response.

Oval Track and Road Racing - There are too

many variables involved to use lap times to
determine jetting. It is a must to watch the
spark plugs carefully as the primary indication
of fuel mixture. Also look at the tops of the
pistons and the inside of the exhaust ports.
A) Car (or boat) runs strong off the corner but
bogs 1/3 of the way down the straight-
away. The unit is usually rich when
running gasoline and may be rich or lean
when running methanol. Install a larger
(leaner) main bypass jet for gasoline;
install a smaller (richer-safer) jet for
running methanol and try it.
B) Engine crackles at the end of the
straightaway. Either the main jet is too lean
(too large), or the high speed bypass is set
too lean (see HIGH SPEED BYPASS Pages
#86-87).
Eddie Shea’s Super Modified uses a
C) Vehicle is sluggish and seems rich off the corner but Kinsler cross-ram manifold with constant
cleans out and runs good 1/2 way down the straight away, flow system on a big block Chev
the idle or secondary is set too rich. Lean out the idle or
secondary only, not the main jet. If you reset the idle too
lean, the engine will lose throttle response.
ENGINE OVER-RUN Chris Cherry’s
The engine is in an over-run ‘ProStreet’ Thames
condition when you back out of the panel van. Kinsler
throttles at high RPM, such as at the modified Hilborn
end of a burnout or end of a run in 4-port blower hat on
a 6-71 supercharged
drag racing, or when going into a small block Chev on
turn in oval track and road racing. gas. Uses a Kinsler
See section on SECONDARY Jet Selector Valve and
BYPASS VALVE on Pages #84-85. Vapor Separator Tank.

© 2019
111
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
TROUBLE SHOOTING CHART
CONSTANT FLOW SYSTEM
FOR WIDE OPEN THROTTLE
ENGINE Fuel Tank Tank vent too small.
RUNS LEAN Fuel level low in tank, or tank too small.
Tank poorly designed; return fuel blasts bubbles down into outlet.
Tank in bad location (hot, too low, or too far away).
Poor quality fuel or old fuel.
Hot fuel temperature or high vapor pressure gasoline (winter grade).
Plumbing Inlet hose to pump: kinked, clogged, too small. Angled or restrictive fittings.
Loose fitting or pinhole in hose; allows pump to suck air. Separating or
torn inner liner; allows flap of hose material inside to pop up when fuel
flows through hose, may look OK unless carefully inspected. See FUEL
PUMPS on Page #98 for minimum hose size and inside diameter for the
inlet hose and fittings.
Restrictive or clogged fuel filter or screen.
Shut-off valve not fully open, too small, or vibrating closed.
Debris under top fitting (above spool) in barrel valve.
Fuel Pump Pump too small or wrong pump-to-engine drive ratio.
Drive hex so worn that it slips, or slipping drive belt.
Worn or damaged fuel pump; pump hex bottomed in drive.
Faulty in-pump relief valve (early Hilborn pumps only).
Pump shaft seal faulty causing pump to suck air.
Metering Main bypass jet too large.
Damaged or No jet sealing o-ring in main bypass or any valve that uses a jet.
Dirty nozzles; check screens for dirt or lint.
Nozzles too small.
High speed bypass set too lean (if used) or not sealing properly.
ENGINE Barrel valve spool indexed incorrectly or fit too loose causing
secondary to bypass at wide open throttle.
RUNS RICH
Fuel Tank Tank vent too small (see reference #1 at bottom of page).

Plumbing Restrictive fittings (small inside diameter) in bypass hoses or in tank.

Restrictive bypass lines (kinked or clogged).
Main bypass return hose teed with other bypass hoses.

Fuel Pump Main bypass jet too small.

Stuck poppet in main bypass jet can
Main or high speed bypass installed backward in hose.
Teflon poppet , restrictive outside diameter.
Nozzles too large.
Metering Nozzles not matched properly or different size nozzles.
POOR Dirty nozzles; check screens for dirt or lint.
DISTRIBUTION Restrictive nozzle hose (plugged, kinked, or damaged).
Barrel valve not adequate for fuel rate required.

© 2019
REFERENCE
#1- Primarily on gasoline burning engines. Gasoline generates considerable vapor pressure when it is contained in
a closed tank. The return fuel blasting back into the tank creates more volume of vapor than the volume of
gasoline used, so the pressure in the tank increases and causes the unit to go richer. Alcohol and nitro units
go lean if the vent is too small, as they can’t draw the fuel out of the tank quick enough. See FUEL TANK
CONSTRUCTION and LOCATION on Page #177 for proper vent sizes.
112
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
TROUBLE SHOOTING CHART
CONSTANT FLOW SYSTEM
FOR STARTING, IDLE, AND PART THROTTLE
WILL NOT START Fuel level in tank below pump (see reference #2 at bottom of page).
Main or secondary poppet stuck open, or spring missing.
Main bypass installed backwards or in wrong hose - see reference #2.
Loose or damaged pump inlet hose.
Idle mixture set incorrectly.
Worn pump; pump set for wrong rotation; broken drive.
Fouled spark plugs or weak ignition.
Camshaft improperly timed.
WILL NOT IDLE Main or secondary poppet stuck open, or spring missing.
OR POOR IDLE Restricted main bypass hose.
DISTRIBUTION Plugged or dirty nozzles, nozzle screens, or nozzle hose.
Loose or damaged pump inlet hose.
Vent in fuel tank too small - see reference #2.
Throttle stops not adjusted properly - see reference #3.
Throttle plates not synchronized or cross-link not adjusted - see reference #3.
Twisted throttle shaft or worn throttle shaft bores - see reference #3.
Throttle plates installed backwards or bent - see reference #3.
Spring in main bypass too weak - see reference #4.
Idle mixture too lean or air leak at manifold gasket - see reference #5.
Fouled spark plugs or weak ignition.
IDLES RICH Main bypass poppet stuck closed or spring too stiff.
Main bypass installed backwards or restricted bypass hose - see reference #2.
Vent in fuel tank too small - see reference #2.
Idle mixture set too rich - see reference #5.
Nozzle vents restricted or plugged (nozzles located below throttle plates).
Barrel valve spool worn excessively.
BACK FIRES WHEN Idle mixture set too lean or air leak at manifold gasket - see reference #5.
THROTTLES OPEN, Main or secondary poppet stuck open or spring missing.
OR POOR RESPONSE Improper barrel valve spool or linkage geometry.
Ignition too far advanced.
Bent or leaking intake valve.
Camshaft not properly timed.
Fouled spark plugs or weak ignition.
STICKING THROTTLE Throttle plates not synchronized or cross-link not adjusted - see reference #3.
Twisted throttle shaft or worn throttle shaft bores - see reference #3.
Throttle plates installed backwards or bent - see reference #3.
Dirty or bent rod end bearing.
Manifold not evenly tightened down.
Manifold damaged, bushings loose, linkage geometry incorrect.
Bolt securing one of the rod ends overtightened (deformed ball).
FUEL DRIPS No shut-off valve or internally leaking shut-off valve.
CONTINUALLY Fuel level in tank above nozzles without shut-off valve.
INTO ENGINE WHEN Bad pump seal; leaks into engine (Not on belt drive pumps).
NOT RUNNING Hose between shut-off valve and barrel valve picking up heat; fuel in hose boils,
thus expanding into engine.
REFERENCE © 2019

113
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
PREFERRED PLUMBING SCHEMATIC
FOR CONSTANT FLOW
This Preferred Plumbing Schematic will give the same results as the “Old” style plumbing schematic we
recommended in the past, but this Preferred Schematic will supply FILTERED fuel to main, secondary, and high
speed bypass. Unfiltered fuel may stick the poppets in the main and secondary, and it clogs up the high speed bypass.
Placing the fuel shutoff valve at the barrel valve has an advantage. When the engine is shut off, the fuel in the filter
and hoses picks up heat and expands. By having the shutoff at the barrel valve, this expanding fuel is forced back
toward the fuel tank rather than into the engine.
Never plumb any of the bypass valves back to the fuel pump inlet. When they blow off, they make some vapor,
which we don’t want going back through the system. The secondary and high speed bypass valves may be
teed together on their outlet sides so that they share
a common return hose, or the two valves may be
plumbed on separate return hoses.

To obtain good fuel supply to the pump, locate

it as low as possible, and the fuel tank as high • For pump inlet hose size, see MECHANICAL PUMPS
as possible, but don’t locate the top of the tank on Page #98.
above the level of the nozzles. See FUEL • The proper coarse screen filter maybe added on the fuel
TANK CONSTRUCTION AND LOCATION pump inlet hose to protect the pump, see FUEL
on Page #177. FILTERS on Pages #161 and #163.
NEVER use a • To protect the fuel pump, strain all the fuel as the fuel
“drilled block of tank is filled, use a filter funnel, see FITTINGS AND
metal” type angle BUNGS on Page #179.
fitting on ANY • Do not use paint strainer or rags to strain the fuel as they
pump inlet... give off lint, which plugs the nozzles.
where the drilled
holes intersect there is a razor sharp edge that promotes pump
• If you place a shutoff valve in the pump inlet line, you
inlet cavitation. The best solution is to make gentle bends with
must not shut it off above an idle or you may damage the
the hoses. If you have a really tight place, use a bent tube type pump... the fuel flow lubricates the gears. We strongly
hose end fitting. prefer the fuel shutoff at the barrel valve.
• For tank vent size see FUEL TANK
CONSTRUCTION AND LOCATION on Page #177.
© 2019
114
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
“OLD” PLUMBING SCHEMATIC FOR
CONSTANT FLOW
This is the schematic recommended by most fuel injection manufacturers, and by us in the past.
We now urge you to use the “Preferred Schematic” shown on the previous page, as it will supply filtered fuel
to the main, secondary, and high speed bypass. Unfiltered fuel may stick the poppets in the main and secondary,
and it clogs the high speed bypass.
Placing the fuel shutoff valve at the barrel valve has an advantage. When the engine is shut off, the fuel in the filter
and hoses picks up heat and expands. By having the shutoff at the barrel valve, this expanding fuel is forced back
toward the fuel tank rather than into the engine.
The secondary and high speed bypass valves may be
Never plumb any of the bypass valves back to the fuel pump inlet. teed together on their outlet sides so that they share
When they blow off, they make some vapor, which we don’t want a common return hose, or the two valves may be
going back through the system. plumbed on separate return hoses.

To obtain good fuel supply to the pump, locate • For pump inlet hose size, see MECHANICAL PUMPS
it as low as possible, and the fuel tank as high on Page #98.
as possible, but don’t locate the top of the tank • The proper coarse screen filter maybe added on the fuel
above the level of the nozzles. See FUEL pump inlet hose to protect the pump, see FUEL
TANK CONSTRUCTION AND LOCATION FILTERS on Pages #161 and #163.
on Page #177. • To protect the fuel pump, strain all the fuel as the fuel
tank is filled, use a filter funnel, see FITTINGS AND
NEVER use a BUNGS on Page #179.
“drilled block of
metal” type angle
• Do not use paint strainer or rags to strain the fuel as they
fitting on ANY
give off lint, which plugs the nozzles.
pump inlet... • If you place a shutoff valve in the pump inlet line, you
where the drilled must not shut it off above an idle or you may damage the
holes intersect there is a razor sharp edge that promotes pump pump... the fuel flow lubricates the gears. We strongly
inlet cavitation. The best solution is to make gentle bends with prefer the fuel shutoff at the barrel valve.
the hoses. If you have a really tight place, use a bent tube type • For tank vent size see FUEL TANK
hose end fitting. CONSTRUCTION AND LOCATION on Page #177.
© 2019
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Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
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PLUMBING SCHEMATIC FOR ENDERLE
BLOWER HAT AND BARREL VALVE
ASSEMBLY WITH PORT NOZZLES
KINSLER’S CONVERSION FROM ENDERLE’S JET-IN-THE-
BARREL-VALVE TO KINSLER EXTERNAL BYPASS SYSTEM.
Kinsler is pleased with the quality of Enderle’s blower hats, but we prefer not to use their jets or nozzles for two reasons:
They are sharp edged and the jets have a screw driver slot. As mentioned in “A Note About Jets”, square edged jets are easily
damaged... the use of the screw driver in the slot further aggravates the problem. Changing to the Kinsler external bypass
system and using the K-type jets eliminated the problem. Many of the racers also prefer the external bypass system for it’s
greater flexibility in tuning and ease of operation.

© 2019
116
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
KINSLER VAPOR SEPARATOR TANK (VST)
SYSTEM
Also know as a pressurized pump inlet system.
THE PROBLEM
For a constant flow fuel injection system to meter the fuel repeatably, the mechanical pump must deliver a precise amount of
fuel at any given RPM. In many installations, however, the pump delivers varying amounts of fuel, sometimes very erratically,
due to plumbing of the vehicle, or operation at high altitude and/or hot conditions.

THE CAUSE
The main problem is caused by pump inlet cavitation, a form of “vapor lock”. Because gasoline almost boils at room
temperature, if the temperature of the fuel is raised, or a vacuum is pulled on it, it will start to boil. This is what causes the
pump delivery problem...as the pump tries to draw the fuel into it’s inlet, it pulls a slight vacuum on the fuel. The higher the
pump speed, the higher the vacuum. This vacuum, combined with hot temperatures found in most race cars, causes at least
some of the fuel in the inlet hose to flash to vapor (boil). Thus the pump draws in a mixture of liquid and vapor and therefore
delivers less fuel per revolution. This causes an erratic lean condition and sometimes premature pump failure due to a lack of
pump lubrication.
Conditions that aggravate pump inlet cavitation :
HEAT Hot weather; hot fuel in the fuel tank; vehicle parked on hot black pavement
on a sunny summer day (which heats up the whole car); exhaust pipes near
fuel hoses, pump, tank, etc.; radiator heat coming back across fuel pump,
hoses, tank, etc.; fuel pump not isolated from engine block heat (use phenolic
isolator see MECHANICAL FUEL PUMPS on Page #104 and #176)

VACUUM Pump inlet hose too long, such as in vehicles that have a fuel tank in the rear;
pump inlet hose too small in diameter; fittings in pump inlet hose with too
small of an inside diameter; angle drilled fittings, (see Pg. #112); low mount-
ed fuel tank; high mounted fuel pump
THE CURE
In our VST system, more fuel than the engine will consume is pumped from the main tank
by an electric fuel pump to the VST. The excess fuel flows back to the main tank through the
Backpressure Valve, which holds 2-6 PSI in the VST, thus pressurizing the mechanical pump
inlet with about that same pressure. This helps prevent the fuel from boiling at the inlet of
the pump.
The VST is specially built to act as a low pressure reservoir and as a vapor separator. The
fuel coming from the electric fuel pump, main bypass, secondary bypass, and high speed
bypass has vapor in it. The tank is SPECIALLY BAFFLED to separate the vapor and feed
it to the top center fitting on the tank, then back to the main tank, where it can escape out
of the main tank vent. The pressure in the tank is very dependant on the flow through the
Backpressure Valve, so this flow curve is an important part of the system’s calibrations.
Since the electric fuel pump provides the flow through the valve, it is important to use
only the specified model electric fuel pump; a pump that flows more or less would alter
the calibration. The poppet in this valve is designed not to seal perfectly, so any residual
pressure can be bled back to the main tank when the system is shut off. It is best to install a
pressure gauge in the hose between the VST and the Backpressure Valve. If the system does
not have about 3 PSI when the electric pump is switched on, the engine should not be started.
Check to see that the electric pump is working and the Backpressure Valve is functioning
properly. Under racing conditions, a pressure reading below 1 PSI could cause a lean
condition. Any deviation from the required 2.5-4 PSI should be closely monitored.

The Economizer Valve (Econ) is used to reduce the pump output pressure back closer to what it
would have been if the pump were not pressurized at it’s inlet. The system would be quite rich
at an idle and low speeds if this valve was not used. The poppet in this valve has an orifice, sized
to flow the proper amount of fuel for cranking and idling. Above idle, the poppet moves off it’s
seat and maintains a pressure drop of about 3 PSI across it to counterbalance the pressure being
applied to the inlet side of the fuel pump. It should be installed after the filter to protect it from
dirt. Mounting clamp

© 2019
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Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
KINSLER VAPOR SEPARATOR TANK (VST)
SYSTEM - CONTINUED -
PLUMBING SCHEMATIC

ECONOMIZER - - - MUST BE THE LAST CONTROL VALVE

VALVE BEFORE THE BARREL VALVE

To obtain good fuel supply conditions to the pump, locate the

VST as high as possible, but don’t locate the top of the tank
above the level of the nozzles unless you have a bubble tight For pump inlet hose size, see MECHANICAL PUMPS
shutoff just before the barrel valve that you use every time Page #102.
you shut off the engine. See FUEL TANK CONSTRUC-
A proper coarse screen filter may be added on the me-
TION AND LOCATION Pg. #179.
chanical fuel pump inlet hose to protect the pump, see
FUEL FILTERS Pg. #163 and #166.
Locate the mechanical fuel pump as low as possible to obtain
best fuel supply conditions.
NEVER put a fuel shutoff valve in the fuel pump inlet
To protect the fuel pump, strain all the fuel as you fill the tank; hose --- put it in the hose going from the pump to the bar-
use a filter funnel. See FITTINGS AND BUNGS Pg. #182. rel valve. See SHUT-OFF VALVES Pg. #167 - #171

Do not use a paint strainer or rags to strain the fuel as they For tank vent size see FUEL TANK CONSTRUCTION
give off lint, which plugs the nozzles. AND LOCATION Pg. #180.

NEVER use a “drilled block of metal” type angle fitting on ANY

pump inlet hose... where the drilled holes intersect there is a
razor sharp edge that promotes pump inlet cavitation. The best
solution is to make gentle bends with the hoses. If you have a © 2019
really tight place, use a bent tube type hose end fitting.

118
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www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
KINSLER VAPOR SEPARATOR TANK (VST)
SYSTEM - CONTINUED -
APPLICATIONS
The VST system is often used on road race cars, marine applications,
off-road cars and trucks, street cars, and sometimes on drag cars with rear
mounted fuel tank, both for constant flow and EFI systems. Used by top
race teams all over the world including Daytona, Sebring, and LeMans.
It is usually used with gasoline, however it can be used with alky, which
requires special maintenance and/or hardware. Call a Kinsler technician
for details.

ADVANTAGES OF THE VST SYSTEM

NO squirt bottle, NO open fuel containers,
one person operation, easy to install
Automatic priming of the fuel injection system from the drivers seat. The Economizer Valve has a small metering
pressure in the Vapor Separator Tank purges out all the vapor. This pushes orifice drilled in the center of the poppet
the fuel through the mechanical injection pump. When the main fuel shut- make certain is stays clean
off is opened, the fuel flows directly into the engine. When the engine starts it will stay running because all the fuel system hoses are
purged out. Gone are the problems of having to try and start the engine three or four times, this is hard on the starter, battery, and some-
times a persons ego (nothing hardly worse then being at a race or show and having the engine start, pop, bang, and die several times).
The VST system is less expensive than other “fixes” on the market. It takes up less room, and is not affected by G-forces.

COMPONENTS :
5708 Vapor seperator tank, 8" tall x 3" diameter, blue anodized aluminum
5710 Vapor seperator tank, 10" tall x 3" diameter, blue anodized aluminum
5712 Vapor seperator tank, 12" tall x 3" diameter, blue anodized aluminum
Mounting bracket for 3" diameter tank, stainless steel with rubber
5713
liner, two required
5716 Vapor seperator tank, 12" tall x 4" diameter, blue anodized aluminum
Mounting bracket for 4" diameter tank, stainless steel with rubber
5717
liner, two required
Stainless steel Vapor Separator Tanks are available on SPECIAL ORDER.
NOTE : Specify 8 AN, 10 AN, or 12 AN outlet to mechanical injection pump when
ordering. Tanks are available with 8 AN or 10 AN male flare inlet (supply
from electric pump) and 6 AN or 8 AN male flare for return to Back Pressure Each valve is stamped on the end to
valve - other sizes can be special ordered. identify it as seen on this Back
Bubble tight check valve, for use between secondary bypass and VST, 6 AN male Pressure Valve... stamped “BP”
3096
flare inlet and outlet
5732 Back Pressure valve, 6 AN brass high flow jet can, controls pressure in VST
5735 Economizer (Econ) valve, special metered orifice poppet for use with VST system
Back Pressure valve, 8 AN brass jet can, controls pressure in VST (requires 8 AN
5737
fitting on VST)
5742 Labor; flow test and set spring, shim, and orifice size on #5735, #5732, and #5737
INSTALLATION
Use the plumbing schematic entitled “KINSLER VAPOR SEPARATOR TANK SYSTEM” see Page #116. Follow the schematic
carefully; read all the small notes. It would be a good idea to install a 15-PSI gauge to monitor the VST pressure. Install it between the
VST and the Back Pressure valve. The pressure at an idle should be 3-4 PSI. This pressure should not drop below 1-PSI at maximum
RPM wide open throttle operation.

Electric fuel pump wiring: wire the electric fuel pump into the ignition
switch, so that the pump cannot run when the ignition is shut “off”.
PLUS install a separate pump switch in the circuit so even when the
ignition is “on”, the pump can be shut off. It is important NOT to
run the pump when the engine is shut “off”, fuel could drip from the
nozzles and eventually flood the engine.

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Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
KINSLER VAPOR SEPARATOR TANK (VST)
SYSTEM - CONTINUED -
MAIN JET should be about the same size as before the installation of the VST system.
TO AVOID SPARK PLUG FOULING AND POTENTIAL CYLINDER FLOODING:
START-UP SHUT DOWN
1) Turn ignition switch “on”, turn electric fuel pump switch “on”, ---- DO NOT CRANK 1) Bring engine to idle.
ENGINE. 2) Turn electric pump switch
2) Wait a few seconds to purge vapor from the VST and pressurize it. off so the VST pressure
3) Open the fuel shut-off valve, wait a few seconds for fuel to flow to the nozzles. will drop.
This will prime the engine. Experience will help determine how long to leave 3) Close fuel shut-off valve.
the shut-off open. Allow engine to continue
4) Close the fuel shut-off valve or the engine may become flooded. running to burn off any
5) Crank engine, when it fires, open fuel shut-off valve. excess fuel. The engine
6) IF engine DOES NOT start immediately: may pick up RPM when
A) Engine may need more fuel for priming, repeat step #3. the shut-off is closed, as it
B) Make sure - VST has pressure, shut-off is opening and closing, barrel valve is set leans out.
correctly for idle. 4) Turn off ignition switch.
C) If the engine floods - leave shut-off closed, throttles closed, crank engine with 5) The shut-off MUST be left
ignition “on”. in the closed position
D) IF severe flooding occurs: remove the spark plugs, disable ignition, close fuel shut-off until the engine is ready to
valve, then crank the engine. Once excess fuel has been purged, reinstall spark plugs be restarted.
(new plugs maybe required) and go back to 1.

CAUTION
A) This system is designed to operate at 2-6 PSI. Never use the vapor separator tank in an application where it would be
subject to pressures over 15 PSI or it might rupture and spill fuel.
B) Never attempt to add another fitting to the tank, or modify it in any way; the internal baffling could be damaged.

BUBBLE TIGHT ONE-WAY CHECK VALVE

Installed to stop fuel flowing from the pressurized VST back through the secondary bypass
valve, into the barrel valve, and out to the nozzles when the engine is not running. This
could cause the engine to hydraulically lock up.
This valve is installed between the outlet of the secondary bypass valve and the vapor sepa-
rator tank. The ‘arrow’ on this valve must point toward the vapor separator tank. See VST
Plumbing Schematic, Page #116.

3096 Bubble tight one-way check valve, 6 AN male flare inlet and outlet

Al Mullin’s Pro-Street 468 CID

big block Chev El Camino. 6-71
supercharger on gas using Kinsler
constant flow system
Kinsler SS-12 Electric Fuel Shut- Kinsler Vapor Seperator
off valve mounted near the barrel Tank and Jet Selector Valve
valve on the blower hat mounted in lower right
corner of the photo
© 2019
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Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
TURBOCHARGED CONSTANT FLOW
INJECTION SYSTEM
Unlike positive-displacement blowers (GMC roots blowers),
the boost a turbocharged engine is not directly proportional to
engine speed. Since the boost level is not directly tied to RPM
and throttle position, a conventional mechanical fuel injection
system, with a barrel valve and mechanical pump, cannot respond
correctly to the engine’s fuel requirements. The system requires
two stages of fuel delivery. One stage fuels the engine under the
naturally aspirated conditions while the second stage takes over
when the engine goes into boost. The second stage is activated
via the use of an air valve and a boost sensor valve (See schematic
below).
Duane Schroeder’s triple turbocharged alcohol
TYPICAL VALVES AND FUNCTIONS John Deere ® super stock pulling tractor
Main bypass : Set for nominal 2-3 PSI and has changeable metering jet. Controls fuel pressure for starting and low speed off-boost opera-
tion. The jet in this valve controls fuel rates at part throttle and off boost conditions. (Also see Economizer valve)
Secondary bypass : this valve is typically set for 8-25 PSI blow off (depending on exact
application). The function of this bypass is to control fuel pressure at part throttle
operation where high engine RPM is experienced. This valve is mechanically shut off at
about 50% of throttle opening. (See INDEXING A BARREL VALVE on Page #108)
Air valve : commonly called the “A” valve. This valve holds an orifice which reduces the
amount of boost signal that is sensed at the boost sensor. The larger the jet in the air valve,
the more boost the sensor will see, therefore making the injection unit go richer. This valve
aids in controlling fuel under boost conditions ONLY !!!
Boost sensor valve : this valve controls fuel enrichment on a boosted engine by restricting
the fuel flow back to the fuel tank. A piloted valve suspended on a diaphragm slides into
the return port seat. When boost signal is applied to the dry side of the diaphragm, the air
pressure pushes the valve toward the seat and restricting the return flow which richens the Boost sensor valve
engine. When no boost signal exists on the diaphragm, the return flow pushes the valve
and diaphragm away from the seat, opening sufficient area for fuel return. Signal pressure at
Economizer valve : this valve is used to restrict the amount of fuel flow and pressure to the barrel valve and 30 PSI boost with
nozzles on injection systems with a single set of nozzles that are sized for high flow conditions. Nozzles that various KINSLER
are sized for high flow conditions (boosted engines), are too rich for part throttle operation. The system would ‘A’ -valve jets.
be very difficult to tune as a small change in pressure will cause a significant flow change. Adjustment of
economizer valve; remove shims from this valve to increase fuel flow at part throttle, especially as boost is just “A” Valve Signal to
starting to come on. Jet Sensor (PSI)
#5 valve : (not shown in plumbing schematic) is used to bypass fuel directly into the fuel tank to decrease the .034” 18.50
return volume passing through the boost sensor valve. When the valve diverts fuel into the tank, the boost sen-
sor enrichment rate will be reduced. Changing this valve’s spring rate will mostly effect the point of opening .036” 20.00
while changing the restrictor jet will effect the tapering of enrichment from the boost sensor. The larger the .038” 21.50
bypass jet the slower the enrichment will be, (more gradual enrichment). This valve is similar to a high speed .040” 22.75
bypass on a normally aspirated engine. .042” 23.50
.044” 24.25
.046” 25.50
.048” 25.75
.050” 26.25
.054” 27.25
.058” 27.75
.062” 28.25
.066” 28.75
.070” 29.00
The signal pressures in this
© 2019 chart are relative due to the
flow variations of the orifice in
the boost sensor valve body.

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ELECTRONIC FUEL INJECTION BASICS
Electronic fuel injection metering, when properly designed and programmed, is
today’s most accurate way to introduce fuel to an internal combustion engine.
With it’s many sensors and input signals it can be tuned to meet the demands of an
engine operating over an extremely broad range of conditions.
The most commonly sensed inputs are:

1) Engine RPM
2) Throttle position and rate of opening/closing
3) Barometric pressure and/or manifold absolute pressure (M.A.P.)
4) Air temperature
5) Water and/or oil temperature, and sometimes fuel temperature

There are two basic types of multi-port EFI : 1) Group Fired

GROUP FIRED 2) Sequential Fired
This injection system generally triggers a group of the injectors
simultaneously. The ignition system or crank trigger provides the signal
to the electronic control unit (ECU) for speed input and thus injector Accel DFI Gen. VII system
triggering. Since a V8 ignition fires four cylinders per revolution, this
gives four injections per revolution on a basic group fired system... eight injections per engine cycle. Most ECU’s can be
programmed to fire the injectors based on the number of ignition/trigger inputs received. Example: a typical V8 engine will be
programmed to pulse 4 or 8 injectors every fourth input pulse from the ECU trigger device.
The good thing about the group fired system is it’s low cost. The problem is that while some injectors will be close to properly
timed, others will not. If an injector is triggered at the wrong crank angle, fuel may collect in areas of the intake port or cling to
the runner walls. When the intake valve opens, only a portion of the fuel injected will be in suspension with the air entering the
cylinder, while the remainder may be running down the port wall as liquid. This can cause erratic mixture conditions to exist in
that cylinder, especially during low speed engine operation, due to the small amount of air movement in the intake runner.
Many engines have at least some liquid fuel coming past the intake valve at various conditions. One saving grace is that the
pressure drop and turbulence across the intake valve causes much of the liquid fuel to become atomized at that point.
Since EFI injectors turn on and off, the interrupted flow causes pressure waves to bounce around in the fuel rails, especially at
wide open throttle where the flows are the highest. In a group fired system you often trigger two or more injectors at a time in a
given fuel rail. The simultaneous pulses can reinforce each other at some RPM to give unusually high pressure pulses, sometimes
causing poor fuel distribution. It often helps to run a larger diameter fuel rail. Our extruded aluminum fuel rails are .680 inch
inside diameter as this smooths out the pulses quite well when compared to smaller sizes. Running higher overall system pressure
also helps. We often run about 72 PSI instead of the more common 36 to 45. The amplitude of the pressure spikes will remain
about the same, but will be relatively smaller based on the percent change in injector flow. We also like the better atomization
achieved with the higher pressure and it sometimes gives better power and economy. Be careful about running too high of fuel
pressure, as some ECUs don’t have enough current to lift the disc or pintle in the injector consistently off the seat against this
added pressure, resulting in poor fuel distribution. Also be sure your fuel pump is capable of supplying the engine with the volume
required at this higher fuel pressure.

SEQUENTIAL FIRED
These systems trigger each injector at a precise crank angle on every cylinder, usually near top dead center overlap (intake valve
opening). This improves idle quality, low speed engine smoothness, and fuel economy. Some systems can even be programmed
for different injection phasing for each speed site in the fuel map.
Triggering a sequential system is more complicated than a group fired system, as it requires a separate triggering signal to refer-
ence the start of the injector firing sequence. This signal is typically generated once every two crankshaft revolutions on a 4 cycle
engine and is most commonly referred to as the “CAM” or “SYNC” signal. The sequential system also requires a “Crank” signal,
generated at a specific crankshaft angle on each cylinder. This signal is used to calculate engine RPM and crank angle position for
injector firing and ignition triggering from the ECU. “Crank” and “CAM” signal requirements will vary with each manufacturers
ECU. Most manufacturers require
either a sine wave signal, typically generated by a magnetic sensor, or a square
wave signal, typically generated by a Hall effect sensor.
The magnetic pickup is a simple magnetic material core wrapped with fine wire. When
a piece of steel is passed by it, a electric pulse is generated. This pickup may not give
as nice a signal as the Hall effect, but it can operate in a much hotter environment and it
is more rugged.
The Hall effect square wave signal is generally very stable at all RPM and produces a
very clean sharp signal wave. A problem with the Hall effect is that it has a solid state
computer “chip” inside of it, so it cannot be surrounded by air that is hotter than 300oF,
or the chip may fail.
We offer a complete line of both group and sequential fired systems, priced from
approximately $1,500.00 for the base grouped fired unit to $18,000.00 for the most © 2019
122 sophisticated sequential system for the professional racer.

Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ELECTRONIC FUEL INJECTION BASICS
All of the systems are programmed via a serial link from
an IBM compatible computer and allow the inputs from the
sensors on the engine to be monitored on the screen. Some
systems use graphics for ease in programming. Programming
software ranges from $300.00 thru $2,000.00 depending on the
number of controllable features.
The Basic Fueling in any EFI system is controlled by engine
RPM and the amount of time each injector is kept open. It is
the “open” or “on” time that is varied by all the programming.
This is called the “pulse width” and is measured in milliseconds.
When the user wants to richen the engine, he places a larger value
in the RPM and load sites to increase the pulse width. The entire
group of all the numbers is called the “table” or “map” for each of
the ECU’s programmable functions.

Most users are at least a bit intimidated by all the new things to know when first learning to program an EFI system,
especially if not familiar with using a computer, but it all falls into place after a bit of practice.
SOME GOOD TIPS
1) Use premium quality race type suppression ignition wire. The type we use has what
looks like a tiny coil spring for a conductor. This “spring” design reduces the
magnetic flux field surrounding the wire and therefore reduces the amount of
electro-magnetic interference (E.M.I.).
2) You can never be too careful with the wiring effort. Through all the years, electrical
wire failures have been a prime cause of cars not finishing races, even with just basic
electrical systems. Ty-wrap® the wires often so they don’t vibrate and keep them
away from the distributor cap and spark plug wires. Use silicone sealer to strain-relief
the wires.
3) The ECU must not be subjected to severe vibration or jarring. It is best to mount it on
rubber vibration mounts, which we can supply. Some engines shake way too much for
the ECU, especially a four cylinder. It’s always safest not to mount the ECU on the engine. Holley HP EFI ECU
4) The ECU is made up of microprocessor computer circuits that operate on very tiny
electric inputs from the sensors on the engine. You can’t be too careful with the wiring in the vehicle :
A) The chassis is not an acceptable ground for these systems! Using it as the ground for the ECU has caused many
problems with all the brands and types of ECUs. The problem is that any vehicle has points along its electrical
system with varying voltages, varying resistances, and current surges. By far the safest way to hook up the power
supply to any ECU is to run the positive and negative lead all the way from the terminals on the battery. Put a
relay in the circuit, energized by the ignition switch so that the ECU will be automatically turned off when you
shut off the vehicle. This wiring isolates the ECU from the current surges that pass through the ignition switch.
B) Alternators, electric fuel pumps, and other electric devices that seemed just fine before installing the ECU may
actually cause electric “noise” to be transmitted through the air or through the wires thus disturbing the
functioning of the ECU. Loose or marginal connections in totally unrelated electrical items in the car can cause
electrical surges that may affect the ECU. Make all the connections as secure as you can.
5) The ECU DOES NOT LIKE HEAT !!! Since it is a computer circuit that is subject to failure from heat, and it is
generating it’s own internal heat from it’s circuits, it must be mounted in as cool a spot as you can find. The
driver compartment is usually the best location. The better units need to be surrounded by air not exceeding
140oF while some units are limited to 110-120oF.
6) Nearly all sensors being used on racing EFI systems are from passenger car systems... they don’t have the vibration
or temperature ratings that would be ideal for race vehicles. A few things to do :
A) Mount the air temperature sensor in the air intake duct and isolate if from any heat that could be conducted to
it from the engine.
B) On engines that shake a lot ( just about all four cylinders), replace the sensors often that are mounted on the
engine, especially the throttle position sensor... vibration seems to wear its rotating circuit wiper rapidly.
C) If the sensor shorts or goes open circuit, the output will be at it’s minimum or maximum value... program these
points in the ECU with a “nominal” value so you can keep racing, or at least limp home.
D) When using a hall effect sensor for triggering the ECU, be sure to locate it in an area that will not exceed 300o
Fahrenheit, or it will fail.
E) Mount all temperature sensors in active areas. Examples: mount the air temperature sensor where air will pass
over the sensor tip; mount coolant sensor where there is good coolant flow so you don’t ‘read’ a hot spot.
© 2019
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Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
TYPES OF ENGINE MANAGEMENT
We carry several popular EFI management systems, and provide full programming and tuning for each of them.

Systems for pro racing, sportsman, and street.

Basic systems start with group fired injection only.
Advanced systems have sequential injection,
spark curve mapping, wide band oxygen sensing,
data logging, etc.
Our broad experience provides you with the
selection guidance you need. If you have an
existing system and require calibration help,
give us a call.
We can deliver a complete ready to run EFI
system with pump(s), filters, regulator(s),
management system, manifold, fuel rails,
injectors.

Ernie
Pickler’s
© 2019 blown
injected
69’
Firebird
124
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
Kinsler ‘Monster Mesh’ series filters
Protect your investment with the Ultimate in Filtration

Blue anodized housing for use with

gasoline, oil, transmission, differential

For a
complete list
of Monster
Hard anodized - methanol compatable
Mesh part
numbers and
descriptions,
Paper and stainless steel mesh elements,
deep pleats - huge surface area

see Pages
#163-164
© 2019
Quick release t-bolt
type stainless steel
mounting bracket
Element is o-ring
sealed to endcap

Available with
internal one-way
check valve and
safety relief valve,
call for details

Paper-BRL
filter
with 10
micron
disposable
paper Monster Mesh inlet and outlet filters,
element Are you Weldon pump, K-140 pressure relief
using valve - a bullet-proof combination
#8170 the right
protection?
125
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ELECTRIC FUEL PUMPS
AT KFI YOU GET THE FACTS, NOT SALES HYPE !!!
The actual flow of your pump could be as much as 50% lower WELDON BOSCH
than the pump’s advertised flow, as the aftermarket industry
does not have a standard for testing. Flow output may be AEROMOTIVE
advertised with no backpressure on the pump, while it may see WALBRO AIRTEX
substantial backpressure in actual use. Incorrect information
could cost you expensive engine parts and down time.
MALLORY HOLLEY
KINSLER SUPPLIES THE ANSWERS!
A) Electric pumps tested by Kinsler are first run-in on a schedule of varying pressure and
voltage, then flow tested to insure that you receive a good pump and accurate test info.
B) All flows are in pounds per hour (lbs/hr) of .72 specific gravity gasoline.
Divide the flow by 6.0 to obtain approximate gallons per hour.
C) Tests are run with 13.2 volts at the pump terminals. This is on the low end of what
should be available in any vehicle running an alternator, so the flows shown are
conservative. To calculate the flows at slightly different voltages, (+ or - 4 volts),
ratio the flow by the change in the voltage.
________
For Example: 15.2 volts x flow at 13.2 volts = approx. flow at 15.2 volts
13.2 volts
D) We offer flow testing of any new fuel pumps we sell.
We also can flow test your existing fuel pump and supply you with the test results.
Selecting the proper electric fuel pump for gasoline on a naturally aspirated engine
Select a pump from the table that will give you the flow and pressure you need. Flow in lb/hr is about
1/2 of the horsepower number of your engine (700 HP would need about 350 lb/hr). Oversizing the
pump about 10% is safer. Oversizing the pump too much may cause a higher than desireable current
draw. Sometimes two smaller pumps are less expensive and draw less current than one larger pump.

Wiring:
You must use the correct wire gauge to assure good voltage to the pump. It is important to fuse
the circuit for protection from excessive current (amp) draw or a possible short.
Most ECU’s that offer electric fuel pump control require a relay to carry the amps needed to run the pump.
The ECU’s delicate transistor circuit may only be capable of 500 milliamps (1/2 AMP).
CAUTION: some ECU’s will ground the relay coil for activiation, while others will supply power
to the coil. Be sure you understand the system you are using before you connect the circuit. See
EFI CONNECTORS, RELAYS, AND ACCESSORIES ON Pages #152-153. FLOW TESTING :
FILTRATION FUSE SELECTION CHART Consists of recording flow
We offer many different fuel filters for the inlets of data and amperage draw.
Pump Part # Recommended
electric fuel pumps, see FUEL FILTERS on Pages
#162-166. Depending on the design of the electric 5792, 10214, 10250, 10255, 10279, 5793 Labor to run-in and
10 AMP flow test New
pump, some are very susceptible to the smallest 10284, 10287-O, 10287-G
amount of dirt. We suggest a 45 micron filtration electric fuel pump
10208, 10209, 10210, 10270,
for Weldon vane style fuel pumps, while Bosch in- 10285, 10293, 10293C 15 AMP 5795 Labor to run-in and
line fuel pumps require 25 micron filtration. flow test customer's
10211, 10265, 10286, 10288 20 AMP electric fuel pump
10292, 10295, 10296, 10297 25 AMP

Steve Quinn’s
95’ Camaro
Z28 Naturally
Aspirated LT1
60’ ET: 1.320
1/8 mile ET: 6.277
1/8 mile MPH: 108.3
1/4 mile ET: 9.900
1/4 mile MPH: 135.16

© 2019
126
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ELECTRIC FUEL PUMPS
Fuel Compatibility Pump relays
and wiring
G= Gasoline
accessories,
M= Methanol
see Pages
E85= 85% Ethanol
#156-157
E= Ethanol
D= Diesel

Kinsler Part # / Mfg. # KFI / Holley 12-3000-2 10298 / Weldon 2345

Inlet / Outlet 10 AN Female / 10 AN Female 12 AN Female / 10 AN Female
Weight (lbs) 11.95 w/ controllers 6.0
Dia. / Length 4.750" / 8.900" W 2.250" 3.020" / 8.100"
Compatible Fuels G--M--E85 G--M--E85--E--D
Run Mode / Volts DC Continuous / 13.2 Continuous / 13.2 Continuous / 16
Pressure (PSI) LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS
0 1779.0 1137.0 300.4 9.36 1520 992 257.6 7.9 1815 1181 307.6 9.7
20 1749.0 1117.3 295.2 10 1460 950 247.5 8.9 1750 1139 296.6 10.2
50 1505.0 961.7 254.1 16 1270 829 215.3 13.4 1575 1026 266.9 14.2
70 1363.0 869.7 229.8 20.4 1145 746 194.1 17.1 1460 950 247.5 17.2
100 1133.0 724.0 191.3 27.61 955 621 161.9 22.5 1285 837 217.8 22.2
120 954.0 609.0 161.0 32.5 Not Recommended

#10262 © 2019
MOTOR
RATED
FOR
35 AMPS
MAX.

Kinsler Part # / Mfg. # 10296 / Weldon 2035 10262 / Aeromotive 11102 10297 / Weldon 2025
Inlet / Outlet 12 AN Female / 10 AN Female 12 AN Female / 12 AN Female 12 AN Female / 10 AN Female
Weight (lbs) 5.50 5.75 5.45
Dia. / Length 3.400” / 7.660” 3.500” / 7.350” 3.020” / 7.430”
Compatible Fuels G--M--E85--E--D G--E85--E--D G--M--E--E85--D
Run Mode / Volts DC Intermittent / 13.2 Continuous / 13.2 Continuous / 13.2
Pressure (PSI) LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS
0 1250 814 211.9 11.7 1428 916 242.0 12.1 1150 738 194.9 9.6
20 1090 712 184.7 13.0 1368 878 231.9 13.7 1020 654 172.9 11.0
50 1030 670 174.6 16.0 1083 695 183.6 19.9 965 619 163.6 13.3
70 975 636 165.3 19.0 928 595 157.3 24.5 914 586 154.9 15.7
100 855 556 144.9 23.0 Not Recommended 782 502 132.5 20.7
120 Not Recommended Date of Mfg., 2008 or Later Not Recommended

SCALE: 1” = Approx. 4.25” Actual ADAPTER FITTINGS, SEE PAGES #182-188

127
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ELECTRIC FUEL PUMPS
Fuel Compatibility
G= Gasoline
#10261 #10265
M= Methanol MOTOR MOTOR
E85= 85% Ethanol RATED RATED
FOR FOR
E= Ethanol 30 AMPS 20 AMPS
D= Diesel MAX. MAX.

Kinsler Part # / Mfg. # 10288 / Weldon 2032 10261 / Aeromotive 11104 10265 / Aeromotive 11101 (In-Tank)
Inlet / Outlet 8 AN Female / 8 AN Female 12 AN Female / 10 AN Female 10 AN Female / 10 AN Female
Weight (lbs) 5.15 5.70 5.65
Dia. / Length 3.020” / 7.560” 3.500” / 7.350” 3.500” / 7.350”
Compatible Fuels G--D G--E--E85--D G--E--E85--D
Run Mode / Volts DC Continuous / 13.2 Continuous / 13.2 Volts Continuous / 13.2 Volts
Pressure (PSI) LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS
0 1035 664 175.4 8.3 1305 837 221.2 8.6 900 577 152.5 7.2
20 1000 642 169.5 9.6 1170 751 198.3 9.9 860 552 145.8 8.8
50 935 600 158.5 12.4 902 579 152.9 14.8 773 496 131.0 11.7
70 857 550 145.3 14.7 822 527 139.3 18.4 626 402 106.1 16.2
100 Full Relief at 105 PSI Not Recommended Not Recommended
120 Not Recommended Date of Mfg., 2008 or Later Date of Mfg., 2008 or Later

Includes (2)
mounting
Pump relays clamps
and wiring No
accessories, internal
see Pages check
#156-157 valve

© 2019
Kinsler Part # / Mfg. # 10278 / TI Automotive 295 (In-Tank) 10201 / Weldon 1100 10202 / Weldon FL-1100-ALH
Inlet / Outlet .436” / .357” 10 AN Female / 10 AN Female 10 AN Female / 10 AN Female
Weight (lbs) 0.95 5.20 5.70
Dia. / Length 1.981” / 5.204” 2.750” / 8.500” 2.750” / 8.500”
Compatible Fuels G--E85 G G
Run Mode / Volts DC Continuous / 13.2 Volts Continuous / 13.2 Volts Continuous / 13.2 Volts
Pressure (PSI) LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS
0 933 599 158.1 12.0 965 619 163.6 4.5 965 619 163.6 4.5
20 865 555 146.6 9.2 910 584 154.2 6.3 910 584 154.2 6.3
50 731 469 123.9 15.9 720 462 122.0 10.2 720 462 122.0 10.2
70 645 414 109.3 17.8 625 401 105.9 12.9 625 401 105.9 12.9
100 504 323 85.4 20.9 435 279 73.7 17.0 435 279 73.7 17.0
120 No--- Internal oneway check 95 PSI Max Operation 95 PSI Max Operation
140 Internal Relief starts
160 at approx. 130 PSI

SCALE: 1” = Approx. 4.25” Actual ADAPTER FITTINGS, SEE PAGES #182-188

128
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ELECTRIC FUEL PUMPS
Fuel Compatibility
G= Gasoline
M= Methanol
E85= 85% Ethanol
E= Ethanol
D= Diesel

Kinsler Part # / Mfg. # 10277 / TI Automotive 285 (In-Tank) 10295 / Weldon 2015 10276 / TI Automotive 267 (In-Tank)
Inlet / Outlet .436” / .357” 12 AN Female / 10 AN Female .436” / .357”
Weight (lbs) 0.95 5.35 0.95
Dia. / Length 1.981” / 5.204” 3.020” / 7.600” 1.981” / 5.204”
Compatible Fuels G--E85 G--M--E--E85--D G--E85
Run Mode / Volts DC Continuous / 13.2 Volts Continuous / 13.2 Volts Continuous / 13.2 Volts
Pressure (PSI) LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS
0 881.0 565 149.3 13.2 685 439 116.1 8.6 788 506 133.6 11.3
20 807.0 518 136.8 14.2 660 423 111.9 9.4 737 473 124.9 12.4
50 702.0 450 119.0 16.5 615 395 104.2 10.8 620 398 105.1 14.7
70 621.0 398 105.3 18.0 585 375 99.2 11.9 537 344 91.0 16.5
100 503.0 323 85.3 20.7 540 346 91.5 14.0 319 205 54.1 18.3
120 500 321 84.7 15.6
140 Internal Relief starts 475 305 80.5 17.0 Internal Relief starts
160 at approx. 130 PSI 450 289 76.3 18.5 at approx. 85 PSI

© 2019

Kinsler Part # / Mfg. # 10275 / TI Automotive 262 (In-Tank) 10285 / Weldon 2014 10293 / Weldon 2005
Inlet / Outlet .436” / .350” 8 AN Female / 8 AN Female 8 AN Female / 8 AN Female
Weight (lbs) 0.85 5.15 4.18
Dia. / Length 1.981” / 4.905” 3.020” / 7.560” 2.530” / 6.690”
Compatible Fuels G G--D G--M--E--E85--D
Run Mode / Volts DC Continuous / 13.2 Volts Continuous / 13.2 Volts Continuous / 13.2 Volts
Pressure (PSI) LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS
0 800 513 135.6 9.4 576 370 97.6 7.1 600 385 101.7 8.6
20 728 467 123.4 10.3 546 350 92.5 8.8 550 353 93.2 9.4
50 570 366 96.6 12.6 480 308 81.4 9.2 475 305 80.5 10.8
70 465 298 78.8 14.2 450 289 76.3 10.2 440 282 74.6 11.9
100 280 180 47.5 17.4 Full Relief at 70 PSI Not Recommended
120 Internal Relief starts at approx. 95 PSI
129
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ELECTRIC FUEL PUMPS
Pump relays
and wiring
accessories,
see Pages
#156-157

Includes (2)
mounting clamps
Kinsler Part # / Mfg. # 10211 / Bosch 044 22002 / Walbro GSL 392 10200 / Weldon 600
Inlet / Outlet 18mm x 1.5 Female / 12mm x 1.5 10mm x 1.0 Female / 10mm x 1.0 10 AN Female / 10 AN Female
Weight (lbs) 2.18 1.0 5.25
Dia. / Length 2.440” / 6.280” 1.690” / 6.300” 2.750” / 8.500”
Compatible Fuels G G G
Run Mode / Volts DC Continuous / 13.2 Volts Continuous / 13.2 Volts Continuous / 13.2 Volts
Pressure (PSI) LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS
0 490 314 83.1 8.9 507 325 85.9 4.0 565 362 95.8 2.1
20 445 285 75.4 10.0 470 302 79.7 5.4 480 308 81.4 3.2
50 420 269 71.2 12.2 397 255 67.3 8.3 395 253 66.9 5.5
70 390 250 66.1 13.5 347 223 58.8 10.6 330 212 55.9 7.1
100 350 225 59.3 16.0 265 170 44.9 15.0 240 154 40.7 9.5
120 315 202 53.4 17.4 Not Recommended 95 PSI Max Operation

Walbro pump installation

kits and accessories, © 2020
see Page #131

Kinsler Part # / Mfg. # Open Space 10271 / Walbro GSS 307 (In-Tank) 10273 / Walbro GSS 342 (In-Tank)
Inlet / Outlet #12413 strainer / .320” Male nipple #12415 install kit / .320” Male nipple
Weight (lbs) 0.8 0.8
Dia. / Length 1.545” / 4.935” 1.545” / 4.850”
Compatible Fuels G G
Run Mode / Volts DC Continuous / 13.2 Volts Continuous / 13.2 Volts
Pressure (PSI) LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS
0 508 326 86.1 4.2 523 335 88.6 4.1
20 462 296 78.3 5.7 471 302 79.8 5.4
50 380 244 64.4 9.0 389 249 65.9 8.4
70 320 205 54.2 12.0 318 204 53.9 11.0
100 148 95 25.1 18.8 113 73 19.2 16.6
120 Not Recommended Not Recommended

130
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ELECTRIC FUEL PUMPS Pump relays
and wiring
Walbro pump installation accessories,
kits and accessories, see Pages
see Page #131 #156-157

Kinsler Part # / Mfg. # 10272 / Walbro GSS 341 (In-Tank) 10256 / Mallory-MSD 29257 10210 / Bosch 979
Inlet / Outlet #12413 strainer / .320” Male nipple 8 AN Female / 8 AN Female 14mm x 1.5 Female / 12mm x 1.5
Weight (lbs) 0.8 6.0 2.15
Dia. / Length 1.545” / 4.850” 2.975” / 8.125” 2.440” / 6.585”
Compatible Fuels G G--M w/seal change G
Run Mode / Volts DC Continuous / 13.2 Volts Continuous / 13.2 Volts Continuous / 13.2 Volts
Pressure (PSI) LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS
0 509 327 86.3 3.9 781 501 132.4 4.3 400 257 67.8 5.5
20 453 291 76.8 5.3 699 448 118.5 6.4 370 237 62.7 6.9
50 371 238 62.9 8.1 468 300 79.3 13.1 325 208 55.1 8.7
70 311 199 52.7 10.4 311 200 52.7 18.3 300 192 50.8 10.0
100 126 81 21.4 14.5 Not Recommended 260 167 44.1 11.7
120 Not Recommended 200 128 33.9 13.0

SCALE: 1” = Approx. 4.25” Actual

Walbro pump installation ADAPTER FITTINGS, SEE PAGES #186-191

kits and accessories, © 2020
see Page #131

Kinsler Part # / Mfg. # 10274 / Walbro GSS 340 (In-Tank) 10208 / Bosch 984 10209 / Bosch 005 (In-Tank)
Inlet / Outlet #12416 Install kit / .320” Male nipple .475” male nipple /12mm x 1.5 Female Screen / 12mm x 1.5 Female
Weight (lbs) 0.8 2.15 2.05
Dia. / Length 1.545” / 4.935” 2.440” / 7.025” 2.520” / 5.400”
Compatible Fuels G G G
Run Mode / Volts DC Continuous / 13.2 Volts Continuous / 13.2 Volts Continuous / 13.2 Volts
Pressure (PSI) LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS
0 501 321 84.9 3.8 400 257 67.8 5.5 400 257 67.8 5.5
20 447 287 75.8 5.4 370 237 62.7 6.9 370 237 62.7 6.9
50 360 231 61.0 8.4 325 208 55.1 8.7 325 209 55.1 8.7
70 300 192 50.8 11.1 300 192 50.8 10.0 300 192 50.8 10.0
100 110 70 18.6 16.8 260 167 44.1 11.7 260 167 44.1 11.7
120 Not recommended 200 128 33.9 13.0 200 128 33.9 13.0

131
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ELECTRIC FUEL PUMPS

Pump relays
and wiring
accessories,
see Pages
#156-157

Kinsler Part # / Mfg. # 10205 / Bosch 957/126 22003 / Walbro GSL 393 10214 / Bosch 048
Inlet / Outlet .475” Male nipple / 12mmx1.5 Female 10mm x 1.0 Female / 10mm x 1.0 .475” Male nipple / .312” Male nipple
Weight (lbs) 2.1 1.0 1.4
Dia. / Length 2.450” / 6.320” 1.690” / 6.300” 2.120” / 7.065”
Compatible Fuels G G G
Run Mode / Volts DC Continuous / 13.2 Volts Continuous / 13.2 Volts Continuous / 13.2 Volts
Pressure (PSI) LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS LB/HR L/HR Gal/HR AMPS
0 348 223 59.0 3.2 340 218 57.6 1.9 310 199 52.5 2.3
20 319 205 54.1 4.5 302 194 51.2 3.2 275 176 46.6 3.0
50 275 176 46.6 6.4 242 155 41.0 5.9 220 141 37.3 4.6
70 244 156 41.3 7.7 193 124 32.7 8.3 185 119 31.4 5.8
100 191 127 32.4 9.9 103 66 17.5 12.7 99 64 16.8 7.5
120 150 96 25.4 11.3 Not recommended Not recommended

SCALE: 1” = Approx. 4.25” Actual ADAPTER FITTINGS, SEE PAGES #125 AND #182-188

Weldon mounting clamp

Stainless steel, cushion mount,
two .200" mounting holes, for
5713
Weldon pumps with 3" diameter
motors

One-way check valves should be plumbed at

the outlet side of the high pressure fuel pump. © 2019

Many fuel pumps do not have an internal one-

One-way check valves are a good way
way check valve. The residual pressure will
to retain a head pressure in the fuel rails.
bleed down, but the one-way check valve will
slow this process and aid re-starts.

© 2019

132
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ELECTRIC FUEL PUMP Pump relays and wiring

INSTALLATION ACCESSORIES accesories, see Pages

#156-157
For pump #10271 For pump #10272 For pump #10273
For pump #10274
12411 Filter, inlet strainer 12413 Filter, inlet strainer with clip Installation kit with inlet
12414 Wire harness 12415 strainer, clip, and adapter Installation kit, with inlet
12412 Wire harness hose, for Honda Civic strainer, clips, hose adapter,
12416 wire harness, and seals, for
select 1985-97 Ford Mustang
#12412 #12414 #12415
#12416

#10271 #10273
#10272

#10274
#12411
#12413
For pumps #22002 & 22003
22008 Mount kit, includes: isolation tubing sleeve
and (2) plastic coated steel band clamps
Fitting, 6 AN male flare x 10mm 1.0 M,
22009
blue anodized (requires #22011)
Fitting, 8 AN male flare x 10mm 1.0 M,
22010 blue anodized (requires #22011)
22011 Crush wahser seal, for 10mm threads #22002 pump #22002 pump
Fitting, 10.5mm barb x 10mm 1.0 M, (fits with #22009 fittings with #22012 fittings
22012 and #22011 crush
3/8" push-lock hose, requires #22011) and #22011 crush
washers installed washers installed

#22008 #22002 pump

mount kit with #22008 mount
kit installed

For Bosch pumps Metric adapter fittings * Washer o-rings

#6133 #6131 #6130

#8300 #6193 #6192 #6184 #6182 #6183 #6181 6130 For 12mm threads
6131 For 14mm threads
6181 6 AN male flare x 12mm 1.5 male, hard anodized
6133 For 18mm threads
6183 6 AN male flare x 14mm 1.5 male, hard anodized
6182 8 AN male flare x 12mm 1.5 male, steel
6184 8 AN male flare x 14mm 1.5 male, hard anodized
#8300 Mounting clamp, 6192 8 AN male flare x 18mm 1.5 male, steel
quick release t-bolt, 6193 10 AN male flare x 18mm 1.5 male, steel
stainless steel, two 1/4” * Washer o-ring required to seal fitting to
mounting holes. Fits Bosch pump
2.300 to 2.450” #10220 25 micron
diameters filter sock, 18mm fitting
and washer o-ring
fits #10211 Bosch © 2020
intank pump
133
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ELECTRIC FUEL PUMPS Pump relays and
wiring accessories,
For Low Pressure or Carburetted applications see Pages #156-157

Kinsler Part # #29268 Kinsler Part # #10286 Kinsler Part # #5780 Kinsler Part # #10284
Inlet 8 AN female Inlet 8 AN female Inlet 3/8" NPT female Inlet 8 AN female
Outlet 8 AN female Outlet 8 AN female Outlet 3/8" NPT female Outlet 8 AN female
Weight (lbs) 6.80 Weight (lbs) 5.15 Weight (lbs) 3.70 Weight (lbs) 5.15
Diameter 3.030" Diameter 3.020" Diameter 2.485" Diameter 3.020"
Length 9.100" Length 7.560" Length 6.300" Length 7.560"
Pressure (PSI) LB/HR AMPS Pressure (PSI) LB/HR AMPS Pressure (PSI) LB/HR AMPS Pressure (PSI) LB/HR AMPS
0 1660 6.0 0 1120 10.5 0 845 3.5 0 653 6.0
5 1625 6.5 5 1075 10.9 5 822 3.8 5 650 6.1
10 1240 7.2 10 1055 10.9 10 675 4.2 10 631 6.3
15 1000 11.0 12 560 4.4 15 512 6.4
20 780 11.1 20 265 6.8

OIL
TRANSFER
PUMP

Kinsler Part # #5792 Kinsler Part # #10279 Kinsler Part # #10283 Kinsler Part # #10287
Inlet 3/8" NPT female Inlet 6 AN female Inlet 6 AN female Inlet 6 AN female
Outlet 3/8" NPT female Outlet 6 AN female Outlet 6 AN female Outlet 6 AN female
Weight (lbs) 3.15 Weight (lbs) 2.45 Weight (lbs) 2.45 Weight (lbs) 3.0
Diameter 2.100" Diameter 2.500" Diameter 2.500" Diameter 2.500"
Length 5.400" Length 5.970" Length 5.970" Length 5.400"
Pressure (PSI) LB/HR AMPS Pressure (PSI) LB/HR AMPS Pressure (PSI) LB/HR AMPS Manufacturer's Specifications
0 650 2.8 0 360 3.0 0 181 3.1 31 Gallons Per Hour
o
5 610 3.1 10 347 3.2 10 165 3.3 with 90W gear lube at 200 F
10 560 3.6 20 337 3.6 20 152 3.6 55 PSI max. pressure
30 290 4.1 30 75 3.7 motor: 10 amps max.
40 157 4.5
50 157 4.7

ADAPTER FITTINGS, SEE PAGES #182-188

© 2019 SCALE: 1” = Approx. 4.25” Actual

134
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ELECTRIC FUEL PUMPS
WELDON “DIAL-A-FLOW”
The Weldon Dial-A-Flow voltage regulator, with pulse width modulation
is a superb fuel pump controller. It allows the user to slow down their
fuel pump, reducing the amperage draw, quieting the pump, and
reducing the potential heat build up in the fuel system, when the
pump’s full fuel flow is not required. It is designed to regulate the
speed of a pump motor under changing flow rates while maintaining
constant pressure.
Dial-A-Flow kit; includes controller, six foot cable
12340 with a potentiometer installed at one end, a switch,
five terminals, and a knob for the potentiometer

Example : Kinsler #10211 Bosch fuel pump Example : Kinsler #10295 Weldon fuel
with voltage supply held at 13.2 volts. with voltage supply held at 13.2 volts.
" D IA L - A - F L O W " - O F F : " D IA L - A - F L O W " - O F F :
PSI lbs/hr AMPERAGE PSI lbs/hr AMPERAGE
0 480 7.7 0 685 7.9
50 425 10.5 50 615 10.1
70
100
405
365
11.7
13.6
70
100
590
540
11.4
13.4 SEE PUMP
" D IA L - A - F L O W " - O N , S E T A T F U L L :
120 500 14.7
PAGES
PSI lbs/hr AMPERAGE
" D IA L - A - F L O W " - O N , S E T A T F U L L :
PSI lbs/hr AMPERAGE
#125 - 132
0 370 3.7
0 495 5.0
50 325 6.7
50 450 6.8
70 305 8.3
70 415 8.3
100 280 10.4
100 390 10.5
© 2019
120 360 11.9

BOOST-A-PUMP ENHANCER SYSTEM

Raises voltage to electric fuel pump for increased
flow output.
Note: Requires additional amperage (40 amp max.)
from electrical system on vehicle.
Kit consists of: enhancer box, wiring harness,
remote mounted control knob with cable.
Unit can be activated either by a toggle switch,
pressure switch, or vacuum switch. The voltage
to the pump can be adjusted using the remote
mounted control knob to obtain the required
flow, see example below.

10237 Kit for supercharged/turbocharged applications

#10237 10238 Kit for normally aspirated (unblown) applications
Example : Kinsler #10211 fuel pump with head pressure held Example : Kinsler #10297 fuel pump with head pressure held
at 40 PSI and the voltage supply held at 13.2 volts. at 70 PSI and the voltage supply held at 13.2 volts.
BOOST-A-PUMP SUPPLY PUMP PUMP PUMP OUTPUT BOOST-A-PUMP SUPPLY PUMP PUMP PUMP OUTPUT
PERCENTAGE AMPERAGE VOLTAGE AMPERAGE lbs/hr PERCENTAGE AMPERAGE VOLTAGE AMPERAGE lbs/hr
OFF 10.1 12.1 10.1 410 OFF 16.4 11.9 16.3 825
0 16.7 15.2 12.8 515 0 23.2 15.2 17.7 1110
10 17.7 15.7 13.2 530 10 24.2 15.7 17.7 1150
20 19.9 16.6 13.7 550 20 26.4 16.7 18.3 1220
30 23.0 17.6 15.0 600 30 29.0 17.8 18.6 1320
40 26.4 18.7 16.1 625 40 29.1 18.9 17.6 1405
50 29.2 19.6 16.8 650 50 30.2 19.8 17.4 1445

135
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
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MECHANICAL FUEL PUMPS FOR EFI
Mechanical fuel pumps are ideal for Electronic Fuel Injection for several reasons:
1. Flow output directly related to engine RPM - decreases demand on Pressure Relief valves throughout the rev range,
especially at idle
2. No electric draw - decreases demand on electrical system
3. Fuel compatibility - coated internal pump parts resistant to methanol corrosion; many electric pumps aren’t
4. Fuel pressure - some mechanical pumps are capable of 300+ P.S.I.
5. Weight
PUMP OUTPUT
A mechanical pump’s output is close to linear with the RPM at which it is driven.
Rotate the pump shaft twice as fast and the flow will double. However, even a good
pump is affected by the clearances of the gears and the pressure at the outlet. The flows
at very low RPM and very high RPM will be below the linear graph of the pump’s
output due to internal leakage, caused by the side clearance required for the gears. This
clearance leakage back past the gears has the same effect as a small bypass from the
pump outlet back to the inlet.

REQUIRED PUMP SIZE

The horsepower and the fuel being used will dictate the required pump size.

KINSLER PUMP SIZES

PUMP
RPM PSI K-200 K-300 K-400 K-450 K-500 K-700 K-1300

2000 0 335 505 670 770 835 1170 2160

FLOWS ARE TYPICAL OUTPUT - 2000 50 305 475 655 760 815 1130 2125
ACTUAL OUTPUT WILL VARY SLIGHTLY 3500 50 570 1450
845 1150 1330 2000 3670
pounds per hour (lbs/hr) of .720 specific gravity test fluid at 60oF.
Maximum pump Minimum We test and rebuild many types of pumps. To have your pump tested,
Pump
Model shaft speed inlet fititng send it in with all the fittings still in it. Include a day and evening phone
(RPM) size
number with the area code.....so we can call if we need info.
#200-#250 7,000 8 AN
#300 6,000 8 AN ALL SIZES, FLOWS , AND RECOMMENDATIONS FOR FUEL
#400 10 AN PUMPS ARE FOR GENERAL REFERENCE. CALL US FOR
through 6,000 to
#500 12 AN YOUR SPECIFIC APPLICATION !!!
#550 6,000 12 AN
#600-#700 5,000 12 AN For more mechanical fuel pump info.,
#900
through 5,000 16 AN see Pg. #101-104, for Pump drives, see Pg. #174-176
#1300

Christian Kuhn’s 68’ Mustang powered by a 4.6 liter small block

Ford with EFI
© 2019
136
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
MECHANICAL FUEL PUMPS
KINSLER FUEL PUMPS
a) Side-by-side gear construction allows this pump to withstand higher fuel pressure loads
than other designs, with minimal flow losses. The gears and plates are coated with
Polydyn™ dry film lubricant to reduce wear. The billet aluminum housing
is hard anodized on the inside to reduce corrosion.
b) Pumps are available in sizes :
KW/LW : 200, 300, 400, 450, 500 , 600, 700
Large KW : 900, 1000, 1100, 1200, and 1300
c) Uses 3/8” male hex drive. Swivel base flange for ease of installation,
allows indexing of inlet and outlet ports for clearance of inlet and outlet
hoses.
d) Kinsler offers a complete line of AN hard anodized aluminum fittings.
These fittings are light, resistant to methanol corrosion, give smooth
flow, and good sealing.
e) All parts are available to customer. Allows for “emergency” field service. KW 400 pump and parts
f) Interchangeable gears and spacers lets you quickly change the displacement
size of the fuel pump, bigger or smaller (within housing limits). NEW
g) Pump can be driven either clockwise or counterclockwise without modification.
Internal design allows either port to be inlet or outlet depending on rotation. ‘Lite-Weight’ fuel pump !
Simply switch the inlet and outlet fittings. When every bit
KW 200 - 700 FUEL PUMPS
Housing configuration consists of of weight counts !
3-inlet ports (1-8 AN and 2-6 AN fe- LW “Lite-Weight” FUEL PUMPS
male) and 3-outlet ports (1-8 AN female Housing configuration consists of 1-inlet
and 2-6 AN female). Pump without port (8 AN female) and 3-outlet ports (1-8 AN
fittings weighs approx. 1.95 lbs female and 2-6 AN female in cover). Pump
without fittings weighs approx. 1.45 lbs
2904 KW-200 regular rotation 2914 LW-400 regular rotation
LW ‘Lite-Weight’
2905 KW-200 reverse rotation 2915 LW-400 reverse rotation
series pump
2908 KW-300 regular rotation 2956 LW-450 regular rotation
2909 KW-300 reverse rotation 2957 LW-450 reverse rotation
2912 KW-400 regular rotation 2918 LW-500 regular rotation
2913
2954
KW-400 reverse rotation
KW-450 regular rotation Service parts 2919
2982
LW-500
LW-550
reverse rotation
regular rotation
2955 KW-450 reverse rotation are available 2983 LW-550 reverse rotation
2916 KW-500 regular rotation for in-the-field repairs
2917 KW-500 reverse rotation
2980 KW-550 regular rotation PUMP FLOW TESTING SERVICE
2981 KW-550 reverse rotation Labor to run in and flow
2900 test New KW/LW fuel
2920 KW-600 regular rotation pump, 900 series or smaller
2921 KW-600 reverse rotation Labor to run in and flow
2924 KW-700 regular rotation 2901 test New KW fuel pump,
2925 KW-700 reverse rotation 1000 series and larger KINSLER MANIFOLD OUTLET FUEL PUMPS
900 - 1300 series pumps have a larger housing, 2913-M3P KW-400 reverse rotation, 3-port manifo
12 AN female inlet port and 8 AN female outlet port 2913-M4P KW-400 reverse rotation, 4-port manifo
2932 KW-900 regular rotation 2955-M3P KW-450 reverse rotation, 3-port manifo
2933 KW-900 reverse rotation 2955-M4P KW-450 reverse rotation, 4-port manifo
2936 KW-1000 regular rotation 2917-M3P KW-500 reverse rotation, 3-port manifo
2937 KW-1000 reverse rotation 2917-M4P KW-500 reverse rotation, 4-port manifo
2940 KW-1100 regular rotation FITTINGS-
2941 KW-1100 reverse rotation KINSLER HARD-ANODIZED ALUMINUM
2944 KW-1200 regular rotation 6166 6 AN port plug with o-ring
2945 KW-1200 reverse rotation 6156 6 AN male flare x 6 AN male + o-ring
Upgrade on KW-900, KW-1000, KW-1100, KW-1200, 6044 6 AN male flare x 8 AN male + o-ring
build pump with capability to accept up to size 1300 gear 6043 8 AN male flare x 8 AN male + o-ring
2947 set, uses 1300 front cover and additional spacer (900
only), different size spacers are used for other size pumps 6103 Reducer bushing, 6 AN female x 8 AN male + o-ring
2948 KW-1300 regular rotation 6177 10 AN male flare x 8 AN male + o-ring
2949 KW-1300 reverse rotation 6178 12 AN male flare x 8 AN male + o-ring
6179 12 AN male flare x 12 AN male + o-ring
© 2019 6100 16 AN male flare x 12 AN male + o-ring
137
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
KINSLER PRESSURE RELIEF VALVE
HIGH FLOW CAPACITY
K-140
ACCURATE PRESSURE CONTROL

FANTASTIC PRESSURE REPEATABILITY

METHANOL AND GASOLINE COMPATIBLE

COMPACT DESIGN

SERVICEABLE IN-THE-FIELD
#12104
with tower option # K140-T-N
3AN side port
vacuum / boost reference

Model K-140 pressure relief valve has many

unique (patent pending) features
Our unit has the highest flow capacity with the lowest pressure rise of any valve
on the market. At 1000 lbs/hr (2.8 GPM) of bypass flow, it only has a 2.5 PSI pressure
rise. This is less than 1/7th to 1/4 the drop of the most popular valves we have
tested. For most applications the rise is under 1-PSI, since the total bypass flow
for most systems is 600 lbs/hr or less.
Extremely smooth operation. The closing flow curve is within 0.3 (3/10) PSI at
any flow point on the opening curve. This is achieved by hardcoating, then
microlapping all of the moving parts. This means the pressure in the fuel rails
will stay close to the set point on both rising and falling engine RPM.
Many valves can go into a “buzz” (hydraulic vibration); ours is more stable
as it is the only valve on the market with an available damping option. A
unique spring arrangement is also available to further control buzz.
The diaphragm has a swiveling “live” center pintle that closes down on the seat for
very smooth operation. Both the pintle and the seat are lapped for bubble tight close-off.
Valves that use a fixed pintle or a ball tend not to shut off smoothly, nor to seal completely.
A nice design feature is a replaceable seat. Should the seat get
damaged or worn it can be removed and a new one installed.
Two 8 AN female inlets, with full flow-through capability to help balance
fuel rail pressure fluctuations and a 3 AN pressure gauge port. We can
adapt the valves inlets to most AN sizes.
Hard anodized aluminum housing components and a very compact design
makes this piece lighter and easier to install in the vehicle. Components
are compatible with gasoline and methanol.
Seven different spring combinations are available for a total adjustable range
of 17 - 230 PSI. There is also CUSTOM BUILDUP SERVICE available.

© 2019
138
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
EFI PRESSURE RELIEF VALVES
Kinsler ‘s K-140 Aeromotive
12100 Series...
Extremely Precise
Fuel Pressure Control
Weldon
> Light-weight
> Compact
> Adjustable
> Vacuum/Boost #10747
#10745

Reference
> Methanol
Compatible
#12100
> The Most Accurate #10715

Valve on the Market

KINSLER # PSI BAR ADJ. VAC. HOUSING WEIGHT INLET OUTLET
SCREW REF. MATERIAL (LBS) DETAILS DETAILS
Steel 1 - 5/16" 1 - 12mm 1.5 Male KINSLER K-140 PRESSURE
10700 36 - 44 2.5 - 3.0 Yes No Gold 0.31
Iridite Nipple and 5/16" Nipple RELIEF VALVE
2 - 14mm
10712 65 - 174 4.5 - 12.0 Yes Yes Steel
Gold Iridite
0.56 1.5 Male 1 - 12mm 1.5 Male
and 5/16" Nipple
INSTALLATION KITS
Inverted Flare
2 - 14mm Two 6 AN male flare inlet fittings,
10714 44 - 87 3.0 - 6.0 Yes Yes Steel 0.55 1.5 Male 1 - 16mm 1.5 Male 12096 3 AN gauge port plug,
Gold Iridite and 5/16" Nipple vacuum/boost reference barb
Inverted Flare
2 - 14mm Two 8 AN male flare inlet fittings,
10742 58 - 174 4.0 - 12.0 Yes No Steel 0.57 1.5 Male 1 - 16mm 1.5 Male
Gold Iridite and 5/16" Nipple 12098 3 AN gauge port plug,
Inverted Flare vacuum/boost reference barb
12100 17 - 37 1.2 - 2.5
12102 26 - 51 1.8 - 3.5
12104 34 - 80 2.4 - 5.5 Bosch
12106 49 - 106 3.4 - 7.3 Yes Yes
Aluminum
Hard 0.42 2 - 8 AN 1 - 6 AN © 2019
Anodized Female Male Flare
12108 57 - 123 4.0 - 8.4 #10710
12110 72 - 152 5.0 - 10.4
12116 88 - 230 6.1 - 16.0
10745 35 - 87 2.5 - 6.0 Yes Yes Aluminum 0.88
2 - 10 AN 1 - 6 AN
Black/Red Female Female
10747 30 - 120* 2.1 - 8.3 Yes Yes Aluminum 1.10 2 - 10 AN 1 - 6 AN Female
Gold/Black Female
10715 30 - 120* 2.1 - 8.3 Yes Yes Aluminum 1.22 2 - 12 AN 1 - 12 AN Female
Gold/Black Female
1 - 14mm
10701 36 2.5 No Yes Steel Black 0.40 1.5 Male 1 - 16mm 1.5 Male
Coated
Inverted Flare and 5/16" Nipple
10702 44 3.0 No Yes Steel Black 0.34 1 - O-ring 14mm 1.5 Female
Coated
Steel Black
10703 44 3.0 No Yes Coated 0.34 1 - O-ring 1 - 5/16" Nipple

10710 55 3.8 No Yes

Steel Black
0.38 1 - O-ring 14mm 1.5 Female #10702
Coated
Steel 1 - 14mm 1 - 16mm 1.5 Male
10711 72 5.0 No Yes 0.44 1.5 Male
Gold Iridite Inverted Flare and 5/16" Nipple
* Optional springs available for 7-200 PSI #10700

139
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
EFI PRESSURE RELIEF VALVES
AND ACCESSORIES
DUAL PRESSURE
RELIEF VALVE
ADAPTER
This assembly uses
two stock type low
cost relief valves for
higher flow capacity.
Dual pressure relief valve adapter
shown with polished finish
SADDLE ADAPTER
10750 Dual pressure relief mounting rail, extruded aluminum, 8 AN female inlet
& outlet ports, fits valves #10701, #10702, #10703, #10710, and #10711
10761 Labor to polish #10750 dual pressure relief mounting rail
6043 Fitting, 8 AN male flare x 8 AN male + o-ring, hard anodized
6044 Fitting, 6 AN male flare x 8 AN male + o-ring, hard anodized
6047 Bulkhead, 8 AN male + o-ring x 8 AN male + nut & o-ring, plated steel
6048 Bulkhead, 8 AN male + o-ring x 6 AN male + nut & o-ring, plated steel
K-140 MOUNTING BRACKET
Black anodized billet aluminum, available Saddle adapts o-ring style inlet pressure relief valve to AN
with rubber vibration isolation mounts 10751 fittings, billet aluminum, blue anodized, 6 AN female port, fits
valves #10702, #10703, and #10710
6156 Fitting, 6 AN male flare x 6 AN male + o-ring, hard anodized
Fitting, 8 AN male flare x 6 AN male + o-ring, .390" I.D.,
6157 plated steel
Bulkhead, 8 AN male + o-ring x 6 AN male + nut & o-ring,
6048 plated steel
QUICK RELEASE VACUUM/BOOST
REFERENCE KIT

12085 Mounting bracket, billet aluminum, black anodized

12086 Set of four rubber vibration isolation mounts

VACUUM/BOOST REFERENCE KIT

Vacuum signal junction block assembly, with barbed outlet fitting, (8)
10917 #10912 90 degree quick release inlet fittings, (8) #10911 straight quick
release fittings, and 10' of black nylon tubing
10918 Tee fitting, quick release, 1/8" x 1/8" x 1/4"
10911 Quick release fitting, straight, 1/8" female collet x 10-32 male + o-ring
10912 Quick release fitting, 90 degree, 1/8" female collet x 10-32 male + o-ring
Vacuum signal junction block assembly, blue anodized billet Tubing, 10', black nylon, .070" I.D. x .125" O.D., fits fittings #10911 and
10900 aluminum with (8) #10902 - 1/8” barbed inlet fittings and one 10915 #10912
3/16” barbed outlet fitting 10913 Quick release fitting, straight, 1/4" female collet x 1/8" male pipe thread
Vacuum signal block ONLY, blue anodized billet aluminum, 10914 Quick release fitting, 90 degree, 1/4" female collet x 1/8" male pipe thread
10901 with (8) 10-32 female ports and (2) 3AN female ports.
Optional 1/8” NPT Tubing, 10', black nylon, .150" I.D. x .250" O.D., fits fittings #10913 and
10916
#10914
10902 Barbed fitting, 10-32 male thread with gasket x 1/8” barb #10918
10904
Hose, black flourosilicone, for #10902 fitting, temp.
o
#10913 #10914
range -80 to 450 F, 1/8” I.D., 10’
10905 Signal damper, for MAP signal, reduces signal pulsing ADJUSTABLE PRESSURE RELIEF
10457 Clamp, Black nylon 5/8” ID VALVE TOWER
© 2020 Converts GM L-98 T.P.I. pressure relief
#10457 valve for adjustable operation.
Clamp Adjustable pressure relief valve tower, blue
#10901 Vacuum 10752 anodized billet aluminum, includes adjustor screw,
vacuum nipple fitting, and spring support tab #10752
140 signal block
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
EFI PRESSURE RELIEF VALVES
AND ACCESSORIES
PRESSURE RELIEF VALVE BASICS
Fuel rail pressure is controlled on an EFI system by a pressure
relief valve which returns excess volume back to the tank
thereby maintaining pressure at the injector’s inlet.
If the pressure relief valve does not do it’s job properly the system
fuel pressure may rise or fall which will cause the fuel flow to do
the same. Should the valve allow the fuel pressure to flutter, then
the fuel delivery will flutter. These conditions could cause
difficulty in starting the engine, inconsistency in the engine’s
performance, difficulty in programming, or engine damage.
Pressure relief valves used with EFI systems have a diaphragm
assembly with a pintle or ball that sets on a seat. A spring(s)
above the diaphragm assembly will force it to set on the seat at a
desired pressure. Fuel pressure from the pump will exert force on
the diaphragm and lift the sealing device off the seat allowing
fuel to pass through the valve. In order for the valve to open
and allow fuel to flow, the spring must be compressed.
Compressing the spring, causes a rise in pressure. When larger Fig. 1
volumes of fuel must be bypassed, the spring will need to be
compressed even further to allow the flow through the valve. The best designed valve will pass the desired amount of volume with
very little pressure rise. See Fig. 1
To clear up a bit of confusion: a pressure regulator limits the pressure going into a system, such as a regulator feeding fuel to a
carburetor... any vapor bubbles in the fuel are vented out through the float bowl. All EFI systems use a pressure relief
valve to control the fuel pressure. Most bypass fuel after the fuel rails which purges the vapor out of the system. If a
pressure relief valve is used on the inlet of the fuel rails there would be no way to purge the vapor out of the rails. This is
very important, since after a hot soak any vapor trapped in the rails would flow out to one or two cylinders, causing those
cylinders to be lean at start up.
VACUUM/BOOST REFERENCE
Some pressure relief valve models have a port (fitting or barb) to connect a manifold absolute pressure (M.A.P.) hose to the top
side of the diaphragm in the valve. At idle or partial throttle the vacuum pulls up on the diaphragm, lowering the fuel pressure.
Under boost, the fuel pressure will be raised. This feature broadens the usable range of the injectors. Ideally the valve should
raise or lower the fuel pressure at a 1:1 ratio. See Fig. 2.
It is desirable to maintain a constant pressure differential across the injectors for consistent fuel mapping (see ORIFICE THEORY on
Pages #202-203). When the injector outlet is installed where it
would be subjected to vacuum (under the throttle plate) or boost
(on the pressure side of blower/turbo), the flow of the injector
will increase or decrease as the resulting outlet pressure changes.
The vacuum and/or boost in a manifold runner is called
manifold absolute pressure (M.A.P. see SENSORS FOR EFI
SYSTEMS on Page #146). Referencing the manifold absolute
pressure to the pressure relief valve causes the fuel pressure in
the rail system to be adjusted by the change in the manifold
absolute pressure. This reference will maintain a constant
pressure differential across the injector and consistent flow.
ADJUSTABLE PRESSURE
Some pressure relief valves are available with an adjustment
screw to allow the fuel pressure setting to be raised or lowered.
Adjustment of the pressure relief valve allows the fuel pressure
to be increased or decreased to change the injector’s flow (see
ORIFICE THEORY on Pages #202-203), thus allowing the user
to add more or less fuel without changing injectors or the fueling
program in the ECU.
PRESSURE RELIEF VALVE PLUMBING
See EFI PLUMBING on Page #154 regarding the physical Fig. 2
placement of the valve in relationship to the fuel rails. All hose
sizes must have large enough inside diameter so that they will
not cause any restriction, which could cause the system’s fuel pressure to vary with the change in flow.
FILTRATION: It is very important the pressure relief valve has filtered fuel. The mechanical seat of the valve is very sensitive to dirt.
A proper fuel filter is vital to maintain the operational integrity of the EFI system components. We recommend the Kinsler fuel filter
assembly #8170, which has a 10-micron replaceable paper filter element #9031 - see FUEL FILTERS on Pages #162-166. © 2019

141
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EFI INJECTORS
THERE ARE THREE TYPES OF DESIGN FOR EFI INJECTORS - PINTLE, DISC, and BALL :

PINTLE TYPE DISC TYPE 1 - Filter BALL TYPE

1 - Filter 1 - Filter
Controls fuel flow by 2 - Magnetic Controls fuel flow by 2 - Core Controls fuel flow by 2 - Guide
moving a pintle in and winding lifting a disc off of its 3 - Body raising a ball off its seat. ring
out of the fuel orifice. seat. The disc has This allows fuel to flow
3 - Solenoid as many as six holes 4 - Shim 3 - Spacer
The pintle also through the seat orifice and
atomizes the fuel by 4 - O-ring around its circumference. 5 - Valve then out through a fixed 4 - Core
dispersing the fuel in 5 - Needle When the injector is seat director plate with several spring
a cone shaped pattern. valve activated,the disc is 6 - Nozzle holes. The director plate 5 - Seat
These spray patterns pintle raised and fuel flows 7 - Calibration serves to direct the fuel spring
will generally vary through the holes and spray pattern. This type of
6 - Spray tip exits out the orifice. slide 6 - Seat
from 15 to 30 degrees injector has a 10 to 15
of included angle The disc in this injector 8 - Spring degree included angle 7 - Pole piece
dependent upon the injector selected. may actually rotate 9 - Coil spray pattern. The fuel 8 - Stop
Fuel atomization is very good with while the injector is assembly atomization of this type of 9 - Solenoid
these injectors. operating. The spray 10 - Spacer injector is similar to the coil
pattern of this type of disc type injector. Disc and
injector will generally 11 - Disc 10 - Solenoid
ball type injectors by
vary for 10 to 20 degrees. These design are less susceptible body
narrower spray patterns can aid in to clogging. We have not 11 - Core ring
targeting the fuel. Fuel atomization experienced any 12 - Core
is typically not as fine as the pintle clogging problems provided 13 - Spray tip
type injector. that the fuel is filtered.
(See Kinsler Fuel Filters on housing
Pages #162-166). 14 - Director
15 - Spray tip
THE BASICS OF AN EFI INJECTOR
An EFI injector is a electronically controlled solenoid that controls fuel flow through an orifice.
When the solenoid is activated, the orifice is exposed allowing fuel to flow. EFI injectors are avail-
able with various flow capacities. The injectors are electronically pulsed, typically measured in
milliseconds (thousandths of a second), to control the amount of fuel delivered to the engine.
The percentage of time that the injector is pulsed is called the duty cycle. 100% duty cycle
or Static Flow means the injector is open all the time. Static flows for injectors are specified
at a certain pressure level. The test pressure rating may be in PSI, BAR, KPA, or KG/CM2.
Manufactures rate their injectors at different pressures. For accurate comparison of flow
rates, be sure you are comparing flows at the same pressure levels, (see Fuel Flow versus
Fuel Pressure - Page #138).
When properly sized for a specific application the injector will normally operate at 80-90% duty
cycle. Injectors that are too large will not accurately deliver small amounts of fuel for good idle
quality. Injectors that are too small may cause severe engine damage because of lean mixtures at
large throttle openings and/or high engine RPM.
SIEMENS
DEKA © 2019
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www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
EFI INJECTORS
ELECTRICAL DIFFERENCES
The solenoid inside an injector can be classified into one of two basic groups:
low resistance or high resistance. The resistance of an injector coil can be measured
with an ohm meter by attaching the meter leads to the two terminals on the injectors.
Low resistance injectors
Also referred to as peak and hold, measure between 2 and 5 ohms resistance. The
drive circuit for these injectors are called current sensing or current limiting. A peak
current is used to quickly open the injector, then a much lower hold current is used to
maintain the open condition while reducing overall current draw.
High resistance injectors
Also referred to as saturation injectors, measure 12-16 ohms. The injector drivers for
these injectors are called saturation drivers. These drivers simply turn the supply
voltage on and off to pulse the injector. High resistance injectors typically respond
slower than low resistance injectors. High resistance injectors may sometimes be controlled Injector measures 14.3 ohm
by a peak and hold driver. The drive circuit may not reach the peak current value and therefore on voltiohm meter
not switch to the hold current. This may cause some drivers to overheat due to sustained high
current. ECU manufacturers utilize various injector drivers. You must consult Kinsler Fuel
Injection or the manufacturer regarding specific driver/injector compatibility.

EXAMPLE OF SYSTEM WITH INCREASING FUEL PRESSURE

Formula: Supply - Engine Usage = Bypass
FUEL FLOW versus FUEL PRESSURE 1- #10208
8- #10057
Injector flow capacity varies with changes in System Fuel Pump
Injectors Bypass Flow
supply pressure. Increasing fuel pressure to Pressure (tested at
(static flow)
13.2 volts)
the injector will result in additional flow and a
potential improvement in atomization. When 45 330 lbs/hr - 156.0 lbs/hr = 174 lbs/hr - OK
the pressure level is increased, the load against 70 300 lbs/hr - 196.0 lbs/hr = 104 lbs/hr - OK
the injector solenoid will also increase. Some 100 260 lbs/hr - 284.7 lbs/hr = -24.7 lbs/hr < Danger
injectors solenoids will not handle the increased
load. Please consult your Kinsler technical Pressure rises as the square of the
representative about specific injector operation. flow through an orifice, so to double
The load against the fuel supply system will also the flow through an injector takes
increase and fuel pump output will decrease. four times the pressure :
Please be sure that the fuel pump(s) will handle
the increased load. (See Electric Fuel Pumps on If we know the flow of an
Pages #124-130). injector at some pressure,
we can figure the flow at a
new pressure :
CALCULATION FOR INJECTOR SIZE SELECTION
Maximum Engine output (H.P.) times Brake Specific Fuel Consumption (B.S.F.C.) at Peak Power times 1.175 (Conversion factor from
85% duty cycle to static flow) divided by number of injectors equals Static Flow required per injector. If actual B.S.F.C. value is not avail-
able, use 0.5 for normally aspirated engines operating on gasoline. Use 1.1 - 1.2 B.S.F.C. for normally aspirated methanol burning engines.
Example : 1) Small block Chevrolet V8 on gasoline. [ 500 (h.p.) X 0.5 (B.S.F.C.) ] X 1.175 / 8 = 36.7 lbs/hr
2) Big block Chevrolet V8 on methanol. [ 1100 (h.p.) X 1.1 (B.S.F.C.) ] X 1.175 / 8 = 177.7 lbs/hr
Look for an injector that has flow close to flow rate at the operating pressure and the correct resistance for your electronics.

METHANOL WITH EFI

Most EFI injectors are compatible with methanol based fuels. The problems are from the chemical affects of the methanol. Methanol
attracts water which can cause rusting of internal components. When methanol comes into contact with aluminum it corrodes the aluminum
and when it drys it turns to a ‘sand-like’ residue which can easily clog up injectors, filters, pressure relief valve, and fuel pump. The only
100% way not to have a problem is to totally flush the entire fuel system after each use with cleaning solvent or gasoline. Methanol is
extremely corrosive to aluminum components, fuel rails, fittings, etc. This aluminum oxidation also will put contamination in the fuel
system, possibly causing problems. It is highly recommended that stainless steel fuel rail be used.

FLOWING AND GROUPING

EFI injectors are not perfect out of the box. We have measured as much as 12% variation in flow rates of the same part number injector.
To obtain the best possible fuel distribution, it is advisable to have the injectors flow tested. Kinsler flows new or used injectors and can
provide the test results.
We group similar flowing injectors to minimize the spread in distribution. © 2019
143
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
EFI INJECTORS Manufacturers rate injectors at different pressures. For
accurate flow comparison, be sure to compare flows at
STYLE 1 the same pressure. To calculate the flow at different
pressures see “ORIFICE THEORY” on Pages #202-203.
STYLE 2 STYLE 3

Type: disc (D) or pintle (P)

Top: o-ring Bottom: o-ring
Center to center on o-rings: 2.550”
High Resistance Low Resistance Type: ball
Type: disc Top: o-ring Bottom: o-ring
Part # 45 PSI 70 PSI Type 45 PSI 70 PSI Type Top: o-ring Bottom: o-ring
lbs/hr lbs/hr Part # lbs/hr lbs/hr Center to center on o-rings: 2.600”
Center to center on o-rings: 2.500”
10125 15.0 18.7 P 10109 20.2 25.8 P High Resistance
High Resistance
10119 17.9 22.3 P 10113 20.6 26.6 P 45 PSI 70 PSI
45 PSI 70 PSI Part # lbs/hr lbs/hr
10123 26.1 32.5 P 10117 32.2 40.8 P Part # lbs/hr lbs/hr
10090 26.2 33.2 P 10132 32.8 41.3 P 10067 24.3 30.6
10051 14.5 19.5
10148 25.7 33.3 P 10160 40.7 49.1 P 10068 40.7 50.3
10052 31.7 40.2
10121 31.1 38.8 P 10082 56.9 70.6 D 10069 50.2 60.3
10058 38.6 48.0
10186 32.7 40.6 D 10188 57.7 73.0 P
10059 44.1 55.0 Low Resistance
10177 32.2 40.1 P 10165 65.0 81.1 P 45 PSI 70 PSI
Low Resistance Part # lbs/hr lbs/hr
10150 32.5 41.1 P 10080 73.8 92.7 D
10142 43.8 54.7 D 10081 84.8 105.9 D 45 PSI 70 PSI 10070 73.2 Call for
Part # lbs/hr lbs/hr
10083 55.7 69.5 P 10092 158.0 197.0 P 10071 94.5 Details
10057 19.5 24.5
10060 51.7 64.6
STYLE 6
STYLE 4
STYLE 5

Type: pintle
Type: disc
Type: pintle Top: shank
Top: o-ring
Top: hose Bottom: bung Bottom: smooth open face end
Bottom: smooth open face end
Kinsler #10192; injector adapter for cap- Kinsler #10085; modification to top
Kinsler #10086;
tive o-ring inlet detail. and bottom captive o-ring detail.
modification to bottom captive
Kinsler #10087; modification of injector Low Resistance
o-ring detail.
for #10192 adapter 45 PSI 70 PSI
Very Low Resistance Part #
Low Resistance lbs/hr lbs/hr
45 PSI 70 PSI 10136 38.5 46.6
Part # lbs/hr lbs/hr 45 PSI 70 PSI
Part # lbs/hr lbs/hr 10134 48.7 60.4
10129 63.8 79.0 © 2019 10137 53.0 64.0
10105 18.1 22.6
Ohms : 0.85
10107 20.3 26.2
STYLE 9
10100 36.3 44.9
STYLE 7 ‘EV6 standard’
10102 43.6 52.7
‘EV6 long body’ 10103 51.0 64.3

Type: disc
STYLE 8 Top: o-ring Bottom: o-ring
Type: disc Center to center on o-rings: 2.075”
Top: o-ring Bottom: o-ring Type: disc High Resistance
Center to center on o-rings: 2.550” Top: o-ring
Low Resistance Bottom: o-ring Part # 45 PSI 70 PSI
Center to center on o-rings: 1.500” lbs/hr lbs/hr
Part # 45
PSI 70 PSI High Resistance 10075 25.7 32.1
lbs/hr lbs/hr
10154 36.7 45.8 Part # 45 PSI 70 PSI TO CONVERT lbs/hr to cc/min
lbs/hr lbs/hr
10155 36.7 45.8 lbs/hr x 60 = cc/min
10061 21.4 26.7
#10154 has dual stream 5.7
spray pattern designed 10062 30.5 38.0
for 4-valve engines 10063 44.0 54.9 TO CONVERT cc/min to lbs/hr
cc/min x 5.7 = lbs/hr
144 60
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
 EFI INJECTORS :
PARTS AND MODIFICATIONS
FLOW AND GROUPING
We offer #10195
this service on #10190 #10191 #11190
new injectors
and customer’s
injectors.

EFI injectors
of the same
rated size #10197 #10196 #10194
do not EFI INJECTOR PARTS
necessarily have
the same flow rate. Inlet screen, O.E. replacement, fits
10190 Bosch top feed EFI injectors
FOR ULTIMATE RESULTS - THIS IS A MUST !!! Inlet screen, fits most top feed EFI
10191
injectors
‘DUMMY’ INJECTOR Bung seal, GM type, outlet of injector,
10194
Kinsler billet aluminum 'dummy' .350" I.D. x .540" O.D.
injector, o-ring top and bottom, 10195 Retainer clip, Bosch style
10193 black anodized for stock appearance, Bung seal, Bosch injector,
ideal for blocking fuel rail and 10196 .305" I.D. x .540" O.D.
manifold ports that are not in use
10197 O-ring, for Bosch injector, top or bottom
LABOR TO MODIFY EFI INJECTORS #18052 Pintle cap, specially made for Kinsler,
cone tip design shields pintle, large
11190 molded locking ring securely retains cap
on injector, fits several Bosch injectors
INJECTOR ADAPTERS
Adapter, billet aluminum, has internal and
external o-ring, fits an injector that has been
#10192 modified to have inlet shank of .307" O.D.
10192
(see #10087 injector modification),
Measurement does not include o-rings, .310"
I.D. x .525" O.D.
10198 Inlet adapter, Delron, fits #10134, #10136,
and #10137, .300" I.D. x .505" O.D.
10199 Outlet washer, Delron, fits #10129, #10134,
#10198 #10136, and #10137, .310" I.D. x .527" O.D.
BEFORE AFTER
10085 Modify injectors #10134, #10136, #10137 to dual o-ring

#10199

#10396
BEFORE AFTER INDIVIDUAL INJECTOR FUEL CONNECTORS
© 2019
Modify injectors #10100, #10102, #10103, #10105, Single injector cup, 6 AN male flare, stainless
10087 #10107 for conversion to o-ring inlet, machine inlet to a 10396 steel, with Bosch type clip groove
shank with .308" O.D., inlcudes Kinsler #10192 adapter
10397 Single injector cup, 8 AN male flare, stainless
steel, with Bosch type clip groove
145
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
EFI FUEL RAILS - NEW .970” I.D. RAIL!
We can supply a completed fuel rail Our 8 AN fuel rails with .685” ID are more than adequate for most
applications. Our 12 AN fuel rails with .970” ID have twice the cross-
for our manifold or yours, or we can sectional area of the 8 AN rails... we recommend these for very high
machine a rail to your print or supply a horsepower gas engines, most methanol engines, systems with very large
partially machined rail for you to finish. injectors, or two injectors .... call our technicians for advice.
Individual components available ! The problem: When a very large EFI injector is pulsed (opened), it takes a
very quick “gulp” of fuel out of the rail, causing a large instantaneous
pressure drop. These pressure drops can reinforce each other in a random
ram tuning within the rail and attached fuel hoses that cause chaotic pressure
WELD-IN INJECTOR BOSSES FOR MANIFOLD pulsing; we have seen plus and minus 30 psi on a 130 psi supply (100 - 160
psi range). As the pressure waves travel through the fuel rail, some injectors
are likely to open when there is a high or low local pressure...
this causes very significant cycle to cycle rich and lean conditions to the
FUEL RAILS cylinders, as once the injector opens, it’s simply a function of the pressure
acting on it’s outlet orifice(s). A pressure gauge will not respond accurately
to these pulses as they are too fast; we use very fast responce piezoelectric
TO MACHINE YOUR OWN FUEL RAIL pressure transducers to analyze these systems.
SEE PAGE #144 FOR TOOLING Why the larger rails help: All fuel has some air in it, especially after the
system has run a little, because the return fuel absorbs more air as it falls
back into the tank. This makes the fuel a bit compressible, thus the larger
rail assists the ability to take a “gulp” with less pressure drop. We have
seen 45 horsepower picked up by just switching from our 8 AN to our 12
STANCHIONS
AN rails.
Avoid using individual supply hoses to the injectors; they cause huge
pressure drops because of the pulsing flows. If you must use them, make
FUEL RAIL ADAPTER FITTINGS STANCHION them all the same length, and as large an ID as possible... 3/16” ID is too
MOUNT small; 3/8” would be much better
ALUMINUM FUEL RAILS
STUDS .905” outside diameter
Extruded aluminum fuel rail material in bulk form, cut to desired
length, partially machined, or machined to fit. Billet aluminum .685” inside diameter
mounting stanchions are available in varying heights to aid in the V

V
installation of EFI injectors with different overall body lengths.

V
We offer a complete line of mounting hardware and adapter fittings.
Our extrusion design allows for the drilling and tapping of 8 AN 8 AN
female o-ring end ports (NO pipe thread which can crack the tube, 1.300” fuel rail
8 AN extrusion
or sealer compound to get in your fuel system). ALUMINUM
Extruded aluminum fuel rail tubing, 6061-T6 alloy, .680" I.D.,
10300
V FUEL RAIL
.110" wall, .900" wide x 1.3" tall, priced per foot 1.250”
Extruded aluminum fuel rail tubing, 6061-T6 alloy, .970" I.D., outside
10301 .140" wall, 1.250" wide x 1.730" tall, priced per foot diameter
V
V

V
.730”

V
10365 Labor, machine one end of extruded aluminum fuel rail for
8 AN female o-ringed thread .970”
10366 Labor, machine both ends of one rail to square off raw cut inside

V
piece diameter
10303 Stanchion, 2.000" tall, L-type, billet aluminum 1.730”
10305 Stanchion, 2.050" tall, L-type, billet aluminum
10308
Stanchion, 2.100" tall, L-type, billet aluminum, used on 12 AN
Kinsler manifolds with Bosch or Rochester EFI injectors .540” ALUMINUM
V
V

10310 Stanchion, 2.150" tall, L-type, billet aluminum V

12 AN FUEL RAIL
10312 Stanchion, 2.200" tall, L-type, billet aluminum
fuel rail
V
V

10313 Stanchion, 2.000" tall, L-type, billet aluminum, Special L-type, extrusion .730”
pad for installation of #10314 bell crank bracket U-Type Stanchions are for severe vibration applications
10314 Bracket, bolts to stanchion #10313 to mount Kinsler #5485
bell crank bearing, used on Buick V6 'Indy Light' cars 10329 Stanchion, 2.100" tall, U-type, billet aluminum
10317 Stanchion, 2.250" tall, L-type, billet aluminum 10330 Stanchion, 2.220" tall, U-type, billet aluminum
10319 Stanchion, 2.300" tall, L-type, billet aluminum 10331 Stanchion, 1.960" tall, U-type, billet aluminum
Injector cup extension, CENTERLINE
10348 Stud
kit, set of (4) 5/16-18 x 1 1/4" studs with
10355 1.135" long, 6 AN male + recess hex, washers, and jet nuts
o-ring, billet aluminum Bolt kit, set for mounting (4) U-type
Injector cup extension, stanchions, 5/16-18 x 1 1/4" cap screws, (4)
10357 1.355" long, 6 AN male + 10349 special washers, (4) small hex nuts for studs,
o-ring, billet aluminum cross bolts, washers, and nuts
Injector cup extension, 2.0" Stanchion height is
Bolt kit, set of (4) for mounting fuel rail to
long, 6 AN male + o-ring, measured from bottom 10350 stanchion, 1/4-20 x 1" long small head 12-pt.
10359 of stanchion to the
billet aluminum, not bolts with washers and jet nuts
machined for injector detail centerline of the fuel
© 2019
146 rail mounting hole.

Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
EFI FUEL RAILS SUBARU WRX EXTRUDED ALUMINUM FUEL RAIL KIT
Fits 2002-2004 Subaru WRX factory intake manifold.
LS1 EXTRUDED ALUMINUM FUEL RAIL KIT Kit includes two rails, two billet aluminum mount bases,
Fits GM factory LS1 intake manifold. Kit includes bolts, and 6 AN or 8 AN male flare inlet and outlet
two machined rails, four billet aluminum mounting fittings... specify AN size.
stanchions, studs with locking flange nuts, nuts and 12780 WRX extruded aluminum fuel rail kit
bolts.
12755 LS1 extruded aluminum fuel rail kit

NOTE: Will not fit STi models, requires remote pressure relief valve
mount or aftermarket pressure relief valve (call for details).

LS1
factory
manifold

Kinsler WRX fuel rail kit and

Vapor Seperator Tank system
HONDA K-SERIES EXTRUDED
ALUMINUM FUEL RAIL KIT These were on every Indy 500
Fits Honda factory K-series intake manifolds. race winner from 1996-2003.
Kit includes machined rail, AN inlet & outlet Inboard
fittings (or plug for returnless system), two housing
billet aluminum mounting stanchions, nuts and Outboard
bolts. 1276512765 Honda housing
Honda K -series K-series
extruded extruded
aluminualuminum
m fuel rail kfuel
it rail kit

Fuel transfer tubes

MITSUBISHI EVO EXTRUDED

ALUMINUM FUEL RAIL KIT
Orifice retainer Housing fittings
Fits Mitsubishi factory EVO intake manifolds.
Kit includes machined rail, AN inlet & outlet
fittings, two billet aluminum mounting Retainer plates
stanchions, nuts and bolts.
MODULAR FUEL RAIL COMPONENTS
12767 Mitsubishi EVO extruded
aluminum fuel rail kit Originally designed by Kinsler for the Indy Racing League (IRL) Olds
Aurora engine; later used by the Chevrolet-Indy engines.
OEM STYLE PRESSURE
RELIEF VALVE ADAPTER The injector housing holds a high-flow, side-feed Delco injector solenoid
valve with separate stainless steel swirl and orifice plates, held in place
For installation of OEM by a hollow threaded retainer. The injector solenoid is secured by a
style pressure relief valves retainer plate which bolts to the top the housing. The outboard housing
on extruded aluminum fuel accepts an o-ring style fitting; straight or 900 8 AN, secured by an
rails. Includes 8 AN or 12 AN aluminum retainer plate. The other side has a female socket to accept a
bulkhead fitting for 360 deg. fuel transfer tube. The inboard housing has a female socket on both sides.
indexing. Billet aluminum. These housings, tubes, and fittings are 6061 billet aluminum, hard-
12768 OEM style pressure relief valve anodized for corrosion protection from methanol.
adapter, specify 8 AN or 12 AN
The retainer plates are black anodized aluminum.
© 2019
147
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
EFI FUEL RAILS
We can supply a complete rail for our manifolds or yours.
We can machine a rail to your print, or supply a partially machined rail
so you can finish it. Individual components available !
10370 Kinsler stainless steel tubing, 304 alloy, .650" I.D., .750" O.D., .050"
wall, sold per foot
10333 Stanchion, 2-piece, billet aluminum, 2.900" height
10338 Stanchion, 2-piece, billet aluminum, 3.000" height
10343 Stanchion, 2-piece, billet aluminum, 3.050" height
10350 Stanchion mounting bolt kit, set of (4), 5/16-18 x 1 1/4" studs with
recess hex, washers, and jet nuts
10371 Gusset, stainless steel, .120" thick for support of fuel rail strap
10372 Strap material, stainless steel, .120" thick x .750" wide, sold per foot
10373 Strap, stainless steel, blank, 2.850" long
10374 Strap, stainless steel, 3.550" long, (2) .190" bolt holes on .600" C-C
10375 Strap, stainless steel, 3.550" long, (2) .190" bolt holes on .600" C-C
10376 Strap, stainless steel with 90 degree bend, 2.5" height with (1) .190"
hole
10195 Injector retainer clip, Bosch style
10380 Injector cup, 304 stainless steel, contoured for side of rail tube,
machined for injector retaining clip, radiused I.D. for smooth flow
10390 P.S.I. tap, stainless steel, 3 AN male flare, shouldered to insert into
STAINLESS STEEL FUEL RAILS tube wall
We offer complete stainless steel fuel rails. Tubing is 10391 P.S.I. tap, stainless steel, 4 AN male flare, shouldered to insert into
available in bulk form, cut to length, or various stages of tube wall
machining and assembly. Rails that we assemble are 10386 Rail end fitting, 6 AN male flare, 304 stainless steel, shouldered to
vacuum nickel brazed or silver brazed then pressure tested insert into end of fuel rail tubing, radiused I.D. for smooth flow
for leaks. Stainless rails are mounted using brazed-on 10387 Rail end fitting, 8 AN male flare, 304 stainless steel, shouldered to
straps, or our billet aluminum 2-piece mounting insert into end of fuel rail tubing, radiused I.D. for smooth flow
stanchions, available in various lengths for installation of 10388 Side mount fitting, 6 AN male flare, contoured to attach on side of
EFI injectors with different overall body lengths. tubing, stainless steel
(See EFI INJECTORS on Page #139 for length details). 10389 Side mount fitting, 8 AN male flare, contoured to attach on side of
tubing, stainless steel
10392 Plug, to cover end of #10370 tubing, stainless steel
#10678
EFI INJECTOR ADAPTORS
Fits top feed injectors using .575” O.D. o-ring. 6AN
female inlet port. Two .190” mounting holes, 1.5” C-C.
Standard finishes are glossy blue anodized or flat black
anodized. Custom finishes available, please call.
10382 EFI injector adapter, please specify blue or black anodized

#10755
#10758 #10756 #10757 #10759
PRESSURE DAMPENING COMPONENTS
The opening and closing of EFI injectors causes fuel pressure
fluctuations, affecting the fuel delivery to individual cylinders.
Dampening the pressure pulses in the fuel rail can improve the fuel
Blue anodized with distribution. Group-Fire systems fire more than one injector at a
optional 6 AN male time cause the highest pressure pulsing due to a large instantaneous
flare fitting demand for fuel. Sequentially timed systems, opening one injector
at a time, creates a smaller instantaneous demand, thus lower
pressure fluctuations.
10755 Pressure damper, 18mm x 1.5 female thread, Bosch
10756 Banjo fitting, plated steel, .595" I.D. nominal pocket
10757 Banjo bolt, stainless steel, 18mm x 1.5 male thread,
.750" nominal female pocket
10758 8 AN male flare banjo bolt, stainless steel, 18mm x 1.5 male
Black anodized with
© 2019 optional 4 AN male flare 10759 Banjo bolt, cadmium plated steel, 18mm x 1.5 male thread,
fitting and injector 24mm hex head
10678 Crush washer, 18mm, copper
148
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
TOOLING TO MACHINE FUEL RAILS
AND INJECTOR POCKET MACHINING
Machining tools (purchase or rental) so you can machine
your manifold and/or fuel rails. Fast and effective
way to cut the complete detail in one operation.
EFI INJECTOR DETAIL
11030 Model CEU. For EFI injector with captive o-ring on tip of outlet, boss
inside diameter is straight-through design, to be used ONLY with fuel
rails that have injector retaining clips or other suitable injector
retention
11031 Model CEC. For EFI injector with captive o-ring on tip of outlet,
inside diameter of boss will have an o-ring seat to stop injector body
from contacting boss or manifold, select this tool when using extruded
aluminum fuel rails without injector retainer clips
INJECTOR DETAIL IN ALUMINUM RAIL
11032 Model CEB. For EFI injector using "bung" style seal for injectors
with or without rail retainer clips 11001 One-step machining of o-ring style EFI
11033 Model CEP. For 'Pico' style EFI injector with captive o-ring on tip of injector detail into extruded aluminum fuel
outlet, inside diameter of boss will have an o-ring seat to stop injector rail, for most Bosch, Rochester, Siemens,
body from contacting boss or manifold, select this tool when using Lucas, and Nippondenso top feed injectors
extruded aluminum fuel rails without injector retainer clip with .575" O.D. o-ring
11045 Model CEV6. For 'EV6' style EFI injector with captive o-ring on tip of 11046 One-step machining of o-ring style EFI
outlet, inside diameter of boss will have an o-ring seat to stop injector injector detail into extruded aluminum fuel #11001
body from contacting boss or manifold, select this tool when using rail, for most Keihin and Denso injectors with
extruded aluminum fuel rails without injector retainer clip .432" O.D. o-ring

Closeup
of 8 AN
+ o-ring
thread
detail
THREAD END OF ALUMINUM RAIL
11005 Counter bore cutter, machines 8 AN o-ring pocket,
Close up #11031 inlet/outlet of extruded aluminum fuel rail tube
of #11031 model ‘CEC’ Tap, 8 AN (3/4-16 thread), inlet/outlet of extruded
cutting tool 11010 aluminum fuel rail tube
cutting tool
detail Counter bore cutter, machines 12 AN o-ring pocket,
11003
inlet/outlet of extruded aluminum fuel rail tube
RENTAL 11015 Tap, 12 AN (1 1/16-12 thread), inlet/outlet of
extruded aluminum fuel rail tube
Rental of special machining tools:
We send the tool(s) via UPS, Prepaid 6 AN DETAIL IN ALUMINUM FUEL RAIL
Credit Card or COD for the full purchase Allows a 6 AN male + o-ring fitting or
price. You may use the tool for 30 days Kinsler #10355, #10357, or #10359 fuel
maximum, at which time you may keep it cup extensions (see Page #141) to be
or return it to us (in good shape); we will screwed into fuel rail.
subtract the rental fee and refund or credit Counter bore cutter, machines 6 AN o-ring
the difference. This only covers our 11006 pocket for injector extensions
handling costs and eventual resharpening; Tap, 6 AN (9/16-18 thread), thread pocket
11011
we are not really charging a rental fee. for injector extension for 6 AN fitting
We appreciate your business and are glad
to help you with your project. PRESSURE TAP IN ALUMINUM RAIL
11050 Rental of one machine tap: #11010, 11012 Tap, 4 AN, (7/16-20 thread)
#11011, #11012, #11013, #11014 Tap, 3 AN, (3/8-24 thread),
11051 Rental of special detail cutter: 11013 thread pocket for PSI tap in
#11001, #11005, #11006, #11020, extruded aluminum fuel rail tube
#11030, #11031, #11032, #11033,
#11045, #11046 © 2019
149
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
SENSORS FOR EFI SYSTEMS
All sensors are not created equal! There are different types, styles, and quality. Similar models
may have different resistance values or response times. Most ECU’s must use specific sensors.
A few select ECUs offer the ability to be programmed for operation with various sensors.
AIR TEMPERATURE SENSOR
An air temperature sensor is a thermistor which monitors air temperature via a change in resis-
tance. This sensor should be mounted where the incoming air will pass across the sensor tip.
This sensor, when installed in the intake manifold, may be referred to as a M.A.T. (Manifold
Air Temperature) sensor.
Air temperature sensor, GM style, 3/8" NPT, specially Special potting consists
potted by Kinsler, .585" probe length, compatible with of injecting a silicone
10652 Accel/DFI, F.A.S.T./Speed-Pro, Haltech, Motec, and specially designed for
EFI Technology electronic systems electronic applications
Air temperature sensor, Lucas, 10mm x 1.25 with around the wire leads
crush washer, specially potted by Kinsler, .400" probe of the thermistor for
10653 length, compatible with Zytek, Motec, and EFI protection against
Technology electronic systems vibration
#10652 #10653
COOLANT AND OIL TEMPERATURE SENSOR
A coolant or oil temperature sensor is a thermistor which monitors coolant or oil temperature via
a change in resistance. This sensor should be installed in the cooling system where the coolant
will pass across the sensor tip. Thermostat housing areas on water cooled engines usually
provides a good location. Be sure to install the sensor on the engine side of the thermostat, so it
will sense the temperature as the engine is warming up... since the ECU needs accurate readings
to properly meter the fuel during warm up.
Coolant temperature sensor, Bosch, 12mm x 1.5 with crush washer,
10650 .600" probe length, compatible with Zytek, Motec, and EFI Technology
electronic systems
Coolant or oil temperature sensor, GM style, 3/8" NPT, .500" probe
10651 length, compatible with Accel/DFI, F.A.S.T./Speed-Pro, Haltech,
Motec, and EFI Technology electronic systems #10650
Coolant temperature sensor, GM style, 1/2-20 thread, .600" probe #10651
10640 length, compatible with Accel/DFI, also used for Manifold Surface #10641
Temperature sensing with #10641 mount
with
Housing, for Manifold Surface Temperature sensor #10640, blue #10640
10641 anodized billet aluminum sensor
IDLE AIR CONTROL (I.A.C.) MOTOR installed
A computer controlled motor, of either step or screw design. The idle air motor bypasses
air around the throttles to control engine idle RPM during warm-up or when the engine
is under a load near idle, as when in gear with a torque converter. When the ECU senses
that engine RPM is too low, the I.A.C. motor opens the bypass port allowing additional
air flow to the engine. #10663 #5198

Idle Air Control (I.A.C.) Motor, GM style, 20mm x 1.5 thread, step design, uses
10660 square four pin connector #10407
10662 Remote I.A.C. housing, high flow design, 3/8" NPT inlet, accepts air filter #10663
10663 Air filter for #10662 remote I.A.C. high flow houisng, K&N
5198 Pre-filter for protection of #10663 filter, blue
Sealed remote I.A.C. housing, (2) 8 AN female inlet ports and (1) 8 AN female
outlet port, 1 1/2" hex size housing with (2) 1/4-20 threaded mounting holes, this #10660 #10662
10664 remote I.A.C. housing was specially designed for use on engines equipped with
centrifugal blowers or turbochargers where the controlled air passage must be
sealed in the air stream at the throttle inlet to prevent boost leakage
KNOCK SENSOR
Works like an electronic microphone, listening for sound (vibration)
that represents spark knock or pre-ignition. The sensor produces an
AC signal that increases with the intensity of detected knock. This al-
lows the ECU to retard timing This sensor is NOT used on most racing
and high performance engines because the engines generally produce
too much mechanical noise knock sensor control circuits can be ad- #10664 with #10660
justed to ignore the engines mechanical sounds, however this reduces
it’s ability to accurately detect knock

© 2019
150
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
SENSORS FOR EFI SYSTEMS
MANIFOLD ABSOLUTE PRESSURE (M.A.P.) SENSOR
May be used either as a barometric sensor, (compensates for atmospheric pressure
change), or a Manifold Absolute Pressure sensor, depending on how the engine
management system is configured. This sensor may be remote mounted and connected
to the wiring harness or it may be mounted inside the ECU and may require external
plumbing. The ECU powers the MAP sensor via a fixed 5-volt supply, and the sensor
sends a variable 0-5 volt signal back proportional to the absolute pressure. When used
for manifold pressure/vacuum the unit is sensing relative engine load. A high vacuum
(low absolute pressure reading) indicates to the ECU that the engine is experiencing
less load, therefore requiring less fuel. As the absolute pressure reading increases, the
ECU would increase the pulse time to the injectors, therefore suppling more fuel.

10654 MAP sensor, 1 Bar, 14-105 KPA GM

10655 MAP sensor, 2 Bar, GM
1/8” NPT 3 AN 10656 MAP sensor, 3 Bar, GM
10657 MAP sensor, 1 Bar, 10-103 KPA GM, Accel/
DFI, F.A.S.T./ Holley
Call for detials on higher Pressure sensors

VACUUM SIGNAL JUNCTION BLOCK AND COMPONENTS

Vacuum signal junction block for collecting vacuum/boost signal on individual
throttled runner manifolds. This junction block system is constructed with fittings
and tubing to provide a good signal response while also minimizing excess air bleed
which causes idle RPM control problems. See Page #140 for vacuum/boost reference
kits and components.

#10901 with #10901 with

quick release barbed fittings #10457 Clamp
fittings installed installed Black Nylon 5/8” ID
SIGNAL DAMPER
The strong intake pulses on a tuned I.R. manifold along with a high
performance or racing camshaft will create fluctuations in the signal
sensed by the MAP sensor. The Kinsler signal damper will smooth
out the signal pulsing. This is accomplished by flowing the signal
across an orifice and into the accumulated volume within the damper.
Note: transient signal amplitude may be slightly reduced.

10905 Signal damper, 1.900" diameter x 4.250" long (NOT including fittings) #10905 - Signal Damper with
Note : 3/16” barbed fittings may be changed to 3AN male flare fittings. 3/16” barbed fittings

Brandon Switzer’s
NMRA
PRO 5.0 Mustang,
Fastest N2O/EFI car

7.54 @ 189 MPH

Uses Kinsler
High-flow
4-barrel
throttle body
and
EFI system
components

© 2020
151
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
THROTTLE POSITION SENSORS (TPS)
AND ACCESORIES clockwise
TPS rotation rotation
is determined
The TPS is a potentiometer actuated by a throttle shaft. The
ECU supplies a constant 5 volts to the TPS which sends a 0-5 while looking at
volt signal back, proportional to throttle opening. The ECU the end of the
uses this signal to find the proper fuel rate in it’s basic fuel throttle shaft
map table, and/or for accel/decel fueling.
All Kinsler bolt-on TPS adapter bosses are .500”
C-C upper mount hole to throttle shaft and .587” C-C counter-
GM STYLE lower mount hole to throttle shaft. All of our manifold
SENSORS ends are drilled and tapped with these two bolt holes.
clockwise
rotation

#7095
with
#7090

#7090
#7095
#10686 #10685
10685 TPS, GM style, model 'D', adjustable,
clockwise rotation
10686 TPS, GM style, model 'D', adjustable,
CONNECTOR
counter-clockwise rotation ASSEMBLY
7095 Bolt-on TPS adapter boss, for GM style TPS
7090 Drive dog; for GM style TPS
10403 3 pin, flat, Weather Pack, to fit GM TPS

GM style TPS, adapter

boss and drive dog
installed on Kinsler four
barrel throttle body
Example
of LS1 #7072
style TPS
#7071 #7071 with #7072 All Kinsler
drive dogs are
7071 Bolt-on TPS adapter boss, for LS1 style TPS made for a 3/8”
7072 Drive dog, for LS1 style TPS diameter shaft

#10689 #7097

Kinsler #7097 with #7077

#7077
Dragon Claw
with 10689 TPS, GM/CTS twin groove/tang style, © 2019
bolt-on TPS counter-clockwise rotation
adapter and 7097 Bolt-on TPS adapter boss, for #10689 TPS
Kinsler 4-barrel throttle body with TPS 7077 Drive dog, for #10689 TPS
bolt-on TPS adapter and TPS
152
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
THROTTLE POSITION SENSORS (TPS)
AND ACCESORIES - CONTINUED -
#10684 Not Available
FORD STYLE SENSORS

#10684 #7096 #7091 #7096

with
10684 TPS; Ford style, model 'F', counter-clockwise rotation #7091
7096 Bolt-on TPS adapter boss; for #10684 TPS
7091 Drive dog; for #10684 TPS

#7098 #7098
#10682 with
#7093
#7093
10682 TPS; Ford style, model 'M', clockwise rotation
10683 TPS; Ford style, model 'M', counter-clockwise rotation FORD 3-VALVE STYLE BOSS AND DRIVE
7098 Bolt-on TPS adapter boss; for #10682 & #10683 TPS
7093 Drive dog; for #10682 & #10683 TPS

#7078 #7079 #7078 with #7079

7078 Bolt-on TPS adapter boss, for Ford 3-valve style TPS
7079 Drive dog, for Ford 3-valve style TPS
NOVOTECHNIK SENSOR
Will run CW and CCW

#10690
#7080
#7080
with
#7081 10690 TPS; Novotechnik
7080 Bolt-on TPS adapter boss; for Novotechnik TPS
7081 Drive dog; for Novotechnik TPS
© 2019
#7081
153
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
THROTTLE POSITION SENSORS
AND ACCESORIES - CONTINUED -

Birdcatcher

Bugcatcher Remote TPS Mount

For Delco/CTS lever style TPS only. Excellent for
adapting TPS when a shaft end is not accessible, or
you want to drive the TPS at a different rate (by using
different length throttle arms). 1.925” tall, two #10
mount holes (1.570” C-C). Billet aluminum housing
with dual bearings for smooth operation. Weighs 0.3
lbs. Can be used to link T. P. S. to data acquisition
system for use with EFI.
#7087 7086 For GM style T.P.S., with drive dog, shaft and ball
bearings, polished or blue anodized (specify)
#7086
7087 For use with #7086 TPS, polished aluminum

Frank Yarasezski’s blown EFI Willy’s

Al Maynard’s 1967 Camaro

© 2019 Alf Stellan’s blown EFI GTO
154
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
SENSORS FOR EFI SYSTEMS
EXHAUST GAS OXYGEN (EGO)
Installed in the exhaust system, this generates a low voltage signal (usually 0-5 volts) relative to the oxygen
in the exhaust, which is proportional to the engine’s instantaneous air-fuel ratio.
This allows the ECU to adjust the fuel to maintain a proper air-fuel ratio.
HOW IT WORKS :
The inside and outside of the ceramic body of the sensor is coated with a thin layer of zirconium/platinum
which serve as electrodes. The inside surface is exposed to ambient air while the outside surface is exposed
to exhaust gas. The difference in oxygen concentration between the exhaust gas and the ambient air results
in a voltage differential between the two surfaces. This voltage serves as a measure of oxygen in the exhaust.
The ceramic body of the sensor becomes conductive for oxygen ions starting at or above 572o Fahrenheit
(300o Celsius). Sensor response time below this temperature is measured in seconds, while response time
at the ideal temperature of 1112o Fahrenheit (600o C) is less than 50 milliseconds (ms). Some sensors have
heater circuits to aid in quickly raising the sensor temperature to operating levels. Most production sensors
operate only in a narrow band close to stoichiometric (14.7:1 air-fuel ratio). These sensors are used for fuel- #10673
ing corrections when the engine is at light load.
Some special sensors, like part #10672, operate through a wide band of air-fuel ratios. Wide band sensors
may respond much quicker, allowing fuel corrections to be safely performed on an engine operating at wide
open throttle. Most aftermarket ECU’s that can use this type of sensor will read
air-fuel ratios from 10:1 through 17:1. Very special units can monitor air-fuel ratios from 6:1 through 60:1
either with a custom configured ECU or laboratory test equipment. #10435

10671 Heated oxygen sensor, used on #11070/11065 Air/Fuel Ratio Meter, wired with
3-pin circular connector that plugs directly into Air/Fuel Ratio Meter harness
10672 Heated wide band oxygen sensor, Bosch LSM, 18mm x 1.5 thread, 4-wire,
compatible with Haltech, Motec, late-model EFI Technology ECU's, and D.T.S.
dynamometers
10673 Heated wide band oxygen sesnor, Bosch LSU, 18mm x 1.5 thread, 5-wire, 13"
wire leads, UNLEADED FUEL ONLY
10435 Connector assembly, for #10673, male, with housing, pins, and cable seals
10675 Oxygen sensor bung, plug,
and crush washer assembly,
304 stainless steel #10672
10676 Bung, 18mm x 1.5 female
thread, for oxygen sensor, 304
stainless steel
10677 Plug, 18mm x 1.5 male
thread, 5/16" female hex, 304
stainless steel #10676 Bung has pilot for positioning in
10678 Crush washer, 18mm, copper the exhaust tubing for welding
AIR FUEL RATIO METER
11070 Meter ONLY, Halmeter, 30 LED air/fuel ratio indicator, 3.920" length x
1.970" width x .830" depth
11065 Meter ONLY, BZ, 16 LED air/fuel ratio indicator, 4.025" length x 2.4"
width x 1.0" depth
11071 Air Fuel Ratio kit, includes #11070 meter, #10671 oxygen sensor, weld-in
bung, wiring harness, and instructions
11072 Air Fuel Ratio kit, includes #11070 meter, (2) #10671 oxygen sensors, (2)
weld-in bungs, dual sensor wiring harness, and instructions
11073 Air Fuel Ratio kit, includes #11065 meter, #10671 oxygen sensor, weld-in
bung, wiring harness, and instructions
11074 Air Fuel Ratio kit, Accel, includes NTK wide band oxygen sensor for
leaded or unleaded fuel, 2 1/16" illuminated display gauge with harness,
10:1 to 20:1 air/fuel ratio range
11066 Wiring harness, for #11070 meter, single oxygen sensor
11068 Wiring harness, for #11070 meter, dual oxygen sensors

#11074 Accel/DFI wide band

oxygen sensor kit with 2 1/16”
© 2019 illuminated display gauge and
harness. NTK oxygen sensor
for leaded or unleaded fuel
with 10:1 to 20:1 air/fuel ratios
#11070 #11065 155
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
EFI SPEED AND SYNCHRONIZATION
SIGNAL GENERATORS

FOR
SMALL
BLOCK
FOR
FORD
STANDARD CHEVROLET

ACCEL DUAL-SYNC DISTRIBUTORS

One distributor generates two signals: cam
T-TYPE SPEED/SYNC DISTRIBUTOR and crank for sequential fired fuel injected
Fits 10.2” tall deck Chev, billet aluminum Spacer required for standard deck engines. All popular applications available.
height. Blue anodized; custom anodizing available. Has Kinsler speed/sync LED readout allows you to synchronize
trigger wheel and dual Hall effect sensor #10630. Separate mounting plate cyl. #1 with the hall effect pick-up in the
for distributor cap allows the cap to be rotated for rotor phasing. Cap secured distributor without expensive equipment.
with Marine style hold-down clamps. We can build CUSTOM distributors for Large or small diameter cap with HEI type
different makes of engines. male tower design with screw-on wire
retainer. Billet housing.
10636 Complete speed-sync distributor with spacer for standard deck Chev

DUAL HALL EFFECT SENSOR

#10600
Detects the air gap in the rotating
Front Rear
speed/sync wheel to supply triggering
data to the ECU for reference of engine KINSLER’S SPEED/SYNC
RPM and cam timing. TRIGGER WHEELS KINSLER’S UNIVERSAL BELT DRIVE
10630 Dual sensor, GM, with leads 10600 Zytek V8 speed/sync for T-type SPEED/SYNC TRIGGER ASSEMBLY
and 4-pin W-P connector distributor
10615 5/8" diameter shaft on dual sealed
10601 K-type V8 speed/sync, 5/8" bore bearings. Uses trigger wheel #10601
10602 EFI Technology V8 speed/sync and dual Hall sensor #10630. Billet
for T-type distributor aluminum assembly, weighs 2 1/4 lbs
10603 EFI Technology SPECIAL V12
speed/sync, .630 shaft bore

HALL EFFECT SENSORS

Detects the passing of a ferromagnetic material LOW PROFILE
such as a gear tooth or bolt head near the sensing © 2019 TM
MSD BILLET ALUMINUM
tip. Sensing is accomplished by the interruption EFI DISTRIBUTORS
of a magnetic field, providing non-contact speed FOR CHEV V8 ENGINES
sensing capability down close to zero-speed.
Units have stainless steel housing with 3/8-24 For magnetic triggered EFI sys-
thread. Maximum sink current: 25mA and 10,000 tems ONLY !!!
Hz frequency response. 10655 Injection sync. signal ONLY!!! Must
use crankshaft or flywheel trigger
system. Fits standard deck height #10655
10631 Colletor version with 4.7K pull up TM
a division of Autotronic Controls Corporation
10632 Open collector version (ECU must
156 have internal pull up circut)

Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
EFI CONNECTORS, RELAYS, AND
ACCESSORIES
#10473 #10438

#10415 #10439 #10468

#10434 #10459
#10401 #10402 #10403 #10404 #10406
METRI-PACK CONNECTORS
10415 Metri-Pack fuse holder, with sealed connector assembly
10434 10-Pin connector assembly, fits F.A.S.T. or Accel Gen VII+
injector harness, includes: tower and shroud, male and
#10407 female terminals, cable seals

CONNECTORS #10405 #10408 #10409 10438 4-Pin connector assembly, fits GM model LT1 idle air control
motor
Weather Pack (W-P) assemblies include male tower, 10439 3-Pin connector, fits GM model LT1 throttle position sensor
female shroud, mating terminal pins, and seals. 10459 8-Pin connector assembly, fits Accel Gen VII+ ignition
10401 1-Pin Weather Pack connector assembly adapter harness, includes: tower and shroud with backshell
lock, male and female terminals, cable seals
2-Pin Weather Pack connector assembly, tower/shroud
10402 10468 4-Pin connector assembly, fits GM model LS1 coils
are black
2-Pin flat Weather Pack connector, tower/shroud are 10473 3-Pin connector assembly, fits F.A.S.T. communication cable
10467 grey, fits F.A.S.T. and Accel Gen. VII trigger leads
10403 3-Pin flat Weather Pack connector assembly
10404 4-Pin flat Weather Pack connector assembly
10405 5-Pin round Weather Pack connector assembly
10406 6-Pin flat Weather Pack connector assembly
4-Pin square Weather Pack connector assembly, fits
10407
GM idle air control motor #10660
4-Pin flat Metri-Pack connector assembly, fits LT1 GM
10438
idle air control motors
3-Pin round Metri-Pack connector assembly, fits LT1
10439 #10414 #10420
GM throttle position sensors #10421 #10464 #10469
10408 GM coolant temperature sensor connector assembly EFI INJECTOR CONNECTORS #10460
10409 GM air temperature sensor connector assembly, grey 10414 Injector connector assembly, quick release type, includes: housing,
10410 GM M.A.P. sensor connector assembly, blue, fits sensor female terminals, and boot
#10654 10420 Injector connector assembly, quick release type, includes: houisng,
10411 GM M.A.P. sensor connector assembly, orange, fits female terminals, and boot (#10462)
most 2 and 3 Bar M.A.P. sensors 10421 Injector connector assembly, push-on type, includes: housing, female
10412 GM M.A.P. sensor connector assembly, green, fits terminals, and boot (#10462)
sensor #10657, Accel/DFI 10460 90 degree injector connector assembly, snaps onto 'Style 5' injectors in
10413 1-Pin male tower assembly, for GM knock sensor catalog, includes: housing and female terminals
10415 Metri-Pack fuse holder, with sealed connector assembly 10462 Rubber backshell boot, fits #10420 and #10421 connectors
10464 Injector connector assembly; Delphi OEM type, includes: female
terminals and cable seals
10469 Injector connector assembly, Bosch late model, includes: housing,
female terminals and cable seals
Mil-Spec 3-pin female connector, gold plated pins and molded backshell
10431 boot, commonly used on EFI-Technology wiring harness, flange for panel
#10436 or bulkhead mounting
Mil-Spec 3-pin male connector, gold plated pins and molded backshell
10432 boot, commonly used on EFI-Technology wiring harness
Connector assembly, 10-pin, as used on FP/Speed Pro injector harness,
10434
includes tower, shroud, pins and cable seals © 2019
30-pin connector housing, ECU connector for F.A.S.T. or Accel Gen. VII ,
#10432 10436
#10431 two pcs. required, specify A-K or L-Y pin designations
10437 Terminal pins, for #10436 connector, pack of 30
10475 12-pin connector assembly, for Ford EDIS module, terminal pins included
157
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
EFI CONNECTORS, RELAYS, AND
ACCESSORIES

#10423 #10425
#10427
socket

#10424 #10428
socket
RELAYS #10426 socket #10429 Preferred relay wiring diagram
10423 Relay, 30 amp, plug in type, current re-route (Single Pole Double Throw)
use #10427 socket
10424 Relay, 20 amp, plug in type, current re-route (SPDT)
10425 Relay, 30 amp, plug in type, metal housing, current connect (SPDT)
use #10427 socket
10426 Relay, 30 amp, with Weather Pack connector assembly, current re-route #10530
#10466
10427 Socket assembly, for relays #10423 and #10425, locking feature
10428 Socket assembly, for relay #10424, add-on locking feature
10429 Mounting tab, for #10426 relay #10400
TOOLS AND ACCESSORIES
© 2019 10400 Extraction tool, Weather Pack connectors, yellow handle,
female tube
Extraction tool, Micro-Pack connectors, red handle, .042"
10465 x .071" blade
CURRENT REROUTE CURRENT CONNECT 10466 Extraction tool, Metri-Pack connectors, green handle,
spring steel tapered blade
10417 Pin extraction tool, Blue Point, green
Crimping tool, Weather Pack connectors, crimps wire to
10416
#10418 terminal, 14-20 AWG terminals
10530 Crimping tool, Sealed Weather Pack pin and sleeve, core
and insulation, 14-20 AWG
Crimping tool, Unsealed Micro-Pack 100, female only,
10531 core and insulation, 14-22 AWG
#10430 Crimping tool, Sealed Metri-Pack 150 & 280, core and
10532 insulation, 14-20 AWG
BALLAST RESISTOR 10418 Tweek Contact Enhancer, brush-on applicator, 7 ml bottle
10430 Lucas model '2PR', current control for using (8) #10419 10419 Corrosion preventitive grease, for electrical contacts
low impedance (2-3.5 ohm) injectors on ECU EXPANDABLE SLEEVE
equipped with saturation drivers or limited drive
stages, with mating connector and pins HEAT SHRINK TUBING AND TY-RAP CABLE TIES
WIRE Heat Shrink Tubing is in 4-foot long sections 10450 Expandable sleeve, 1/8" to
and black. Select appropriate diameter tubing 7/16" range size, polyester,
Temperature range of -760F to +3920F, 600 volts. 10 foot length
for wire gauge, cut tubing to length desired,
slide over wire before terminating, position 10451 Expandable sleeve, 1/4" to
over connection, use radiant heat gun to shrink 3/4" range size, polyester,
tubing tight to wire. Do not use open flame to 10 foot length
#10440 heat tubing. 10452 Expandable sleeve, 1/2" to
1 1/4" range size, polyester,
10442 Heat shrink tubing, 1/8" inside diameter 10 foot length
10443 Heat shrink tubing, 3/16" inside diameter 10453 Ty-Rap cable ties, 3 5/8"
#10441 10444 Heat shrink tubing, 1/4" inside diameter long, 3/4" max. bundle dia.,
translucent, 100 pcs.
10440 Shielded wire, one 18 AWG lead inside of 10445 Heat shrink tubing, 3/8" inside diameter
braided shield, white teflon jacket, sold per foot 10454Ty-Rap cable ties, 5 1/2"
10446 Heat shrink tubing, 1/2" inside diameter long, 1 1/4" max. bundle
10441 Shielded wire, two 18 AWG lead inside of 10447 Heat shrink tubing, 3/4" inside diameter dia., translucent, 100 pcs.
braided shield, white teflon jacket, sold per foot
10448 Heat shrink tubing, 1" inside diameter 10455Ty-Rap cable ties, 7 5/16"
long, 1 3/4" max. bundle
158 10449 Heat shrink tubing, 1 1/2" inside diameter
dia., translucent, 100 pcs.
Kinsler Fuel Injection, Inc, 10450 1834 1/8"
Expandable sleeve,
size, polyester,
THUNDERBIRD
to 7/16" rangeTROY, MICHIGAN 48084 U.S.A.
10 foot length Phone (248) 362-1145 Fax (248) 362-1032
www.Kinsler.com
10451 Expandable sleeve, 1/4" to 3/4" range size,
polyester, 10 foot length
 EFI PLUMBING
FUEL RAIL BASICS
We recommend that EFI injectors be plumbed
using fuel rails, rather than individual hoses. The
instantaneous opening and closing of the injectors
causes large pressure pulses in the system. This
pulsing can be dampened by common fuel plenums
(rails), a high quality pressure relief valve, and/
or a specially designed damper (see Page #143).
Pressure spikes can cause poor fuel distribution
and in severe cases lean conditions which can
damage the engine.
Two types of fuel rail material :
1) Aluminum - low cost and easy to machine.
2) Stainless steel - for use with alcohol and
nitro.
See EFI FUEL RAILS on Pages #141-143 and
TOOLING TO MACHINE FUEL RAILS
AND INJECTOR MOUNTING on Page #144.

PARALLEL PLUMBING SERIES PLUMBING

TYPES OF FUEL RAIL PLUMBING
Fig. 1 Fig. 2
PARALLEL :
Parallel plumbing is done by teeing the feed hose from the pump into both fuel rails, then connecting the two outlets to
the pressure relief valve, see Fig 1. This gives twice the flow capacity of series plumbing. It also reduces the fuel
velocity in the rail when compared to series plumbing. If the fuel velocity is too high it may cause flow disturbance in
the fuel rails. A parallel configuration is recommended to achieve the best cylinder to cylinder distribution.
SERIES :
Series plumbing is done by feeding fuel into one rail, then out to the other rail, then to the pressure relief valve, see
Fig. 2. This configuration has inherent fuel supply problems for the last cylinders in the series. This is most apparent
on a Group Fire type of EFI system since the injectors are fired in groups of 4 or 8 (on a V8 engine) causing a high
demand in an instantaneous period of time. This plumbing method is NOT recommended on high horsepower engines.
SYSTEM PRESSURE
We prefer to operate our EFI systems at about 70 PSI rather than the typical 45 PSI, as we find slightly better power and economy and less
sensitivity to pressure fluctuations. A 1 PSI fluctuation affects a 45 PSI system more than a 70 PSI system: see ORIFICE THEORY on
Pages #202-203. Sometimes system cost prohibts running the higher pressures.
Fuel pressure reading should be taken as close as possible to the center of the fuel rail. This provides an average pressure reading. If the
pressure gauge is installed before filters, tees, etc., the pressure gauge will read higher pressure than there really is in the rails, due to the
pressure drop across these components.
FILTRATION
Pleated 10-micron paper filter elements ( see FUEL FILTERS on
Pages #162-166) in this system are very fine, so they do an excel-
lent job of cleaning the fuel, but this means they plug up quickly.
Replace them after about every twenty hours of racing when
operating on gasoline or every race event when using methanol.
It is an excellent idea to use one of our large 45 micron filters to
filter the fuel when filling the main tank. This will greatly extend
the life of the elements in the system. Be extremely careful to
keep water out of the tank as it swells the paper elements shut.

VACUUM/BOOST REFERENCE
The pressure relief valve should be referenced to vacuum and/
or boost. This will help offset the manifold absolute pressure
on the outlet of the injector to maintain a constant injector
flow rate (see EFI PRESSURE RELIEF VALVES AND
ACCESSORIES on Pages #134-135, Fig. 2).

© 2019 PLUMBING OF EFI SYSTEM

WITH ELECTRIC FUEL PUMP ONLY
159
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
EFI PLUMBING - CONTINUED -
WITH MECHANICAL FUEL PUMP AND VAPOR SEPARATOR TANK SYSTEM
BACKPRESSURE VALVE (NOMINAL 5 PSI)
This schematic is
VENT
FOR EFI ONLY,
for constant flow See Page PRESSURE 0 - 15 PSI GAUGE
see Page #116. #154 RELIEF
for FUEL VALVE VAPOR
MAIN
It is important to read the RAIL and SEPARATOR FUEL
FUEL TANK TANK
notes on the constant flow PRESSURE RAILS AND
plumbing schematic no mat-RELIEF INJECTORS
ter what type of fuel system VALVE MAIN
FUEL PUMP
is being used. PLUMBING. USUALLY
MECHANICAL
NOTES :
The plumbing schematic would be simpler if ELECTRIC INLET FUEL
we eliminated the Vapor Separator Tank TRANSFER FILTER
ONE WAY PUMP
(VST) by drawing out of the bottom of the main CHECK 45 MICRON
tank through the 45 micron filter directly to the inlet of FUEL VALVES
the electric starting and mechanical fuel pumps, then FILTER
plumb the pressure relief valve back 10 MICRON
to the top of the main tank. So why use the VST? ELECTRIC FUEL PUMP
(STARTING)
1) Gasoline is a mixture of many types of hydrocarbons,
some of which boil off at just above room temperature.
VAPOR SEPARATOR TANKS; PAGES #115-118
It is common for some boiling to occur inside a warm fuel tank and fuel lines. The vapor bubbles produced
won’t become liquid again when the main pump pressurizes the fuel... they will become smaller, but they will
still be there. When these reach the injectors they cause an erratic lean condition. !
The VST has a special baffle system to separate out the vapor coming into it from both the main tank and the Vapor
pressure relief valve. This vapor is collected in a chamber that is connected to the top center fitting on the tank,
where it passes out to the main tank via the backpressure valve. This insures that the final supply pump(s) will Separator Tank
receive vapor free fuel. MAXIMUM
2) This system has two “flow loops” : PRESSURE
A - The fuel from the main tank flows through the 45 micron filter into the transfer pump, which pushes IS 15 PSI
it into the VST If the engine isn’t running, all of this fuel passes out through the top center fitting
and back to the top of the main tank via the “backpressure” valve. This valve is set at about five PSI on EFI systems to
keep the VST pressurized, both to prevent boiling in the VST and cavitation of the main fuel pump, which would
produce vapor.
B - To start the engine, turn “on” the electric transfer pump. Leave the transfer pump “on” whenever the engine is running.
After the fuel pressure in the VST comes up to about 5 PSI, turn “on” the electric starting pump. Fuel will flow to the 10
micron filter, while the check valve on the outlet of the mechanical fuel pump prevents fuel from passing back through
the clearances of the pump gears. All of the fuel is routed through the fuel rail, to purge out any vapor bubble that
formed in it and the hoses during the “hot soak” since the last time the engine was shut off.
Once the engine is running, the mechanical pump is adequate to run the engine. Turn “off” the electric start-up pump. The check
valve on it’s outlet prevents the high pressure fuel from back flowing through it.
3) An excellent feature of the VST is that it allows you to use all the fuel from the main tank with no lean conditions. As the main tank runs
low, the fuel will slosh away from the pickup, letting air go through the transfer pump and into the VST where it is separated out. The 15
PSI gauge will drop close to zero under this condition, but you can still run for the pits at wide open throttle. As soon as the main system
pressure drops you must stop running at wide open throttle or engine damage will occur.
4) A mechanical pump is preferred to do the main system pressure work as it is more reliable than any electric pump and reduces the
overall system’s current draw. Current draw on an average electric pump can range from about 8-10 amps for a small block naturally
aspirated V8 gasoline system, up to 60 amps for a large turbocharged system. When engine RPM increases, the demand for fuel
volume increases. When the engine RPM decreases, the fuel demand decreases. The mechanical pump output increases/decreases
with RPM, thus following the engine requirement. An electric fuel pump provides a constant volume of fuel, even if there are changes
in engine RPM, throttle angle, and load. This volume is not needed at idle and light load conditions, causing the pressure relief valve
to work harder to maintain the proper fuel pressure (see PRESSURE RELIEF VALVES on Pages #133-136). On an EFI system, the
mechanical pump isn’t used to sense engine speed, as it is on a constant flow system.

5) Never use a “cross drilled block of metal” type angle fitting on any pump inlet hose... where
the drills intersect there is a razor sharp edge that promotes pump inlet cavitation. The best
solution is to make gentle bends with the hoses, as in the above schematic. If there is a really
tight place, use a bent tube type fitting.

© 2019
160
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
EFI PLUMBING - CONTINUED -
WITH TWO ELECTRIC FUEL PUMPS
AND TWO PRESSURE RELIEF VALVES

NOTE:
Check out your electrical
system to be sure it will
support the ampere draw
of two pumps,
EFI management system,
ignition, radio, cooling
fan(s), etc.

PLUMBING TWO ELECTRIC PUMPS

Should the fuel demand require two pumps,
it is best to plumb them using
this schematic. Pump #1 will start and
run the engine under light load conditions.
You can wire in a separate switch to activate
each pump -- But Don’t Forget to Turn the
Second Pump ‘ON’ when operating at higher
demands. The check valve on the outlet of Pump #2
is so when Pump #1 is running and #2 isn’t, fuel will
not flow back through #2 and into the
fuel tank.

BACKUP PUMP: If you are installing a second fuel pump as an auxiliary, you will need to install a check valve on the outlet of both
fuel pumps, so no matter which pump is ‘ON’ it will not backflow through the other.

PUMP INTERNAL CHECK VALVES : some pumps have an internal check valve/ball. We have experienced some internal check
valve “sticking” on systems operating in excess of 50 PSI. It may be necessary to remove the internal check valve and install an
external valve that can handle the pressure loads without sticking. See CHECK VALVES on Page #189.

PLUMBING TWO PRESSURE RELIEF VALVES

We recommend installing two pressure relief valves on any system utilizing an electric pump(s) where the pump output exceeds
approximately 1000 lbs/hr. Using two pressure relief valves allows additional volume to be dumped off, to maintain good pressure
regulation. If only one pressure relief valve were installed, there would be excessive pressure rise in the system at low fuel demand
conditions.
MECHANICAL INJECTION PUMP WITH ELECTRIC “STARTING” FUEL PUMP SYSTEM
This provides a large volume at high rail pressure for higher horsepower applications and alternate fuels, such as methanol, ethanol,
and nitro combinations. It eliminates the high current draw associated with large or multiple electric pump installations. A mechani-
cal pump replaces electric pump #2 in the above schematic. The electric pump is used to start the engine. Once the engine is at suf-
ficient RPM, the mechanical pump will supply all the fuel and the electric pump can be shut off.

Danny Boy’s Records

C.I.D
371 FIA Flying Mile 340.394 MPH
371 FIA Flying K 547.250 KPH
371 C/FS Flying Mile 332.921 MPH
292 D/BGS Flying Mile 315.489 MPH
256 E/BGS Flying Mile 290.007 MPH
371 Bonneville Flying Mile 340.394 MPH
Danny Boy Land Speed Streamliner owned by Rich-
ard Thomason and Ed Tradup. Powered by a small
block Chevrolet V8 with Kinsler 3-piece Dart/Buick
© 2019 manifold equipped with F.A.S.T. EFI system
161
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
EFI SYSTEMS
WE CAN SUPPLY A MANIFOLD WITH EFI OR MODIFY YOUR MANIFOLD FOR EFI
INJECTORS. DO-IT-YOURSELF COMPONENTS AND TOOLING AVAILABLE.

KINSLER CHEVROLET SMALL BLOCK V8

Kinsler 3-piece intake manifold with extruded
aluminum fuel rails, F.A.S.T. XFI sequential ECU,
sensors (air and water temp., TPS, MAP, and wide
band O2). Kinsler #8312-045 pump inlet filter with
45-micron stainless steel mesh element. Kinsler
#8310-010 fuel filter with 10-micron replaceable paper
element. Weldon electric fuel pump. Kinsler #12104
adjustable pressure relief valve model K-140, and
Bosch injectors.
NOTE : We offer individual runner intake manifolds
for most engine brands and models.... call us.

KINSLER FOUR
BARREL THROTTLE BODY
Kinsler High-Flow series (4500 style) billet aluminum
four barrel throttle body (2.0” throttle size, 1600 CFM,
with progressive throttle linkage) installed on a Kinsler
modified Dart Big block Chev manifold, with Kinsler
fuel rails. [Can also be installed on a tunnel-ram
manifold with one or two throttle bodies]. Accel/DFI
Gen. VII sequential ECU, OEM style injector harness,
sensors (air, water, and manifold surface temp., TPS,
MAP, and wide band O2). Kinsler #8312-045 pump
inlet filter with 45-micron stainless steel mesh element.
Kinsler #8170 fuel filter with replaceable 10 micron
paper element, #10211 fuel pump, Weldon #10747
adjustable pressure relief valve, and Lucas disc style
injectors.

NOTE : We also offer Standard

series four barrel (4150 style)
throttle bodies, see Page #43.

KINSLER MODULAR THROTTLE BODIES

Modular throttle bodies configured for a Suzuki GSXR-1100
air cooled in-line 4-cylinder engine with fuel rail, AEM EMS
sequential ECU, sensors (air and water temp., TPS, MAP, and
wide band O2). Kinsler #8309-025 pump inlet filter with 25-
micron stainless steel mesh element. Kinsler #8170 fuel filter with
replaceable 10 micron paper element, Walbro #22022 fuel pump,
Kinsler #12104 adjustable pressure relief valve model K-140, and
Bosch pintle style injectors.
NOTE : Our modular throttle bodies can be configured for any
number of cylinders and different bore centers. Offered in many
throttle sizes and base details for boot or flange style mounting. These
bodies allow great design flexibility. (See Page #48)

© 2019
162
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
SERVICE AND MODIFICATION
OF OTHER BRANDS
-- FOR NEW OR USED CUSTOMER I NEED HELP,
WHERE SHOULD
INJECTION SYSTEMS -- I GO ?
We began as a company that serviced, repaired, and upgraded
other brands of injection systems and components. As time
passed we started to manufacture more and more manifolds and
components, but we still service and sell all the other brands.
This continues to give us a unique understanding of the different
types of injection systems and their limitations, so that we can
do an excellent job of upgrading them.

You don’t have to own a Kinsler

unit to get HELP from us!

Please call us rather than writing... we get a much better

exchange of information by phone.
CONSTANT FLOW FUEL METERING ELECTRONIC FUEL INJECTION (EFI)
 - flow test and rebuild fuel pump  - flow test electric fuel pump(s)
 - qualify and test barrel valve and spool for part  - flow and check customer injectors for proper
throttle distribution and fueling distribution and flow capacity
 - custom grind barrel valve spool for customer’s  - backflush injectors and clean
application  - flow and check fuel rail for distribution problems
 - correct linkage geometry  - run complete management system on flow bench
 - flowcheck nozzles for distribution and size to check and evaluate fuel system maps
 - flowtest and calibrate complete injection system  - check wiring harness for proper function
 - flow and pressure check bypass valves for  - check sensors for proper operation and resistance
pressure setting  - flow and test pressure relief valve for desired
 - install additional bypass valves for more precise pressure setting and operation.
fuel system tuning
 - service and repair of bypass valves LUCAS MECHANICAL TIMED METERING
 - flowtest and rebuild electric and mechanical fuel
MANIFOLDS AND THROTTLE BODIES pumps
 - replace worn linkage hardware  - flow and check customer’s nozzles for proper
 - install new throttle plates spray pattern and operation pressure
 - replace worn throttle shafts © 2013  - rebuild nozzles
 - install bronze throttle shaft bushings  - flowtest and calibrate complete injection system
 - remove and replace broken bolts  - grind metering unit shuttles to improve fuel
 - rebore throttle area distribution
 - install bosses for nozzles or EFI injectors  - flow test and rebuild pressure relief valve
 - install TPS boss with drive coupler  - replace worn or damaged nozzle hoses
 - install vacuum reference system  - replate banjo bolts and hose ends
 - machine manifold for cylinder head port profile  - machine metering unit tower for clearance for
and blend runners fuel cam
 - ‘show-quality’ polish manifold (aluminum only)  - custom make fuel cam
 - polish and anodize ramtubes (aluminum only)  - install Kinsler solid roller lifter
 - machine throttle shaft(s) for increased air flow  - replace banjo bolt o-rings and bung seals
© 2019  - complete rebuild of rotor and sleeve assembly
163
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
CONVERSION OF CARBURETOR
MANIFOLDS INTO FUEL INJECTION
WE CAN CONVERT YOUR EXISTING
MANIFOLD OR A NEW ONE INTO
A FUEL INJECTION UNIT.
Converting a carburetor manifold for port fuel injection can be
accomplished several different ways. Manifold availability, desired results,
and the cost effectiveness will help determine the approach to the project.
Fuel injection is the combination of an air control device and a fuel
control system. These two controls need to be thought of as two
separate things, joined together to perform a task:
Fuel Control - is done by constant flow metering, electronic engine
management (EFI), or Lucas mechanical metering. Any of these types
of fuel control can be combined with any type of air control, it is just
a matter of which is best for the application.
Air Control - is achieved by some configuration of a throttle plate style
unit(s). It can be a Enderle Birdcatcher blower hat, one or two Kinsler
4-barrel throttle bodies, a large single throttle plate unit, an old
carburetor body, or any other suitable air control device.

INSTALLATION OF A BLOWER HAT Constant flow metering with Enderle Bugcatcher

ONTO A TUNNEL RAM MANIFOLD blower hat installed on tunnel ram manifold
Certain tunnel ram manifolds (listed below), feature a top which will
allow a blower hat with the 6-71 bolt pattern/opening to bolt direct
onto the manifold. Most fabricated sheet aluminum tunnel rams are
made to accept a bolt-on flat plate. We can machine an adapter plate
to accept a blower hat. Some cast manifold
conversions require welding in between the two carburetor pads then
machining the top of the adapter to accept the blower hat.
Adapter to mount 6-71 bolt pattern hat to Edelbrock big
16910 block Chevrolet Victor-Ram tunnel ram manifold #7075,
includes bolts
Adapter to mount 6-71 bolt pattern hat to Edelbrock small
16920 block Chevrolet Victor-Ram tunnel ram manifold #7070,
includes bolts
Adapter to mount 6-71 bolt pattern hat to Weiand Super
16930 Pro Hi-Ram for Chevrolet big block #5996 or Ford big
block #5999
Adapter to mount 6-71 bolt pattern hat to Dart cast
16932 aluminum tunnel ram

WHERE DID THOSE

TUNNEL RAM
MANIFOLDS START
OUT IN THE
FIRST PLACE ?
This was one of the forerunners.
This dyno development setup
consisted of a Kinsler small block
Chevrolet fuel injection manifold
with steel runner extensions and
plenum, with two Holley four
barrel carburetors.

The year... 1966. The data was very good; it went right out to one of the
major carburetor manifold manufacturers.
Two Kinsler billet High-Flow series 4-barrel throttle bodies on © 2019
sheet aluminum tunnel ram manifold with constant flow
164
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
CONVERSION OF CARBURETOR
MANIFOLDS INTO FUEL INJECTION
INSTALLATION OF CONSTANT
FLOW FUEL INJECTION
Constant flow fuel metering - typically
the nozzle has a 1/8” NPT thread.
Most cast aluminum manifolds have
runner walls thick enough that they
can just be drilled and tapped for this
size. However, most fabricated sheet
aluminum manifold have runner walls
too thin to be drilled and tapped.
Provided there is no epoxy in the
runners, a boss can be welded into
place, then drilled and tapped.
Mono valve throttle body with Kinsler High-Flow series 4-barrel throt-
constant flow fuel metering tle body with constant fuel fuel metering

INSTALLATION OF EFI INJECTORS BOSSES ONTO A MANIFOLD EFI injectors and fuel rails installed on
dual 4-barrel manifold for big block Mopar
Most manifolds do not have runner walls thick enough for injector mounting. A boss
must be “welded” or “bolted on” and then machined for the injectors. Should you wish
to do this yourself, we offer all the components and even the tooling (see Page #144 -
TOOLING TO MACHINE FUEL RAILS AND INJECTOR MOUNTING).

VINTAGE HILBORN HEMI MANIFOLD CONVERTED FOR EFI

Converts Hilborn 2 7/16” manifold (model: 426-C-8A) to electronic fuel injection.
Billet aluminum plates bolt to existing ramtube 2-bolt pattern, accepts our combination
billet aluminum EFI injector holder and ramtube adapter. The holders can be installed
with the injector towards the center of the engine or out by the valve covers. Holders
accept our extruded aluminum or stainless steel fuel rails.
Allows the use of 2 3/8” inside diameter
aluminum ramtubes which have a
nominal outside diameter of 2.490”.
Throttle position
sensor is mounted
on the previous
barrel valve
mounting pad
in the center of
the manifold using
#7086 remote TPS
mount (see Page
#149). The remote
TPS mount will be connected to
the throttle shaft using a hex link bar. Ron Martin’s ‘65 Hemi Cornett with
with EFI conversion and F.A.S.T
electronics, seen in an issue of © 2019
Mopar Collector’s Guide
165
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
KINSLER INJECTOR/NOZZLE BOSSES

Closeup
of #4806

#4804 #4806 #4808 #4812 #4815 #4822

KINSLER UNIVERSAL BOSS INSERTS
Most of Kinsler manifolds are tapped 13/16-16 to use these boss
adapter inserts. To change the type of injector/nozzle, remove the
boss insert and install another.
Blank, not drilled all the way through, tapped 5/16-18 for use as a
4804 bolting boss, can be drilled and tapped for 1/8" NPT or for use as #4843
vacuum ports #4842
1/2-20 thread, anodized aluminum with side vents, typically used for WELD-IN / EPOXY-IN EFI INJECTOR BOSSES
4806
gasoline constant flow nozzles Bosses are machined from billet 6061 aluminum.
1/2-20 thread, brass, typically used for constant flow nozzles using
4808 Individual weld-in EFI injector boss for 'CEC' style
methanol 4842
captive o-ring type injector, 1.560" overall length
4812 For most Bosch and GM 'bung seal' type EFI injectors, model CEB
4843 Individual weld-in EFI injector boss for 'CEC' style
For most Bosch EFI injectors that have captive o-ring on outlet and captive o-ring type injector, 2.560" overall length
4815 extruded aluminum fuel rail, model CEC, .530" inside diameter for
injector o-ring
For most EFI injectors that have captive o-ring on outlet and fuel rails
4816 with injector retaining clip, model CEU, .530" inside diameter for
injector o-ring
For Rochester Special Products EFI injector that has o-ring on outlet
4817 and fuel rail with injector retaining clip, model CEE, .545" inside
diameter for injector o-ring
For Rochester injector '7119-BAVR' that have captive o-ring on outlet
4818 and extruded aluminum fuel rail, model CED, .565" inside diameter
for injedtor o-ring, .050" shallower than #4815
For Siemens or Rochester injectors installed without a retaining clip,
4819 model CES, boss has .015" smaller inside diameter than #4818 for
additional o-ring crush
For 'EV6' style EFI injectors that have captive o-ring on outlet and KINSLER BOLT-ON EFI INJECTOR BOSSES
4820
extruded aluminum fuel rail, model 'CEV6'
Shown are two samples of bolt-on injector bosses. Used
For 'Pico' EFI injectors that have captive o-ring on outlet and where welding is not practical but a solid mounting surface is
4821
extruded aluminum fuel rail, model 'CEP' required. Our bosses typically have injector pocket machined
4822 14mm x 1.25, typically used for Lucas mechanical nozzle into boss and fuel rail mounting stanchion bolt hole.
11025 Installation tool for Kinsler EFI injector boss inserts

Closeup of
universal
boss detail
in Kinsler © 2019
MC-180
throttle
body TOOLING FOR MACHINING FOR UNIVERSAL BOSS INSERTS
11020 Cutter, machine boss in manifold for thread-in injector inserts
11014 Tap, 13/16-16 thread, bottoming style tap for thread-in boss inserts
166 Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
 FUEL FILTERS Paper-BRL
Monster Mesh
element
element
WHY DO YOU NEED ONE ?
An injection system that has been properly cleaned, flow tested, and
calibrated, should be good for several years of trouble free service.
There is ONE gremlin that can cut this to one day, even one minute,
perhaps even a few seconds.... DIRT. Dirt is the biggest problem with
ANY type of fuel injection system.
In years past many of the racers ran without any filter, because the ones
on the market were of such poor design that they caused more problems
than they solved. The same racers experienced many
plugged nozzles, ruined or damaged engines, and many failed to finish
a race. Since Kinsler’s introduction of properly designed high capacity
filters, it’s not worth the risk to run without one...
THE PROPER FILTER IS THE BEST INSURANCE AGAINST DIRT RELATED
PROBLEMS IN YOUR FUEL INJECTION SYSTEM ! #9031 10-micron paper
element, it has 35 square
DESIGN inches of surface area
#8320 10-micron
An element with pleats allows a very large amount of surface area to fit into a compact housing, allow- paper element, it has
ing the assembly to have a very low pressure drop for top system performance! 74 square inches of
DO NOT USE stone type elements: typically they are too restrictive and clog up very easily. surface area - 211%
For your reference 25.4 micron is approximately 0.001” . more surface area
A Kinsler 10-micron paper pleated element will trap particles larger than 0.0004” than #9031
INSTALLATION
Consult the plumbing schematic for the type of fuel system being used and
MAKE SURE the correct type and style of fuel filter is being installed.
Fuel pump inlet: pumps are very sensitive to disturbance in the inlet hose. IT IS A MUST to have
the correct filter or it will damage the pump and/or cause problems. NEVER have return fuel going back
into the pump’s inlet hose. As fuel leaves the pressurized side of the fuel system and enters a non-pressure
area the fuel can flash vaporize, causing damage to the pump and erratic running conditions.
FOR CONSTANT FLOW SYSTEM
We recommend filtering all the fuel coming out of the pump so that all the bypass valves and the barrel valve receive filtered fuel. Do NOT
use paper element filters on this type of system: bits of the paper element from the ‘clean’ side of the filter will clog the
nozzles and/or glue on the element may dissolve in methanol causing the element to separate. Do NOT use paint strainers or
other cloth filters to fill the tank, as lint from them may plug the nozzles. Use our #5610 filter funnel (see Page #182) or a similar
metal element strainer.
FOR EFI SYSTEM
The electric fuel pumps used on EFI systems are susceptible
to dirt. Carefully read all information on fuel filters for pump
inlets. Pressure relief valves are also very susceptible to small
dirt particles. Using the proper filter and keeping it clean is very
important. EFI injectors have inlet filters with very little surface
area, which means they can not handle large amounts of dirt/
debris. Proper fuel filtration should begin at the fuel tank to 45 micron
protect the pump and the fuel system components. Mega
We offer many different fuel filters for the fuel supply system, Monster
disposable lower cost filter assemblies, or billet housings with Mesh
replaceable filter elements. We recommend, whenever possible, inlet filter,
to filter the fuel before it enters the tank. Road vehicles with Weldon
electric fuel pumps should have a filter to protect the fuel pump. pump, 10
micron
FOR LUCAS MECHANICAL SYSTEM Monster
Mesh
Due to the extremely tight tolerance in the Lucas equipment outlet filter
there are several filters throughout the system. Mechanical on
pump inlet, main hose from the pump to metering unit, 4-barrel
metering unit inlet fitting, and on each injector. A Lucas throttle
system MUST be kept 100% clean. The smallest dirt particle body
can mean disaster. system
© 2019
167
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
FUEL FILTERS
Used for: Monster Mesh series filters
- Injected or carburetted fuel systems
- Engine oil
- Rear end
- Transmission
Used by:
- Indy Racing League
Toyota, Honda, and Chevrolet
- Drag
- Sprint
- Midget
- Street
- Off-road
- Road race
- Monster truck
- Pull truck & tractors

Quick
release
Element t-bolt type
is o-ring stainless
sealed to steel
endcap mounting
bracket

Housing Microns Filter Assembly Weight

Filter Length Housing Media in (Ounces) Fuel Housing
Name (not incl. Diameter Square
Inches in stainless stainless Compatibility Finish Application Available Ports
fittings) paper steel mesh paper steel mesh
Laser Welded Filter 3/8" male barb
#8194
3.100" 2.160" 92 10 - 4.32 - gasoline stainless steel EFI pump outlet
Laser Welded Filter 16mm x 1.5
#8197 female
Injector Protector
2.910" 1.900" 45 10 - 5.92 - gasoline black anodized EFI pump outlet 8 AN female*
#8170
Ano-BRL hard anodized mechanical pump
2.910" 1.900" 19 - 140 - 6.56 methanol 8 AN female*
#4156 (olive-grey color) outlet
Alum-BRL mechanical pump
2.910" 1.900" 19 - 140 - 6.56 gasoline red anodized 8 AN female*
#4148 outlet
MESH EFI pump inlet & 8 AN female
gasoline blue anodized
Monster Mesh 74 25, 45, 70, outlet, mechanical 8 AN male flare
4.035" 2.460" 10, 20, 40 9.12 10.88 methanol and
8300 Series PAPER 100, 218 pump inlet & 10 AN male flare
nitromethane hard anodized
108 outlet, oil 12 AN male flare
MESH EFI pump inlet & 8 AN female
Mega Monster gasoline blue anodized
111 25, 45, 70, outlet, mechanical 8 AN male flare
Mesh 5.240" 2.460" 10, 20, 40 10.56 12.96 methanol and
PAPER 100, 218 pump inlet & 10 AN male flare
8400 Series nitromethane hard anodized
162 outlet, oil 12 AN male flare
MESH EFI pump inlet & 8 AN female
gasoline blue anodized
Ultra Monster Mesh 148 25, 45, 70, outlet, mechanical 8 AN male flare
6.460" 2.460" 10, 20, 40 11.68 14.88 methanol and
8500 Series PAPER 100, 218 pump inlet & 10 AN male flare
nitromethane hard anodized
216 outlet, oil 12 AN male flare

© 2019
168 Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
FUEL FILTERS

Monster Mesh Assembly Mega Monster Mesh Assembly Ultra Monster Mesh Assembly
8 AN female ports without fittings 4.77” overall 8 AN female ports without fittings 5.98” overall 8 AN female ports without fittings 7.19” overall
with 6 AN fittings 6.50” overall with 6 AN fittings 7.71” overall with 6 AN fittings 8.92” overall
with 8 AN fittings 6.70” overall with 8 AN fittings 7.91” overall with 8 AN fittings 9.12” overall
8 AN male flare ends 6.02” overall 8 AN male flare ends 7.22” overall 8 AN male flare ends 8.46” overall
10 AN male flare ends 6.89” overall 10 AN male flare ends 8.10” overall 10 AN male flare ends 9.31” overall
12 AN male flare ends 7.25” overall 12 AN male flare ends 8.46” overall 12 AN male flare ends 9.67” overall
Series-micron End caps Anodized Series-micron End caps Anodized Series-micron End caps Anodized
8308-xxx* 8AN female Blue 8408-xxx* 8AN female Blue 8508-xxx* 8AN female Blue
8350-xxx 8AN female Hard 8450-xxx 8AN female Hard 8550-xxx 8AN female Hard
8309-xxx 8AN male flare Blue 8409-xxx 8AN male flare Blue 8509-xxx 8AN male flare Blue
8352-xxx 8AN male flare Hard 8452-xxx 8AN male flare Hard 8552-xxx 8AN male flare Hard
8310-xxx 10AN male flare Blue 8410-xxx 10AN male flare Blue 8510-xxx 10AN male flare Blue
8354-xxx 10AN male flare Hard 8454-xxx 10AN male flare Hard 8554-xxx 10AN male flare Hard
8312-xxx 12AN male flare Blue 8412-xxx 12AN male flare Blue 8512-xxx 12AN male flare Blue
8356-xxx 12AN male flare Hard 8456-xxx 12AN male flare Hard 8556-xxx 12AN male flare Hard
xxx*---Specifiy 3-digits for micron
Examples: 8308-010 specifies 10-micron Paper element 8556-218 specifies 218-micron Stainless Steel element

MONSTER MESH ELEMENTS

Paper elements, pleated, 108 square inches MONSTER MESH SERIES PARTS
Stainless steel mesh, pleated, 74 square inches Mounting clamp, stainless steel band with quick release t-bolt,
8320 10 micron paper 8300 two 1/4" mounting holes
8330 20 micron paper 8303 Housing, Monster Mesh, 3.855" long, blue anodized
8340 40 micron paper 8304 Housing, Monster Mesh, 3.855" long, hard anodized
8325 25 micron stainless steel 8403 Housing, Mega Monster Mesh, 5.065" long, blue anodized
8345 45 micron stainless steel 8404 Housing, Mega Monster Mesh, 5.065" long, hard anodized
8370 70 micron stainless steel 8503 Housing, Ultra Monster Mesh, 6.275" long, blue anodized
8380 100 micron stainless steel 8504 Housing, Ultra Monster Mesh, 6.275" long, hard anodized
8388 218 micron stainless steel 8314 End cap, 8 AN female o-ring boss, inlet, blue anodized
MEGA MONSTER MESH ELEMENTS 8315 End cap, 8 AN female o-ring boss, outlet, blue anodized
8316 End cap, 8 AN female o-ring boss, inlet, hard anodized
Paper elements, pleated, 162 square inches
Stainless steel mesh, pleated, 111 square inches 8317 End cap, 8 AN female o-ring boss, outlet, hard anodized
8420 10 micron paper 8614 End cap, 8 AN male flare, inlet, blue anodized
8430 20 micron paper 8615 End cap, 8 AN male flare, outlet, blue anodized
8440 40 micron paper 8616 End cap, 8 AN male flare, inlet, hard anodized
8425 25 micron stainless steel 8617 End cap, 8 AN male flare, outlet, hard anodized
8445 45 micron stainless steel End cap, 8 AN male flare, outlet, with 6 AN female o-ring tee
8618 for pressure relief valve and internal 6 AN female o-ring boss
8470 70 micron stainless steel for internal check valve installation, hard anodized
8480 100 micron stainless steel 8414 End cap, 10 AN male flare, inlet, blue anodized
8488 218 micron stainless steel 8415 End cap, 10 AN male flare, outlet, blue anodized
ULTRA MONSTER MESH ELEMENTS 8416 End cap, 10 AN male flare, inlet, hard anodized
Paper elements, pleated, 216 square inches 8417 End cap, 10 AN male flare, outlet, hard anodized
Stainless steel mesh, pleated, 148 square inches 8514 End cap, 12 AN male flare, inlet, blue anodized
8520 10 micron paper 8515 End cap, 12 AN male flare, outlet, blue anodized
8530 20 micron paper 8516 End cap, 12 AN male flare, inlet, hard anodized
8540 40 micron paper 8517 End cap, 12 AN male flare, outlet, hard anodized
8525 25 micron stainless steel 8600 Spring, element retaining, fits all 'Monster Mesh' series filters
8545 45 micron stainless steel 8601 O-ring, end cap to housing sealing, two required
8570 70 micron stainless steel 8602 O-ring, element to outlet end cap sealing
8580 100 micron stainless steel
8588 218 micron stainless steel
© 2019
169
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
FUEL FILTERS
MECHANICAL PUMP OUTLET - METHANOL AND NITRO
HARD ANODIZED aluminum housing, 8 AN female ports inlet and outlet,
housing has threaded end caps that seal with o-rings. Element sealed to
end cap by o-ring. Dimensions at largest points: 1.9” diameter x 3.650”
long (without fittings), weighs 0.4 lbs (without fittings).
Filtration: one element, 1.1” diameter x 1.950” long, 22 square inches,
pleated cleanable stainless steel element, 140-micron.

Filter assembly, complete, methanol, gasoline, and

4156 nitromethane, stainless steel element, hard anodized housing
and end caps, model 'Ano-BRL'
4105 Element, stainless steel, 22 square inches, 140 micron
4104 Spring, retains element in place
8172 O-ring, end cap to body, for #4156, #4148, and #8170
8173 O-ring, end cap to filter element
4135 End cap, hard anodized #4105
4137 End cap, hard anodized, with o-ring detail #4156 with #6044 fittings stainless
Mounting clamp for #4156, #4148, and #8170, stainless steel and #4103 mounting clamp steel
4103 band with rubber cushion liner and ear for mounting element
MECHANICAL PUMP OUTLET - GASOLINE - HIGH FLOW
Anodized aluminum housing, 8 AN female ports inlet and outlet, housing has threaded end caps that seal with o-rings. Ele-
ment sealed to end cap by o-ring. Dimensions at largest points: 1.9” diameter x 3.650” long (without fittings), weighs 0.4 lbs
(without fittings).
Filtration: one element, 1.1” diameter x 1.950” long, 22 square inches,
pleated cleanable stainless steel element, 140-micron.
Filter assembly, complete, gasoline ONLY, stainless steel
4148 element, red anodized housing with black anodized end caps,
model 'Alum-BRL'
4105 Element, stainless steel, 22 square inches, 140 micron
4104 Spring, retains element in place
8172 O-ring, end cap to body, for #4156, #4148, and #8170
8173 O-ring, end cap to filter element
4134 End cap, black anodized
4136 End cap, black anodized, with o-ring detail
Mounting clamp for #4156, #4148, and #8170, stainless steel #4148 with #6044
4103 band with rubber cushion liner and ear for mounting fittings installed
EFI, CARBURETORS, AND LUCAS
Anodized aluminum housing, 8 AN female ports inlet and outlet, housing has threaded end caps that seal with o-rings.
Dimensions at largest points: 1.9” diameter x 3.650” long (without fittings), weighs 0.4 lbs (without fittings).
Filtration: one element, 1.250” diameter x 1.950” long, pleated, disposable paper element, 10-micron.
Filter assembly, complete, gasoline ONLY, 10 micron paper
8170 element, black anodized housing and end caps, model 'Paper-BRL'
9023 Element, 10 micron paper, 22 square inches, installed in early
filter housing #9020, can be installed in #8170 Outlet end
Element, 10 micron paper, 35 square inches, 60% more surface
9031 area than #9023
4104 Spring, retains element in place
8172 O-ring, for #8170, #4148, and #4156
4103 Mounting clamp for #8170, stainless steel band with rubber
cushion liner and ear for mounting

FUEL FLOW
#8170 with #6043
fittings installed
#9031
element

© 2019
Disassembled #8170 ‘Paper-BRL’
170 Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
FUEL FILTERS
FOR EFI
#8194
In-line
disposable
filter assembly.
Stainless steel,
laser welded, 66
square inches of #6186 #6185
pleated
10-micron
paper element.
#8197
8194 Filter, 3/8" male barbs
8197 Filter, 16mm x 1.5 female + o-ring ports
Fitting, 6 AN male flare x 16mm 1.5 with o-ring,
6185 blue anodized aluminum Small block Chevrolet
C5R manifold with wet
Fitting, 8 AN male flare x 16mm 1.5 with o-ring,
6186 blue anodized aluminum nitrous system installed

MECHANICAL PUMP INLET - “H” TYPE

Anodized aluminum housing, 12 AN female ports 4900 Filter assembly, 200 micron, complete
inlet and outlet, housing end secured to body with 4916 Filter assembly, 25 micron, complete
V-style stainless steel band clamp.
Dimensions at largest points: 3.9” diameter x 4.75” Element, disk type, 40 x 200 mesh, 200
4901 micron, filter requires (10)
long (without fittings), weighs 2.3 lbs (without fit-
tings). Housing has four 5/16-18 threaded holes Element, disk type, 25 micron, filter
4917
for mounting on outlet end plate. Holes located on requires (10)
2.120” spacing with the outlet boss in the center. O-ring, for #4900 and #4916 filter housing,
4904
Filtration: up to ten 2.75” diameter double sided wa- one required
fered, stainless steel, cleanable, disks on slit mandrel,
available in two micron ratings.

MECHANICAL PUMP INLET PANCAKE STYLE - “E”-TYPE

Filter assembly, complete, dimensions at Anodized aluminum housing,
largest point: 4.320" diameter x 3.450" long 12 AN female ports inlet and outlet,
4905 (without fittings), weighs 1.55 lbs (without housing held together with three
fittings) 7/16” hex bolts. Housing has two
Filter assembly with shut-off valve, 1/4-20 threaded holes for mounting
complete, dimensions at largest point: on pad at edge of diameter.
4906 4.320" diameter x 5.60" long (without Filtration: one 3.1” diameter, clean-
fittings), weighs 2.25 lbs (without fittings)
able, stainless steel screen, element
4907 Element, 40 mesh, stainless steel, coarse, is available in two micron ratings.
one required
4908 Element, 40 mesh, stainless steel, fine, one
required
4909 O-ring for #4905 and #4906 © 2019

Al Marani’s 1968 Shelby Mustang with a 500 CID Ford Boss

Hemi using a 6-71 GMC supercharger with a complete Kinsler
modified Accel/DFI electronic fuel injection

© 2008
171
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
SHUT-OFF VALVES
USAGES
Typically used to shut off an engine with constant flow fuel metering. On this type of system it is not wise to shut off the ignition to stop
the engine. After killing the ignition system, the engine “winds down”, and the mechanical fuel pump which is still turning pumps fuel
into the engine. A shut-off valve allows the operator to shut off the engine cleanly; prolonging engine component life, ease in restarting,
and reduces oil dilution. It also aids in obtaining reliable spark plug readings.
DO NOT USE a shut-off to stop fuel flow to a pump that is
rotating. The fuel lubricates the pump, shutting off the
fuel could cause damage to the pump. A shut-off can be
used to allow the servicing of a pump inlet filter,
removing a pump, or removal of a fuel tank.
DO NOT INSTALL a shut-off that will “dead head” the
pump. Always be sure that an adequate flow path back
to the tank is available.

SHUT-OFF MOUNTING
When mounting a shut-off valve be sure that the valve itself and the link-
age\cable\etc. has plenty of room for operation.
Always take into consideration the movement of parts under torque
stress, or vibration, such as body panels, hood, suspension, etc.

On a constant flow injection it is always best to mount the DO NOT mount any two way shut-off

!
shut-off valve at the inlet of the barrel valve (see “Preferred valve directly on the pump outlet,
Plumbing Schematic” on Page #112), because: since the fuel has no place to go
A) If the shut-off is pulled at high engine speed, the when the shut-off is pulled.... this
fuel will be able to bypass back to the tank through the could easily ruin the pump or rupture a hose.
main bypass and the high speed bypass, thus avoiding
excessive fuel pump pressure. Since excess pressure
can ruin a fuel pump instantly, it is always best to pull
the shut-off at low RPM or install a relieving type
shut-off, (normally called a 3-way shut-off).

B) When the engine is shut off, the fuel in the

hoses and filter absorbs heat and expands.
Mounting the shut-off at the barrel valve
will force the expanding fuel back toward
the tank rather than into the engine.
If the shut-off is mounted with a threaded fitting, do not screw
any other item to the valve.... under typical engine vibration the
additional weight may tend to fatigue the fitting that mounts the
valve and cause it to break.
Tough Pump pump with
TYPES OF SHUT-OFF VALVES #6350 shut-off
Mechanical valve - spool type and seal assisted ball.

Spool Type
Acceptable for internal sealing when in good condition. The spool rotates inside
a housing without the aid of any seals to prevent leakage around the spool. Typi-
cally smaller in size than the seal assisted ball type valve. The fit of the spool to
the housing is critical, a worn spool or housing will allow excessive amount of
leakage through the valve assembly. This may allow the engine to continue to
run, or fuel to leak past the valve when the engine is not running.

Ball Type - Seal Assisted

Excellent for internal sealing. The ball rotates on a large sealing surface
stopping the flow of liquid on the inlet and outlet. A spring loaded seal
on both sides of the ball prevents leakage around the ball. While this style
is more difficult and costly to manufacture it is the valve of choice due to Spool
it’s positive shut off.
Ball and components
© 2019
172 Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
SHUT-OFF VALVES
HFV SHUT-OFF VALVES
Hard anodized aluminum housing with 8 AN male flare and 8 AN female
ends, will flow in either direction. Overall length is 2.6” without adapter
fittings. Ball type valve with spring loaded end seals and o-ring on actuation
shaft. Arm rotates 360o on standard series valve assembly and 90o on safety
series valve. Standard series valve has built-in detents every 90 degrees,
this gives the valve a positive on/off position and it can be actuated by
cable, linkage, or by hand.
A large selection of adapter fittings makes this a very adaptable and flexible
valve. Arm has a 3/16” clearance hole and 1.250” center to center for a 900
travel of 1.768”. Unit can be disassembled and new seals installed in the
field.
STANDARD SERIES
6036 Model 'HFV', neoprene seals, for gasoline and methanol ONLY
6038 Model 'HFV', teflon seals, for methanol and nitromethane
#6036 HFV shut-off valve with
SAFETY SERIES #6043 8 AN adapter fitting installed
Ideal for boats and motorcycles, if driver is thrown from vehicle,
cord attached to driver pulls pin, allowing spring loaded valve to
snap shut. Billet aluminum mounting bracket is blue anodized and
features a stainless steel pull pin.
ED U ED
N U NTIN
*** IMPORTANT*** DO NOT attach a cable or rod to valve
NT I
DISCONTINUED arm when using it as a safety shut-off.

O CO
Safety shut-off valve, same as #6036, with safety pull pin DIS
C DIS
6037 and mounting bracket, for gasoline and methanol ONLY
6039
Safety shut-off valve, same as #6038, with safety pull pin Pin installed, valve is open Pin removed,
and mounting bracket, for methanol and nitromethane valve snaps closed
PARTS FOR HFV SHUT-OFF VALVES

6055 Seal kit for #6036 and #6037, for gasoline and methanol ONLY,
includes two end seals, one shaft seal, and one arm roll pin
6056 Seal kit for #6038 and #6039, for methanol and nitromethane,
includes two end seals, one shaft seal, and one arm roll pin
6051 Top plate assembly, for #6036 and #6038 valve, with arm and shaft
6052 Top plate assembly, for #6037 and #6039 valveDISCONTINUED
, with arm and shaft
6053 Ball only, for #6036, #6037, #6038, #6039 shut-off valve
6059 O-ring, for shaft seal on #6036 to #6039 shut-off valve, specify fuel

MOUNTING BRACKETS FOR HFV SHUT-OFF VALVES

Bracket, for #6036 and #6038, panel mount, billet
6049 aluminum, two retaining screws for shut-off valve, two
10-32 mounting screws with washers, blue anodized
Mounting plate, for use with #6049 bracket to mount
'HFV' shut-off valves on Kinsler 1-pc. big block
6050
Chevrolet injection manifold, billet aluminum, black
anodized (polished finish optional)
#6050
ADAPTER FITTINGS - #6049
COMMONLY USED ON HFV SHUT-OFF VALVE
6040 6 AN male flare x 8 AN female swivel, plated steel
6041 6 AN female swivel x 8 AN female swivel, aluminum
6042 8 AN female swivel x 8 AN male + o-ring, hard-anodized aluminum
6043 8 AN male flare x 8 AN male + o-ring, hard-anodized aluminum
6044 6 AN male flare x 8 AN male + o-ring, hard anodized aluminum
6047 8 AN male + o-ring x 8 AN male bulkhead + nut & o-ring, plated steel
6048 8 AN male + o-ring x 6 AN male bulkhead + nut & o-ring, plated steel

© 2021
173
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
SHUT-OFF VALVES
KINSLER 3-WAY SHUT-OFF VALVES
Hard-anodized aluminum body, precision ground and lapped stainless steel spool with internal detent pin, 1.430” C-C arm, housing has 8
AN female ports, rotates 90o closed to wide open. Side port can be used for bypass, this port will close off when valve is in “ON” position.
Includes AN adapter fittings (other fittings are available).
We recommend mounting a shut-off at the barrel valve inlet see
section on SHUT-OFF MOUNTING, Page #167).
However, if a customer desires to mount a shut-off valve
C
on the fuel pump, this is the model to use!
OPERATION
Inlet port “A” is always open to the distribution cavity B A
in the center of the valve. When the handle is in the
‘open’ position, the inlet is open to the engine port
“B”. Port “C” is blocked off. When the handle is in
the closed position, the inlet is open to the bypass back
to the fuel tank, port “C”, while the engine port “B” is
blocked off.

6350 Kinsler 3-way shut-off valve, curved body style, 6 AN male

flare inlet and bypass fittings, 6 AN bulkhead inlet fitting
Kinsler 3-way shut-off valve, curved body style, 8 AN male
6354 flare inlet and bypass fittings, 8 AN bulkhead inlet fitting

HIGH FLOW 3-WAY

SHUT-OFF VALVES
Same as above 3-way
valves but with larger
ports. OPEN CLOSED
6087 10 AN
6088 12 AN

#6089

PNEUMATIC 3-WAY SHUT-OFF VALVE KIT

Kits consists of: 3-way shut-off with AN fittings,
pneumatic cylinder with mounting brackets, switch,
connector fittings, and tubing. Customer is responsible
for air supply, 100-300 PSI operating.
6089 Complete kit with #6350 shut-off valve, 6 AN fittings
6090 Complete kit with #6354 shut-off valve, 8 AN fittings
© 2019 Pneumatic switch, cylinder, mounting bracket, fittings
6091
and tubing, NO SHUT-OFF VALVE
174 Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
SHUT-OFF VALVES
SPRINT SHUT-OFF
Anodized aluminum, spool type (stainless steel), arm has stop pin to keep valve
from over rotating, rotates 90o closed to wide open, 2.121” total travel. Side
port can be used for bypass valve, this port DOES NOT SHUT OFF. In-
cludes arm and port plug.
Inlet: 6 AN male plus nut & o-ring, outlet: 6 AN male flare, side
6034 port: 6 AN female with port plug. Overall length: 2.075", height
with plug installed: .775", weight: 0.15 lb
Inlet and outlet: 6 AN male flare, side port: 6 AN female with port
#6034 #6031 6031 plug. Overall length: 2.075", height with plug installed: 2.050",
weight: 0.20 lb

DSR SHUT-OFF
Anodized aluminum, spool type (stainless steel), arm
has stop pin to keep valve from over rotating, rotates
90o closed to wide open, 1.810” total travel.

6098 Inlet: 6 AN male plus nut & o-ring, outlet: 6 AN male flare
Overall length: 2.250", weight: 0.15 lb
Inlet and outlet: 6 AN male flare
6099 Overall length: 2.450", weight: 0.15 lb #6098 #6099

12 AN AND 16 AN SHUT-OFF VALVE

6095 12 AN male flare bulkhead x 12 AN male flare, gasoline and methanol
ONLY. Seal assisted ball type shut-off, arm rotates 90 degrees closed to
wide open, .600" I.D. straight through, overall length: 4.250", width: 1.5",
height: 2.550", weight: 0.55 lb
6033 16 AN male flare x 16 AN male flare, stainless steel, gasoline and
methanol ONLY. Seal assisted ball type shut-off, arm rotates 90 degrees
closed to wide open, .685" I.D. through ball, end cap is tapered from
.850" at flare tip to.685" at ball, overall length: 3.400", width: 1.5",
height: 2.600", weight: 1.35 lb

#6095
The arm is spring loaded and equipped with detents to secure the valve in the open
position. When rotated from the full open position the valve will snap closed.

SHUT-OFF WITH FILTER - PANCAKE STYLE

Anodized aluminum housing, 12 AN female ports inlet and outlet, housing held together
with three 7/16” hex bolts. 900 travel, 2.882” total travel. Housing has two 1/4-20 thread-
ed holes for mounting on pad at edge of largest diameter. Mounting holes on 2.0” center to
center. Filtration: one 3.1” diameter, cleanable, stainless steel screen. Element available in
two micron ratings (see below).
4906 Filter assembly with shut off valve complete. Dimensions
are at largest points: 4.320" diameter x 5.60" long (without
fittings), weight: 2.25 lb (without fittings)
4907 Element, stainless steel, 40-mesh, one required
4908 Element, stainless steel, 40-micron, one required
4912 O-ring, for #4905 and #4906 filter housing, one required
FITTINGS - We offer a complete line of adapter fittings, see Pages #180-183.

© 2019

175
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
SHUT-OFF VALVES Recommend:
For gasoline and methanol - buna seals
SOLENOID SHUT-OFF VALVE, 12-VOLT DC For methanol / nitro - teflon seals
Consult us for proper use and application of this unit. Note: teflon seals may not produce a dripless seal.
A) Can be utilized for shut-off of complete gasoline system.
B) Manual Lean-Out or enrichment system, can be activated by driver.
C) Can be wired for vehicles with automatic transmission and a
transbrake or with a MSD two-step RPM control. #6060 with
D) Excellent for fuel system which requires two different main jet two #6160
selections, good launch and good mid-range. 6 AN male
flare adapter
6060 Valve assembly, normally closed (opens when power is applied), buna seals, fittings
model: SS-12 Maximum operating pressure, 150 PSI
6061 Valve assembly, normally open (closes when power is applied), buna seals,
model: SS-12 Maximum operating pressure, 150 PSI
6062 Valve assembly #6060, normally closed (opens when power is applied), with
restrictor jet holder installed in outlet and 6 AN male flare inlet fitting
6063 Valve assembly #6061, normally open (closes when power is applied), with
restrictor jet holder installed in outlet and 6 AN male flare inlet fitting
6067 3-way flow diverter valve, 12-volt DC, 1/4” NPT female ports, 11 PSI MODEL: SS-12
max.,180°F max. fluid temperature. Route flow returns for multiple tank Buna seals, stainless steel body.
systems Weighs approx. 1.9 lbs and includes male/female
Weather-Pack two pin sealed connector assembly.
Seat orifice is 3/8” I.D.
Two 10-32 threaded mounting holes located in base.
Has 1/4”NPT female inlet and outlet port.
Maximum operating pressure: 150 PSI.
Maximum fluid temperature: 2300F.

#6061 with
two 16160
6 AN male
flare adapter
Buna seals, brass body. fittings
Weighs approx. 1.3 lbs and includes
male/female Weather-Pack two pin
sealed connector assembly.
Seat orifice is 11/64” I.D.
Has 1/4”NPT female ports.
Maximum operating pressure: 11 PSI.
Maximum fluid temperature: 1800F. © 2019

SERVICE KITS
Consists of : piston, spring, plunger, retainers, and seal.
6068-B Buna nitrile seal, for #6060 and #6062 SS-12 normally closed
6068-T Teflon seal, for #6060 and #6062 SS-12 normally closed
6069-B Buna seal, for #6061 / #6063 SS-12 normally open

Phil Sonner’s 55’ Chevy with a Kinsler EFI

system on a 454 big block
176 Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
MECHANICAL FUEL PUMP
PUMP OUTPUT
In theory, a mechanical pump’s
output is linear to the RPM at
which it is driven. Rotate the
pump shaft twice as fast and the
flow will double. However, even
a good pump is affected by the
physical clearances of the gears
and the pressure load against the
outlet. Typically the flows at
very low RPM and very high Running clearance is a must for the
RPM will be below the linear pump gears. This clearance causes
graph of the pump’s output due some internal leakage back past the
to internal leakage, pumping gears and has the same effect as a
friction losses, and clearance in bypass from the pump outlet back to
the components. the inlet.
GENERAL SIZING AND SERVICE
Engine displacement, volumetric efficiency, and the fuel being used will dictate the required pump displacement size. If you have a doubt
about the size of your pump, note the number stamped on it and give us a call. Several pumps are assembled using the same size hous-
ing, so the casting number located on the housing does not indicate the exact pump displacement. Most pumps are identified by the serial
number stamped on it.
Most pumps experience wear over a period of time. To maintain engine performance on a fuel system where the pump is losing flow out-
put, the main jet has to be continually richened. If the main jet is not richened, the top end performance will drop off. If a problem is not
found after thoroughtly checking other engine components (especially valve springs, cam lobes, and ignition), the pump should be sent in
for testing.
We can test and rebuild many types of pumps. To have a pump tested, send it in with all of the fittings still in it.
Include a day and evening time telephone number with the area code..... a technician will call if there is a problem.

FLOWS ARE AVERAGE OUTPUT - ACTUAL

PUMP SIZE OUTPUT MAY VARY SLIGHTLY
PUMP
KW-200 -00 KW-300 -0 KW-400 KW-450 KW-500 0-1/2 -1 KW-700 KW-1300 -2 -4
RPM PSI
2000 0 335 380 505 685 670 770 835 960 1190 1170 2160 2325 2930
2000 50 305 295 475 590 655 760 815 865 1095 1130 2125 2140 2765
3500 50 570 570 845 1070 1150 1330 1450 1515 1950 2000 3670 3710 4760
Flows in this chart are in pounds per hour (lbs/hr) of .720 specific gravity test fluid at 60 F.
o

TYPICAL APPLICATIONS VERSUS PUMP SIZE

These recommendations are based on the pump running at 1/2 crank speed.
Variations will occure with RPM of engine and pump drive speed.

KW Hilborn Typical Use

N/A BL-234 Very small displacement engines fueled by gasoline and/or alcohol (typically one to four cylinders)
200 -00 Small displacement four cylinder engine (typically) fueled by gasoline and/or alcohol
300 N/A Large displacement four cylinder engine (typically) fueled by gasoline and/or alchol
400 -0 Gasoline and alcohol (typically 6-cylinder and under 400 cubic inch V8)
450 N/A Alcohol (over 400 cubic inch V8)
500 -1/2 Gasoline and alcohol (typically unblown under 430 cubic inch V8)
Unblown and blown gasoline; unblown alcohol up to 700 cubic inch displacement; small
700 -1 displacement blown alcohol low boost or low % nitro
1300 -2 Small displacement unblown high % nitro ; average blown alcohol
LB750 -4 Large displacement unblown high % nitro; large displacement high boost blown alcohol; small
displacement low boost blown nitro
LB1500 -5 Very large displacement high boost blown alcohol; large displacement high boost high % nitro

ALL FLOWS , SIZES , AND RECOMMENDATIONS FOR FUEL PUMPS ARE FOR GENERAL
REFERENCE. CONSULT A KINSLER TECHNICIAN FOR YOUR SPECIFIC APPLICATION !!!

© 2019
177
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
MECHANICAL PUMP INSTALLATION
Constant flow injection systems sense two engine conditions to meter the fuel. The first is engine speed, which is achieved by using fuel
pump speed... the faster the engine runs, the more fuel the pump delivers. The second is throttle angle, which is achieved by the barrel
valve... as the throttles are opened, the linkage to the barrel valve rotates the spool toward full open from the partially closed off position
that it had at an idle.
Because the fuel pump is an integral part of the metering system, it must be kept in good condition.
The pump requires careful installation and maintenance to prevent premature deterioration and/or failure.
IMPORTANT FUEL PUMP NOTES
1) The pump must be primed before rotating the engine over, as the
fuel lubricates the pump. If the pump is not going to be operated
for an extended period of time, squirt some oil into it and turn it
several revolutions.
2) The fuel pump moves a large volume of fuel. Any restriction in
the pump inlet hose may cause cavitation.
To prevent pump inlet cavitation:
A) Mount the pump as low as possible, this allows for
easier pump priming and better fuel supply conditions.
B) Mount the tank as high and close to the pump as possible.
The far-forward tank location often used in early rear engine
dragsters is NOT ideal; it would be better to locate the tank just in front of the engine, which will reduce the required
inlet hose length.
C) Do not use a filter on the pump inlet. Strain the fuel as the tank is filled, to protect the pump from large pieces of dirt.
If a filter is going to be used on the pump inlet, it must have a large surface area to prevent any restriction.
D) Keep the fuel in the tank cool... a good way is to wrap a wet towel (white, to reflect heat) around the tank and keep it
wet. The evaporating water will keep the fuel cooler than the surrounding temperature.
E) Keep heat away from the fuel pump (exhaust pipes, hot air
from the radiator, coolant system hoses, etc.). For oval track
and road racing, duct cool air over the pump.
F) Be sure that the tank is properly constructed and vented....
See FUEL TANK on Pages #179-180.
G) Be sure that the pump inlet hose and fittings meet the
minimum sizes in the table on Page #102.
3) Index the pump so that an angled inlet fitting is NOT required
(angled fittings on the pump outlet are permissible). It is OK to
drill new holes in the pump flange or the mounting surface to
re-index the pump. our model KW fuel pumps have a swivel flange
for easy indexing.
4) For front cover drives, check the hex drive spud (attached to the
front of the cam) for radial run-out: .015” maximum allowed. On
belt drive units, mount the drive bracket in a vise, lathe, or vertical
mill to check for radial run-out.
5) Check the radial alignment of the pump to the hex drive spud. Due to
manufacturing tolerances, many front covers do not locate the pump in
exact alignment. If not, file the holes for the bolts that secure the cover
to the engine to align the pump with the spud.
Two ways to check alignment :
A) Attach a dial indicator to the spud with the cover in place and check
the run-out to the pump pilot hole in the cover.
B) Make an alignment tool: machine a 3/4” thick round piece with an
OD the same as the ID of the front cover, and with a concentric ID
.015” larger than the drive spud O.D. It should easily slip into the
front cover with the cover and spud in place on the engine.
6) Check hex engagement, male to female. It should be 3/8” minimum, but
be sure that the pump hex doesn’t bottom out in the spud, as this will
quickly ruin the pump. A minimum of .100” clearance is recommended
from the end of the male hex to the bottom of the female.
7) Any time the pump is removed, inspect the drive spud and replace it if
worn. Grease the pump hex when installing it.
8) Most belt drive kits mount the fuel pump at about the water pump height. It is ideal to modify the kit to mount the pump as
low as possible... we stock belts with various lengths, check available sizes (see Page #177) as you setup your pump drive.
The pump should be setup to run one-half of engine speed. NOTE : Use the same above procedures to check the run out
on the belt drive spud.
© 2019
178
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
DRIVES FOR MECHANICAL PUMP

#5200
#5201
#5204 #5203
FRONT COVER FUEL PUMP DRIVE - KITS AND PARTS
5200 Chevrolet small block V-8, aluminum cover with spud, bearing, and shims
5201 Chevrolet big block V-8, aluminum cover with spud, bearing, and shims
5202 Ford 289 small block V-8, aluminum cover with spud, bearing, and shims
5205 Front cover ONLY, Chevrolet small block V-8, cast aluminum
Drive spuds
5206 Front cover ONLY, Chevrolet big block V-8, cast aluminum
5210 Drive spud, Chevrolet V-8 camshaft, 3/8" female hex drive, 3-bolt
5211 Drive spud, Chrysler Hemi V-8 camshaft, 3/8" female hex drive, 3-bolt
Bearing
5212 Shim kit, for drive spuds #5210 and #5211
5213 Thrust bearing, for drive spuds #5210 and #5211
5214 Drive spud, Ford 289 small block V-8, 3/8" female hex drive
5203 Hilborn: Chevrolet small block V-8, complete with cover, spud, bearing, and shims Shims
5204 Hilborn: Chevrolet big block V-8, complete with cover, spud, bearing, and shims
5226 Hilborn drive spud, Chevrolet V-8 camshaft, 3-bolt
SETUP
5227 Hilborn shim kit for #5226
5228 Bearing for #5226
ED
U
N
TI
N
O
C

Install shims so that the cam end clearance

is .010” to .020”. The smaller clearance is
IS

Big block Chevrolet Small block Chevrolet preferred to minimize spark scatter.
D

KINSLER FRONT COVER FUEL PUMP DRIVE KIT

FOR USE WITH JESEL CAM DRIVE
Available for small and big block Chevrolet, standard and raised cam (see
below). Allows mechanical fuel pump or shorty ignition distributor (see Pg.
219) to be run off the front of the cam. Clearance holes in mounting plate allow
adjustment of cam timing without removing plate. Unit attachs to water outlet
ports on block. Our spacers are hollow. Block off plates can be drilled and
tapped for access to water. Kits are complete with all hardware and gaskets.
Components are available separately.
5280 Small block Chevrolet, standard deck, complete kit
5282 Small block Chevrolet, raised cam +.391", complete kit © 2019
Discontinued 5283 Big block Chevrolet, standard deck, complete kit
Discontinued 5285 Big block Chevrolet, raised cam +.400", complete kit
5286 Drive spud, left hand thread, 3/8" female hex
179
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
DRIVES FOR MECHANICAL PUMP
BELT DRIVES ARE IDEAL FOR : Mounting the pump low to allow proper gravity feed from the fuel tank
Keeping fuel pump away from direct contact with hot engine
Freeing up space directly in front of engine, or to run stock water pump
BELT TYPE FUEL PUMP DRIVES: E-TYPE
COMPONENTS
Pulley, 32-tooth, 1/2" wide, 5/8" bore, 3/16" wide
5264 keyway, aluminum with guides
Pulley, 28-tooth, 1/2" wide, 5/8" bore, 3/16" wide
5265
keyway, aluminum with guides
Pulley, 14-tooth, 1/2" wide, 5/8" bore, 3/16" wide
5266
keyway, aluminum with guides
Pulley, 16-tooth, 1/2" wide, 5/8" bore, 3/16" wide
5277 keyway, aluminum with guides
Crank hub, small block Chevrolet V8, with 16-tooth
5267 pulley
Crank hub, big block Chevrolet V8, with 16-tooth
5268
pulley
#5261 Kit for small block Drive bracket kit, small block Chevrolet V8, with
Chevrolet V8 5269
32-tooth pulley and bracket
COMPLETE KIT CONSISTS OF: Drive bracket kit, big block Chevrolet V8, with
Drive unit, crank hub, pulleys, 5270 32-tooth pulley and bracket
#5260 E-Type kit installed on bracket,belt, and hardware. 5279 Casting with shaft, bearing, and 32-tooth pulley
small block Chevrolet V8 5260 Small block Chevrolet V-8 5271 Shaft: for #5260, #5261, #5262, and #5263 belt drives
5261 Big block Chevrolet V-8 5272 Bearing for shaft #5271, one required
5262 Chrysler 426 Hemi V-8 5273 Mounting plate ONLY, for small block Chevrolet V8
5263 Ford big block V-8: 429/460 style 5274 Mounting plate ONLY, for big block Chevrolet V8
BELT TYPE FUEL PUMP DRIVE: H-TYPE COMPLETE KIT CONSISTS OF:
Drive unit, crank hub, pulleys,
bracket,belt, and hardware.
5240 Small block Chevrolet V-8
5241 Big block Chevrolet V-8
5242 Chrysler 426 Hemi V-8
5243 Ford small block V-8: 289/302/351
5244 Chrysler small block V-8
COMPONENTS
Pulley, 32-tooth, 1/2" wide, 5/8" bore, 3/16" wide
5245 keyway, aluminum, 5/8" offset, bell shaped with guides
Pulley, 16-tooth, 1/2" wide, 1 1/4" bore, 1/8" side
5246 keyway, aluminum, with guide on one side
#5240 H-type kit for small block Crank hub adapter, small block Chevrolet V8, includes
#5241 H-Type kit installed Chevrolet V8 5247 16-tooth pulley
on big block Chevrolet V8 Crank hub adapter, big block Chevrolet V8, includes
5248
16-tooth pulley
BELT TYPE FUEL PUMP DRIVE: W-TYPE Crank hub adapter, fits inside 6-71 blower pulley,
5229 includes 16-tooth pulley
COMPLETE KIT
CONSISTS OF: 5249
Drive bracket kit, small block Chevrolet V8, with
Billet aluminum drive 32-tooth pulley and bracket
unit, crank hub, 5250 Drive bracket kit, big block Chevrolet V8, with
radius tooth pulleys, 32-tooth pulley and bracket
metric belt, bracket 5251 Shaft, for #5240, #5241, #5242, and #5243
and hardware. 5252 Bearing, for shaft #5251, two required
5253 Mounting plate ONLY, for small block Chevrolet V8
5254 Mounting plate ONLY for big block Chevrolet V8
5255 Casting with shaft, bearings, and 32-tooth pulley
5294-D Small block Chevrolet V8, pump installed on Driver side
5294-P Small block Chevrolet V8, pump installed on Passenger side
5295-D Big block Chevrolet V8, pump installed on Driver side © 2019
180
5295-P Big block Chevrolet V8, pump installed on Passenger side
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
DRIVES FOR MECHANICAL PUMP
#5230
#5224
#5220

#5215

Optional
tach. drive

EXTENSIONS - FUEL PUMP

V

5215 Complete Kinsler 2 1/4" extension

5216 Housing only, Kinsler 2 1/4", billet aluminum
5217 Shaft with coupler for Kinsler 2 1/4" extension
5220 Complete Kinsler 4 1/2" extension
KINSLER HEAVY-DUTY 5221 Housing ONLY, Kinsler 4 1/2" extension
RIGHT ANGLE DISTRIBUTOR DRIVE 5222 Shaft with coupler for Kinsler 4 1/2" extension
For Chevrolet small and big block, passenger (9.8” deck) and truck block (10.2” 5224 Complete Weiand 6" extension
deck), engines. Can be adapted for many uses. Used on Lucas mechanical system 5225 Shaft with coupler for Weiand 6" extension
to drive the ignition and fuel metering unit. The horizontal drive shaft has a 3/8 5230 Complete Hilborn 6" extension
female hex; can drive a mechanical constant flow fuel pump or our “Shortie”
distributor (see Pg #222). The top receiver is machined for a tang drive or can be 5231 Shaft with coupler, for Hilborn 6" extension
sealed off; we have Vertex magnetos to fit this, or the hex drive. The gear driven 5232 Bearing only, for #5230, sealed, two required
drive assembly requires lubrication from the engine oil system. We offer a special
filtered Z-20 lubrication nozzle for this purpose. Optional mechanical tachometer
drive.

OVERDRIVE
ED

Billet aluminum hous-

ing with 3/8” male hex 3/8” COUPLER AND SHAFT
input and
U

3/8” female hex over-

driven output. Unit is
N

gear to gear, NO belt.

The output shaft turns
TI

the same direction as 5233 Coupler only, 3/8" hex female, cold roll steel
the #5235 overdrive
N

input shaft. Spur gear 5234 Shaft material only, 3/8" hex, cold roll steel, sold per inch
assembly
O

Overdrive assembly, complete, 1-set of gears included -

5235
specify ratio of 10, 14, 18, or 22% overdrive © 2019
C

5236 Spur gears, 10% overdrive ratio, spare/replacement

IS

5237 Spur gears, 14% overdrive ratio, spare/replacement

5238 Spur gears, 18% overdrive ratio, spare/replacement
D

5239 Spur gears, 22% overdrive ratio, spare/replacement

PHENOLIC INSULATOR
Helps isolate the fuel pump from heat
transfer at it’s mounting surface.
Note: Always be certain that #5275 #5275 with two Hilborn
the pump hex shaft has sufficent DUAL PUMP DRIVE fuel pumps installed, on belt
engagement when adding this drive unit
insulator. Billet aluminum housing with 3/8” male hex input and two
3/8” female hex driven outputs. Gear to gear design does not
#5276 require a belt. Output shafts turn the opposite rotation as input, 1:1
ratio.
.140" thick, insulates drive heat
5276
from mechanical fuel pump 5275 Dual pump drive assembly, complete
181
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
COG BELTS AND PULLEYS
COG BELTS - XL037 SERIES
3/8” wide, 1/5 pitch
5300 110-XL037; 11" circumference
5301 120-XL037; 12" circumference
5302 130-XL037; 13" circumference
5303 140-XL037; 14" circumference
5304 150-XL037; 15" circumference
5305 160-XL037; 16" circumference
5306 170-XL037; 17" circumference
5307 180-XL037; 18" circumference
5308 190-XL037; 19" circumference COG BELTS - L100 SERIES
5309 200-XL037; 20" circumference 1” wide, 3/8 pitch
5310 210-XL037; 21" circumference 5350 210-100; 21" circumference
5311 220-XL037; 22" circumference 5351 225-100; 22 1/2" circumference
5312 230-XL037; 23" circumference 5352 240-100; 24" circumference
5313 240-XL037; 24" circumference 5353 255-100; 25 1/2" circumference
5314 250-XL037; 25" circumference 5354 270-100; 27" circumference
5315 260-XL037; 26" circumference 5355 285-100; 28 1/2" circumference
5316 280-XL037; 28" circumference 5356 300-100; 30" circumference
5317 290-XL037; 29" circumference 5357 322-100; 32 1/4" circumference
5318 300-XL037; 30" circumference 5358 345-100; 34 1/2" circumference
5319 320-XL037; 32" circumference 5359 367-100; 36 3/4" circumference
5360 330-XL037; 33" circumference Belts are measured in circumference
COG PULLEYS XL037 SERIES Aluminum WITHOUT flanges
COG BELTS - L050 SERIES Steel WITH flanges Aluminum WITH flanges 5662 20 tooth, 1/4" plain bore
1/2” wide, 3/8 pitch
5650 12 tooth, 3/16" plain bore 5661 20 tooth, 1/4" plain bore 5665 22 tooth, 1/4" plain bore
5320 210-L050; 21" circumference
5653 14 tooth, 1/4" plain bore 5664 22 tooth, 1/4" plain bore 5668 24 tooth, 1/4" plain bore
5321 225-L050; 22 1/2" circumference
5656 16 tooth, 1/4" plain bore 5667 24 tooth, 1/4" plain bore 5671 26 tooth, 1/4" plain bore
5322 240-L050; 24" circumference
5659 18 tooth, 1/4" plain bore 5670 26 tooth, 1/4" plain bore 5674 28 tooth, 1/4" plain bore
5323 255-L050; 25 1/2" circumference 5673 28 tooth, 1/4" plain bore
5660 20 tooth, 1/4" plain bore 5677 30 tooth, 3/8" plain bore
5324 270-L050; 27" circumference 5676 30 tooth, 3/8" plain bore
5663 22 tooth, 1/4" plain bore 5690 40 tooth, 5/16" plain bore
5325 285-L050; 28 1/2" circumference
5675 30 tooth, 5/16" plain bore 5685 36 tooth, 3/8" plain bore 5696 44 tooth, 5/16" plain bore
5326 300-L050; 30" circumference 36 tooth, 3/8" plain bore,
5687 5699 72 tooth, 3/8" plain bore
5327 322-L050; 32 1/4" circumference SPECIAL bolt-on flanges
5328 345-L050; 34 1/2" circumference COG PULLEYS L050 SERIES
5329 367-L050; 36 3/4" circumference UN-MACHINED SHAFT BORE
MACHINED SHAFT BORE Aluminum with two belt guide
5330 390-L050; 39" circumference Aluminum with two belt guide flanges flanges
5331 420-L050; 42" circumference
5245 32 tooth, 5/8" bore with 3/16" keyway 5370 12 tooth, 1/2" plain bore
5332 450-L050; 45" circumference 16 tooth, 1 1/4" bore, 1/8" keyway, ONLY 1
5246 5371 13 tooth, 1/2" plain bore
flange
5372 14 tooth, 1/2" plain bore
COG BELTS - L075 SERIES 5264 32 tooth, 5/8" bore, 3/16" keyway
5373 15 tooth, 1/2" plain bore
3/4” wide, 3/8 pitch 5265 28 tooth, 5/8" bore, 3/16" keyway
5374 16 tooth, 1/2" plain bore
5340 210-075; 21" circumference
5277 16 tooth, 7/8" bore, 3/16" keyway
5375 17 tooth, 1/2" plain bore
5341 225-075; 22 1/2" circumference 5266 14 tooth, 5/8" bore, 3/16" keyway
5376 18 tooth, 1/2" plain bore
5342 240-075; 24" circumference 18 tooth, 1/2" bore, 1/8" keyway, backside of
5382 pulley machined out to fit Lucas/Cosworth 5377 19 tooth, 1/2" plain bore
5343 255-075; 25 1/2" circumference mechanical pump drive 5378 20 tooth, 1/2" plain bore
5344 270-075; 27" circumference 20 tooth, 1/2" bore, 1/8" keyway, backside of 5379 21 tooth, 1/2" plain bore
5345 285-075; 28 1/2" circumference 5383 pulley machined out to fit Lucas/Cosworth
mechanical pump drive 5380 22 tooth, 1/2" plain bore
5346 300-075; 30" circumference 22 tooth, 1/2" bore, 1/8" keyway, backside of 5381 24 tooth, 1/2" plain bore
5347 322-075; 32 1/4" circumference 5384 pulley machined out to fit Lucas/Cosworth 5387 27 tooth, 1/2" plain bore
5348 345-075; 34 1/2" circumference mechanical pump drive
5349 367-075; 36 3/4" circumference LABOR - 5397 Bore 1/2" plain bore pulley to 5/8" inside diameter
MACHINE 5398 Broach 3/16" keyway in 5/8" I.D. pulley bore
SHAFT BORE 5399 Broach 1/4" keyway in 5/8" I.D. pulley bore
© 2019 AND BROACH 5392 Bushing, adapts 1/2" bore 1/8" keyway pulley onto
a 7/16" diameter 1/8" keyway shaft
182
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
PRIMER SYSTEM
Excellent for Constant Flow Injection systems,
to assist in starting the engine.

Driver can prime engine from drivers seat.

Ideal for the racer who is traveling alone.
Safer - NO squirt bottle.
PRIMER SYSTEM
Kits consist of necessary components to properly install the primer pump.
Hose and hose ends are NOT supplied in kit, since plumbing is unique to
each installation, available separately, see Page #187.

This system reduces the cranking required by purging the air out of the fuel plumb-
ing, especially on initial “fire up” for the day’s racing. Great for mechanical pump
#6065 Primer System lubrication during initial cranking and starting. This system can be plumbed with
gasoline from an auxiliary tank on those applications where methanol is used and
hard starting is experienced, especially in cold weather.

Consists of: #22003 electric 12V fuel pump, #3091 6 AN flapper

check valve, #6151 swivel t-fitting, momentary switch and panel
6065 mount housing, wire terminals (female spade),fuse holder with 10
amp fuse, and 20 feet of 18-AWG type SXL wire
Consists of: #10210 electric 12V fuel pump, #3091 6 AN flapper
check valve, #6151 swivel t-fitting, momentary switch and panel
6066 mount housing, wire terminals (female spade),fuse holder with 10
amp fuse, and 20 feet of 18-AWG type SXL wire

#6066 Primer System

KIT #6066 IS THE SAME AS #6065

EXCEPT FOR FUEL PUMP (#10211)
WHICH HAS ‘AN’ MALE FLARE
FITTINGS ON BOTH ENDS
PREFERRED PLUMBING SCHEMATIC FOR PRIMING SYSTEM

© 2019
Ambrose/Argenta/Huettman/Varsity Ford’s NHRA Competition Eliminator I/A
record holders for E.T. (7.92 - 9/99) and M.P.H. (163.65 - 8/99)
using a Kinsler fuel system on 300 cubic inch 6-cylinder in-line Ford
183
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
 FUEL TANK CONSTRUCTION AND LOCATION
LOCATION
When mounting the fuel tank for a mechanical fuel injec-
tion system, DO NOT locate the maximum fuel level in
the tank above the nozzles. This is to prevent the fuel
from draining into the engine if the fuel shut-off valve is
left open.... this is not a problem in an EFI system as the
injectors shut off tight when the engine is not running.

FILTER BETWEEN TANK AND PUMP

We strongly encourage CAUTION when using any filter on
the inlet side of any pump. A filter can restrict the flow if
the pump has to suck the fuel through the filter, the vacuum
it has to pull to do it lowers the fuel’s boiling point and may
cause inlet cavitation. It is always best to strain the fuel
when putting it into the tank and use a Kinsler filter between
the pump and the barrel valve. If you want to use a filter
before the pump, have a Kinsler technician spec a proper
Kinsler Monster Mesh filter.
SHUT-OFF VALVE
NEVER shut off the flow to the pump above idle speed; it may cause damage, since the fuel lubricates the pump. If a shut-off is
installed to give access to a pump inlet filter, make sure the inside diameter of the shut-off valve and any adapter fittings have the
proper inside diameter. See Page #102 for minimum inlet hose sizes.

FUEL TANK CONSTRUCTION :

DESIGN #1 DESIGN #2 DESIGN #3
Rating: EXCELLENT Rating: GOOD Rating: POOR

It is preferred to install this type of tank

sideways in the vehicle. This design is
The return fuel shoots across the This design shoots the return fuel poor since the return fuel shoots directly
tank, causing minimum frothing. directly down into the tank, but the into the fuel, froths up, and the froth is
Deep construction minimizes froth comes back to the surface easily sucked out the outlet directly be-
slosh due to car movement; before reaching the outlet. It is low. Early Moon tanks were constructed
insures clear fuel at the outlet. preferred to place the outlet toward like this.
Outlet to the rear is best; to the the rear of the car; can be sideways. FIX FOR DESIGN #3; MAKES #2 BETTER
side is OK.
FUEL CELLS AND/OR BLADDERS

Due to the design of these types of fuel tanks, it may not be pos-
sible to install any baffles. The best thing to do is to fill the tank
with a fuel compatible foam baffle material.
CAUTION - The foam MUST be compatible with the fuel
and additives that may be used. If the foam breaks down, it will Make a slit in the side of the tank. Slide a
clog the fuel system. Even if the manufacturer states that the .050” to .125” thick plate into the slit so it
foam is compatible, put a piece of it in a sample of the FUEL extends 1” below and 1” to all sides of the
BEING USED and TEST IT !!! fitting. Weld in place. The incoming force
of the fuel will be dissipated against the
plate.
© 2019
184
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
FUEL TANK
CONSTRUCTION AND LOCATION
VENT SIZES
The tank MUST have a vent. Large amounts of fuel volume are being removed from the tank. This volume must be replaced or a
vacuum may be formed inside the tank, causing the fuel to be ‘locked’ inside. Scenario - a straw in a drinking glass: put a finger on the
end of the straw and lift it out of the liquid; the straw retains the liquid until the finger is removed and allows air in.
NOTICE : Fuel tank and cell manufacturers may NOT offer a tank that is properly configured for your application.
Too large of a vent will not hurt anything, too small may cause the pump to cavitate, resulting in an inconsistent fuel supply or damaged
engine parts. Remember when altering a vent by adding length (hose), installing a roll-over valve, or a filter, the vent may require a larger
inside diameter (see ORIFICE THEORY on Pages #202-203).

For pump sizes of -00 up to -1 3/8” (.375”) inside diameter or bigger

MINIMUM ALLOWABLE TANK VENT SIZES: For pump sizes of -2 up to -4 1/2” (.500”) inside diameter or bigger.
For pump sizes of -5 or bigger 3/4” (.750”) inside diameter or bigger.
Please consult your rule book/sanctioning body for additional requirements.

NOTE: When running multiple pump systems multiply the area of the above vent sizes by the quantity of fuel pumps.

OUTLET OF THE TANK

The outlet of the tank or cell should be at the lowest point on the tank/cell. It is best if the main feed hose to the fuel pump runs down from
the tank to the pump, NOT UP. Fuel pumps are not designed to draw fuel, they are meant to be gravity fed. Pumps will pull fuel because
of the fuel siphon due to displacement.

FITTING FOR OUTLET OF THE TANK

Bore the inside diameter (I.D.) of the tank outlet and pump inlet fittings as
large as possible without unduly weakening the fitting. Chamfer the fitting
on the tank outlet as shown at the right.

Kinsler hard-anodized fittings are designed like this, see FITTINGS on

Page #183.

NEVER use a “drilled block of metal” type angle fitting on

ANY pump inlet hose... where the drills intersect there is a razor
sharp edge that promotes pump inlet cavitation. The best solu-
tion is to make gentle bends with the hoses. However, if there is
a really tight place, use a bent tube type hose end fitting.

LIQUID BOILING VERSUS BAROMETER AND TEMPERATURE

This subject is very complex, we are only going to discuss it in very general terms.
There are many chemistry books, scientific papers, and web sites that can help
further the understanding of this topic.

The boiling point of a liquid is affected by temperature and absolute pressure. Absolute
pressure takes into consideration altitude. The temperature at which the vapor pressure
of the liquid exceeds the pressure around the liquid is the boiling point. At temperatures
below the boiling point, evaporation takes place only from the surface of the liquid; during
boiling, vapor forms within the body of the liquid. As the vapor bubbles rise through the liquid,
they cause the turbulence and the conditions that are associated with boiling. When the pressure
against a liquid is increased, the boiling point goes up. When the pressure on a liquid is reduced,
the boiling point goes down.

The lowest boiling point is that of helium, -4520F (-268.90C). The highest is probably that
of tungsten, about 10,6500F (59000C).
Water is generally 2120F at one standard atmosphere pressure (29.92” Hg).
See also KINSLER VAPOR SEPARATOR TANK SYSTEM / © 2019
PRESSURIZED PUMP INLET SYSTEM on Pages #115-118.
185
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ALUMINUM TANKS AND COMPONENTS
BUILDING YOUR OWN TANK...
WE WILL BE GLAD TO SUPPLY
ANY COMBINATION OF PIECES !!!

Release
compound
required
with alumi-
num screw-
on cap to
prevent
galling and
seizing

CAPS WITH WELD-IN BUNGS

5831 Cap and aluminum weld bung, 2 1/8" I.D.
with screw-on cap
5837 Cap only, same as included with #5831
Cap and steel weld bung, 2 1/8" I.D.,
5832 bayonet/twist-lock cap
KINSLER ALUMINUM TANKS
Our tanks are in stock and pressure tested for immediate
shipment. Brushed spun aluminum, approx. .080” thick
wall. All tanks have three bungs (3/8” female NPT) located
near the top, one outlet (3/4” female NPT), one drain ( 1/8”
NPT), and screw on filler cap ( 2 1/4” ID).
Custom built tanks are available.
Individual components can be purchased.
5800 2-gallon, horizontal, 10" long x 8 1/2" diameter #5816
5801 3 1/2-gallon, horizontal, 15" long x 8 1/2" diameter
5802 5-gallon, horizontal, 20" long x 8 1/2" diameter
#5817
5806 6-gallon, horizontal, 27" long x 8 1/2" diameter
#5818
BODY HALVES FOR ALUMINUM TANK
One solid piece, brushed spun aluminum, approx. .080” thick wall.
5816 Tank half, 1-gallon, 5" long x 8 1/2" diameter
5817 Tank half, 1 3/4-gallon, 7 1/2" long x 8 1/2" diameter
5818 Tank half, 2 1/2-gallon, 10" long x 8 1/2" diameter

MOUNTING BRACKETS
FOR ALUMINUM TANKS
Custom-
Pair, for 8 1/2" diameter tank only, formed made
5810 steel strap design, black epoxy painted spun
aluminum
fuel tank
© 2019
186
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
FITTINGS AND BUNGS
#6253 #6254 #6255
#6256

#5845 #5846 #5847 #5848 #5849 #5850

#6164 #6165 #6162

WELD-IN AN MALE FLARE BUNGS
#6221 #6222 #6223 #6224 #6225 Machined from 6061 aluminum.
6164 6 AN male flare, straight, 17/32" male pilot
WELD-IN FEMALE BUNGS -
6165 6 AN male flare, 45 deg., 17/32" male pilot
NATIONAL PIPE TAP (NPT) and AN
6162 8 AN male flare, straight, 5/8" male pilot
Machined from 6061 aluminum.
6253 6 AN male flare, straight, 1/2" male pilot, 3/4" hex
5845 1/8" NPT female, 3/4" hex 6221 4 AN female with o-ring pocket
6254 8 AN male flare, straight, 5/8" male pilot, 7/8" hex
5846 1/4" NPT female, 7/8" hex 6222 6 AN female with o-ring pocket
6255 10 AN male flare, straight, 3/4" male pilot, 15/16" hex
5847 3/8" NPT female, 1" hex 6223 8 AN female with o-ring pocket
6256 12 AN male flare, straight, 3/4" male pilot, 1 1/8" hex
5848 1/2" NPT female, 1 1/4" hex 6224 10 AN female with o-ring pocket
5849 3/4" NPT female, 1 1/2" hex 6225 12 AN female with o-ring pocket
5850 1" NPT female, 1 1/2" hex
FUNNEL - FILTER
5610 Funnel, plastic molded with
cleanable/reusable stainless
steel filter insert, 9" triangular
opening with anti-slosh lip,
tapered and two stepped outlet Filter funnel in spun
to fit 1.450" to 2.050" I.D. aluminum tank
filler neck
5621 Filter insert, cleanable/reusable
stainless steel element, 35.6
square inches of 60 micron
filter media

CLASSIC STYLE WITH HIGH TECHNOLOGY

Bill Duff’s AC Cobra ( ERA replica ) powered by
a Dale Hall built 567 cubic inch big block Ford with
TFS Pro-Stock aluminum cylinder heads. Kinsler in-
jection manifold with special modifications made per
customer’s request : relocate EFI injectors to inside
of runners, with white PPG Deltron ® paint, and Kin-
sler billet aluminum radius inlet plates.

© 2019
187
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
FITTINGS
We have a large selection of adapter fittings, hose ends, and hose.
These pages barely show the beginning of our inventory.
If you aren’t sure what you need, give us a call and we’ll be glad to help. Most fittings are
available in aluminum, some in steel. We also have a HUGE supply of speciality fittings.

Light Weight
Fittings
Specailly
#6043
Designed
for use with
Alcohol !
#6906 #6905 #6910
PUSH-LOCK HOSE ENDS 6906 6 AN straight
Made for use with the Push-Lock 6908 8 AN straight
#6178 hose. This is the most economical 6905 6 AN 45-degree bent tube
way to plumb for gasoline, alcohol,
oil, water, air, etc. Simply cut the 6909 8 AN 45-degree bent tube
hose to length, apply lubricant, and 3907 6 AN 90-degree bent tube
push on the hose end. 6910 8 AN 90-degree bent tube
6912 12 AN straight

Radius close-up of #6120

#6120
KINSLER HARD ANODIZED AN FITTINGS
Hard-anodized aluminum. Radius on o-ring end for
smooth flow entering or exiting the fitting. The below fit- PUSH-LOCK HOSE
tings that adapt two different AN sizes have a tapered bore Neoprene hose with internal braid reinforcement is available in
between the two inside diameters. 6 AN, 8 AN, and 12 AN with push on hose end fittings. This is the
6156 6 AN male flare x 6 AN male + o-ring most economical way to plumb for gasoline, alcohol, oil, water, air,
6 AN male flare x 6 AN male + nut and o-ring, etc. Simply cut the hose to length and push on the hose end.
6300 Operating pressure: 250 PSI ; burst: 1,000 PSI.
45 degree
6044 6 AN male flare x 8 AN male + o-ring Temperature rating : -400F to +2120F
6043 8 AN male flare x 8 AN male + o-ring 6926 3/8" inside diameter
6108 8 AN male flare x 10 AN male + o-ring 6928 1/2" inside diameter
6120 8 AN male flare x 12 AN male + o-ring 6932 3/4" inside diameter
6109 10 AN male flare x 10 AN male + o-ring FITTINGS FOR
6177 10 AN male flare x 8 AN male + o-ring PRESSURE GAUGE ADAPTING
6121 10 AN male flare x 12 AN male + o-ring All the aluminum fittings below have a 1/8” female
6179 12 AN male flare x 12 AN male + o-ring NPT port.
6178 12 AN male flare x 8 AN male + o-ring 35616 6 AN x 1/4" male NPT
6101 16 AN male flare x 8 AN male + o-ring 35617 6 AN x 3/8" male NPT
6100 16 AN male flare x 12 AN male + o-ring 35618 8 AN x 1/4" male NPT
35619 8 AN x 3/8" male NPT
© 2019 35620 6 AN male flare x 6 AN male flare
#6300
35621 8 AN male flare x 8 AN male flare
35622 10 AN male flare x 10 AN male flare
35623 6 AN male flare x 6 AN female swivel
35624 8 AN male flare x 8 AN female swivel
35625 10 AN male flare x 10 AN female swivel
188
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
FITTINGS

TEE TEE UNION

TEE Aluminum with female Aluminum with male Aluminum with female
Aluminum with female swivel on side flare on all sides swivel on both ends
swivel on run 35309 3 AN 35331 3 AN 35423 4 AN
35300 3 AN 35310 4 AN 35332 4 AN 6150 6 AN
35301 4 AN 6151 6 AN 35333 6 AN 6041 6 AN by 8 AN
6152 6 AN 6116 8 AN 35334 8 AN 6042 8 AN
6117 8 AN 35313 10 AN 35335 10 AN 35427 10 AN
35304 10 AN 35314 12 AN 35336 12 AN 35428 12 AN
35305 12 AN

UNION - AN
Aluminum with male TEE - AN
flare on both ends Aluminum with CAP - AN UNION-45 DEGREE UNION-90 DEGREE
35380 3 AN female on all sides Aluminum Aluminum with male Aluminum with male
35381 4 AN 35460 3 AN 35553 3 AN flare by female swivel flare by female swivel
35382 6 AN 35461 4 AN 35554 4 AN 35441 4 AN 35451 4 AN
35383 8 AN 35462 6 AN 35556 6 AN 6112 6 AN 6113 6 AN
35384 10 AN 35463 8 AN 35558 8 AN 6114 8 AN 6115 8 AN
35385 12 AN 35464 10 AN 35560 10 AN 35444 10 AN 35454 10 AN
UNION - ADAPTER 35465 12 AN 35562 12 AN 35445 12 AN 35455 12 AN

Aluminum
with male
flare on
both ends
35389 3 AN by 4 AN
UNION-45 DEGREE
35390 3 AN by 6 AN NUT - AN UNION-90 DEGREE
PLUG - MALE FLARE Aluminum with male
35391 4 AN by 6 AN Aluminum flare by female swivel Aluminum with male
Aluminum flare by female swivel
35394 6 AN by 8 AN 35603 3 AN 35407 4 AN
35545 3 AN 35415 4 AN
35396 6 AN by 10 AN 35604 4 AN 35408 6 AN
35546 4 AN 35416 6 AN
35397 8 AN by 10 AN 35606 6 AN 35409 8 AN
35547 6 AN 35417 8 AN
35399 6 AN by 12 AN 6 AN Hard- 35410 10 AN
6292 Anodized 35548 8 AN
35400 8 AN by 12 AN 35418 10 AN
35549 10 AN 35411 12 AN
35401 10 AN by 12 AN 35608 8 AN 35419 12 AN
35610 10 AN 35550 12 AN
35402 10 AN by 16 AN
35403 12 AN by 16 AN 35612 12 AN © 2019

BULKHEAD TEE BULKHEAD TEE

BULKHEAD-STRAIGHT BULKHEAD-45 DEGREEBULKHEAD-90 DEGREEAluminum with male Aluminum with male
flare on all ends, bulk- flare on all ends, bulk-
Aluminum with male Aluminum with male Aluminum with male head on run
flare on both ends flare on both ends flare on both ends head on run
35340 3 AN 35350 3 AN 35360 3 AN 35316 3 AN 35316 3 AN
35341 4 AN 35351 4 AN 35361 4 AN 35317 4 AN 35317 4 AN
35342 6 AN 35352 6 AN 35362 6 AN 35318 6 AN 35318 6 AN
35343 8 AN 35353 8 AN 35363 8 AN 35319 8 AN 35319 8 AN
35344 10 AN 35354 10 AN 35364 10 AN 35320 10 AN 35320 10 AN
35345 12 AN 35355 12 AN 35365 12 AN 35321 12 AN 35321 12 AN
189
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
FITTINGS

REDUCER - NPT
Aluminum with female
PLUG - MALE NPT NPT by male NPT
Recess hex
35520 1/8" female x 1/4" male
35535 1/16" aluminum 35521 1/8" female x 3/8" male
6160 1/8" stainless steel 35522 1/4" female x 3/8" male
35537 1/8" aluminum 35523 1/8" female x 1/2" male FITTING - AN MALE FLARE X MALE NPT
35538 1/4" aluminum 35524 1/4" female x 1/2" male
35539 3/8" aluminum
Aluminum with male flare by male NPT
35525 3/8" female x 1/2" male AN NPT STRAIGHT 45-DEGREE 90-DEGREE
35540 1/2" aluminum 35526 1/4" female x 3/4" male 3 1/8 35565 35665 35765
35541 3/4" aluminum 35527 3/8" female x 3/4" male 3 1/4 35566 35666 35766
35542 1" aluminum 35528 1/2" female x 3/4" male 4 1/8 35567 35667 35767
35529 3/8" female x 1" male 4 1/4 35568 35668 35768
35530 1/2" female x 1" male 6 1/8 35569 35669 35769
35531 3/4" female x 1" male 6 1/4 35570 35670 35770
6 3/8 35571 35671 35771
6 1/2 35572 35672 35772
8 1/4 35573 35673 35773
8 3/8 35574 35674 35774
TEE - NPT ON RUN 8 1/2 35575 35675 35775
Aluminum with two AN male TEE - NPT ON SIDE
flares and NPT male on run 8 3/4 35576 35676 35776
Aluminum with two AN male 10 3/8 35577 35677 35777
35500 3 AN x 1/8" NPT flares and NPT male on side
10 1/2 35578 35678 35778
35501 4 AN x 1/8" NPT 35510 3 AN x 1/8" NPT 10 3/4 35579 35679 35779
35502 6 AN x 1/4" NPT 35511 4 AN x 1/8" NPT 12 1/2 35580 35680 35780
35503 8 AN x 3/8" NPT 35512 6 AN x 1/4" NPT 12 3/4 35581 35681 35781
35504 10 AN x 1/2" NPT 35513 8 AN x 3/8" NPT 12 1 35582 35682 35782
35505 12 AN x 3/4" NPT 35514 10 AN x 1/2" NPT 16 3/4 35583 35683 35783
35515 12 AN x 3/4" NPT 16 1 35584 35684 35784

FITTING - AN X SWIVEL NPT MALE ADAPTER

Aluminum with swivel by FEMALE MALE
male NPT SWIVEL FLARE
AN NPT STRAIGHT 90-DEGREE 90-DEGREE UNION - TEE - NPT
3 1/8 35587 35717 35787 UNION - MALE NPT FEMALE NPT Aluminum with
Aluminum with male
Aluminum with female NPT on
4 1/8 35588 35718 35788 female NPT on
NPT on both ends all sides
4 1/4 35589 35719 35789 both ends
6 1/8 35590 35720 35790 35478 1/8" 35470 1/8"
35488 1/8"
6 1/4 35591 35721 35791 35479 1/4" 35471 1/4"
6 3/8 35592 35722 35792 35489 1/4"
35480 3/8" 35472 3/8"
8 1/4 35593 35723 35793 35490 3/8"
35481 1/2" 35473 1/2"
8 3/8 35594 35724 35794 35491 1/2"
35482 3/4" 35474 3/4"
8 1/2 35595 35725 35795 35492 3/4"
35483 1" 35475 1"
10 3/8 35596 35726 35796 35493 1"
10 1/2 35597 35727 35797
12 1/2 35598 35728 35798
12 3/4 35599 35729 35799 © 2019
190
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
FITTINGS

PORT PLUGS
FITTING - AN MALE FLARE X METRIC AN ADAPTER BUSHING
Hard-anodized aluminum, compatible with 6169 3 AN + o-ring, hard-anodized
alcohol. 3 AN female with o-ring pocket x aluminum
6102 8 AN male + o-ring, aluminum
6181 6 AN male flare x 12mm 1.5 male 6166 6 AN + o-ring, hard-anodized
6 AN female with o-ring pocket x aluminum
6183 6 AN male flare x 14mm 1.5 male 6103 8 AN male + o-ring, aluminum
6168 8 AN + o-ring, hard-anodized
6182 8 AN male flare x 12mm 1.5 male aluminum
6186 8 AN male flare x 14mm 1.5 male PLUG FOR 14MM 6197 10 AN + o-ring, aluminum
PLUG FOR NOZZLE BOSS
1/2-20 NOZZLE Ideal for blocking PLUG FOR GM
BOSS off nozzle boss in IDLE AIR SPEED
injection manifold MOTOR PORT
Ideal for blocking were Lucas
off nozzle boss in mechanical nozzle Ideal for sealing the
injection manifold was located. Sealing Idle Air Control (I.A.C.)
if ‘down’ nozzles are spark plug holes for engine storage motor port in Kinsler
being used. shipment. 14mm x 1.25. standard series four barrel
throttle body when I.A.C. is
6160 Alumminum, blue anodized, Alumminum, blue anodized, not being used, 20mm x 1.5.
includes o-ring 6161
includes o-ring
6169 Alumminum, blue anodized

#6123 FITTING - AN X BSP FITTING -

Y FITTINGS 6 AN male flare x 1/4" AN MALE
BULKHEAD 8281 BSP, straight, chrome FLARE
6122 6 AN male flare x two 6 plated steel
Ideal for mounting shut-off onto AN male flare branches X MALE
6 AN male flare x 1/4"
fuel pump, etc. Anywhere that two 8 AN male flare x two 6 8282 BSP, straight, blue METRIC +
6123
parts need to be closely mounted. AN male flare branches anodized aluminum O-RING
Radius on both ends for good flow. 8 AN male flare x two 8 6 AN male flare x 3/8"
Steel fitting for strength and alumi- 6124 AN male flare branches 8277 6 AN male flare x
BSP, straight, plated steel
num nut, includes o-rings. 10 AN male flare x two 8 8 AN male flare x 1/4" 6185 16mm 1.5 male, blue
6126 AN male flare branches 8279 anodized aluminum
BSP, straight, plated steel
10 AN male flare x two 10 8 AN male flare x 1/4" 8 AN male flare x
6 AN male + o-ring x 6 AN 6127 6186 16mm 1.5 male, blue
35337 AN male flare branches 8280 BSP, straight, blue
bulkhead with nut + o-ring anodized aluminum anodized aluminum
6128 12 AN male flare x two 10
6 AN male + o-ring x 8 AN AN male flare branches
35338
bulkhead with nut + o-ring
8 AN male + o-ring x 6 AN
6048 bulkhead with nut + o-ring
8 AN male + o-ring x 8 AN
6047
bulkhead with nut + o-ring
35346 10 AN male + o-ring x 8 AN
bulkhead with nut + o-ring
10 AN male + o-ring x 10 AN
35347
bulkhead with nut + o-ring FITTING - AN MALE FLARE X
12 AN male + o-ring x 8 AN #6187 #6190 #6270
35339 bulkhead with nut + o-ring
INVERTED FLARE METRIC MISC. FITTING
12 AN male + o-ring x 10 AN 6189 6 AN male flare x 12mm 1.5 6 AN male flare x 16mm 1.5
35348 female, steel
bulkhead with nut + o-ring 6187 female, 1 1/4" long, hard anodized
12 AN male + o-ring x 12 AN 6 AN male flare x 14mm 1.5 aluminum, requires Loctite
35349 6188
bulkhead with nut + o-ring female swivel, stainless steel 6 AN male flare x 12mm 1.5
6190 female, internal flare seat, steel
Reducer bushing, 12mm female x
© 2019 6270
16mm male, steel
191
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
HOSE AND HOSE ENDS :
DOUBLE SWIVEL HOSE ENDS ARE TRIPLE
STAINLESS STEEL BRAID SEALEDSITIONING
AND ALLOW FULL ANGULAR PO-
AFTER ASSEMBLY !
STRAIGHT
35104 4 AN
35106 6 AN
35108 8 AN
35110 10 AN
35112 12 AN
35116 16 AN
35120 20 AN

30O BENT TUBE

35136 6 AN
35138 8 AN
35140 10 AN
35142 12 AN R of XRP, Inc.
35143 16 AN
30O 35144 20 AN

45O BENT TUBE

35146 6 AN
35148 8 AN 90O BENT TUBE
35150 10 AN 35196 6 AN
35152 12 AN 35198 8 AN
35156 16 AN 35200 10 AN
45O 35212 12 AN
35160 20 AN
90O 35216 16 AN
60O BENT TUBE
35220 20 AN
35166 6 AN
35168 8 AN
35170 10 AN
120O BENT TUBE
35172 12 AN
60O 35176 16 AN 35226 6 AN
35180 20 AN 35228 8 AN
35230 10 AN
35232 12 AN
35236 16 AN
120O 35240 20 AN
STAINLESS STEEL BRAIDED HOSE
This braided hose provides durability and heat resistance.
The inner liner of chlorinated polyethylene (CPE) provides 150O BENT TUBE
excellent fluid transfer with temperature range from -40oF to 35246 6 AN
+300oF.
35248 8 AN
Hose I.D. Max.
Operating
Part # Size Pressure* 35250 10 AN
35004 4 AN 7/32" 1000 35252 12 AN
35006 6 AN 11/32" 1000 35256 16 AN
35008 8 AN 7/16" 1000 SOLD 150O
35260 20 AN
35010 10 AN 9/16" 1000 PER
35012 12 AN 11/16" 1000 FOOT 180O BENT TUBE
35016 16 AN 7/8" 750
35266 6 AN
35018 20 AN 1 1/8" 500
35268 8 AN
35020 28 AN 1 1/2" 250
35270 10 AN
35022 32 AN 1 13/16" 200
35272 12 AN
*- When used with above hose ends. This 35276 16 AN
hose is not for power steering or hydraulic
applications. Due to the limitation of the hose 35280 20 AN
© 2019 end collar to retain the hose. 180O
192
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
FITTINGS SIZES
AN NPT METRIC
“AN” (Army-Navy) sizes were established National Pipe Thread: is Fittings are measured by the diameter
by the Aerospace industry years ago. This based on the inside diameter across the crowns of the male thread or the
was done to standardize the industry. Any of the heavy wall pipe that valleys of the female thread and the second
10 AN hose end will thread onto any 10 plumbers originally used number is the distance between the crowns
AN fitting. HOWEVER, this does not which received the male of the threads or the valleys. Metric thread
mean that all the inside diameters (I.D.) thread. The tapered male is straight. The fittings typically seal with
have been standardized. Check the I.D. of and female thread makes an o-ring or more commonly with a washer
any hose and/or fittings that is going to be measurement difficult. This o-ring.
used. For example: a 6 AN teflon hose has taper creates an interfere Metric Diameter x Thread/Inch
a much smaller I.D. than a common 6 AN between the male and female 10mm x 1.5 .394” x .059”
stainless steel braided hose. This is true on pieces creating the seal. A 12mm x 1.5 .472” x .059”
hydraulic fittings, hose, and hose ends; they sealant/lubricant should be
14mm x 1.5 .551” x .059”
are designed to handle much higher pressures applied before installation
and have thicker side walls which reduces the to assure sealing and future 16mm x 1.5 .630” x .059”
inside diameter. AN fittings seal by the 37o removal. 18mm x 1.5 .709” x .059”
flare or by using an o-ring or washer o-ring. 20mm x 1.5 .787” x .059”

AN Thread Nominal Pipe Threads BSP

Number Size Thread O.D. Thread per British Standard Pipe is a straight thread.
3 3/8 - 24 .372” Size Inch BSP uses a washer o-ring or a crush washer
4 7/16 - 20 .431” 1/16” 27 for sealing. Lucas mechanical fuel injection
6 9/16 - 18 .560” 1/8” 27 equipment generally require these fittings.
8 3/4 - 16 .745” 1/4” 18
10 7/8 -14 .870” 3/8” 18 BSP Nomial O.D. x Threand/Inch
12 1 1/16 - 12 1.055” 1/2” 14 1/16” .304” x 28
16 1 5/16 - 12 1.308” 3/4” 14 1/8” .383” x 28
20 1 5/8 - 12 1.620” 1 1/4” 11 1/2 1/4” .518” x 19
24 1 7/8 - 12 1.870” 1 1/2” 11 1/2 3/8” .656” x 19
32 2 1/2 - 12 2.495” 2” 11 1/2 1/2” .825” x 14
SAFETY WIRE
Safety wire is commonly used to provide additional security so that a bolt or nut can’t back
off. It has many other uses: holding something up, holding something out of the way,
holding two things together, anywhere wire can be used.

HOW TO USE SAFETY WIRE

To secure a nut or bolt so it doesn’t come loose, drill a diagonal hole through a point of the
nut or bolt. Install wire through hole. Bring wire together, measure wire to an item being
used as an anchor point, wire must be cut longer than this distance, when twisted length will
shorten up. Anchor point must be in the OPPOSITE direct of the rotation of the nut or bolt,
otherwise the bolt/nut may rotate half to a full turn before the safety wire tightens up.
The anchor point for the other end of the safety wire must be further ahead, in direction of
SAFETY WIRE DRILL FIXTURE tightening rotation, of the nut or bolt head. We recommend that the anchor point is located
Drill fixture, to drill safety about 900 or more ahead of the item being secured.
1909
wire hole in hex fastners

STAINLESS STEEL SAFETY WIRE

Available in a one pound spool with a choice
of three wire diameter sizes. The wire is coiled
inside the can and pulls from the center to
provide easy access.
1906 Safety wire spool, .025" diameter wire
SAFETY WIRE PLIERS 1907 Safety wire spool, .032" diameter wire
1908 Safety wire spool, .041" diameter wire
Fast and easy way to twist safety wire. These pliers
are actually three tools in one - pliers, wire twisters,
and cutters.
1905 Safety wire pliers

© 2019
193
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
CHECK VALVES

3-WAY CHECK VALVE

CHECK VALVES - FLAPPER
Unit allows for two separate inlets to feed one outlet.
Aircraft grade hinged-flap “toilet seat” check A check valve on each inlet allows either supply to be
valve makes this a choice for roll-over valves, utilized, while restricting back flow through the supply
multiple tank fuel systems, or anti-back flow not in use. Billet aluminum housing, blue anodized, 8
valve. Hinged-flap has captive o-ring for excel- AN female ports, mounting ear with clearance hole for
lent seal when closed. a 1/4” bolt. This type of valve assembly is run on many
3090 4 AN male flare inlet & outlet
Lucas Mechanical injection systems (see Pages #205-
213). Those systems feature an electric starting pump
3091 6 AN male flare inlet & outlet and a mechanical engine driven pump. This assembly
3092 8 AN male flare inlet & outlet can also be installed when using two eletric pumps.
3097 10 AN male flare inlet & outlet
3098 12 AN male flare inlet & outlet Valve assembly with 6 AN male outlet
8102 and two 6 AN male flare check inlets
3093 3/4" NPT male inlet x 3/4"
NPT female outlet REPLACEMENT FLAPPER 8101
Valve assembly with 8 AN male outlet
ASSEMBLY and two 8 AN male flare check inlets
3094 16 AN male flare inlet & outlet
Includes: flap- Body ONLY, can be used as 8 AN
3095 20 AN male flare inlet & outlet 3140 4 AN per plate with 8100
female tee
3141 6 AN seal, spring, Check
3142 8 AN and pin only,
inlet fit-
3143 10 AN does not in-
clude fitting. ting
3144 12 AN

BUBBLE TIGHT
CHECK VALVE
This 6 AN valve has an
#3048 #3049 o-ringed poppet for positive
ONE WAY CHECK VALVE sealing. Flows 1000 lbs/hr with
Ideal for pressure capturing equipment or low volume a 2 PSI pressure drop for a very low
one-way flow to a nozzle, primer system, etc. restriction. Valve has 0.5 PSI nominal
opening pressure.
1/8" NPT male inlet and outlet, brass, 1-PSI 3096 Bubble tight one-way check valve, 6 AN male flare inlet and outlet
3048 nominal opening pressure, gasoline and
methanol only, 1.3" overall length
1/4" NPT male inlet and outlet, brass, 1-PSI
3049 nominal opening pressure, gasoline and © 2019
methanol only, 1.59" overall length

BOOST PRESSURE CAPTURING ASSEMBLY

For monitoring maximum manifold pressure (boost) without
watching the gauge. Assembly is setup with one-way check valve, glyc-
erin filled pressure gauge,and push button pressure release.
Boost pressure gauge assembly; uses #3048 check #5931
5931 valve, 1/8" NPT, specify 0-30 or 0-60 PSI gauge
Boost pressure gauge assembly; uses #3049 check #5932
5932 valve, 1/4" NPT, specify 0-30 or 0-60 PSI gauge

194
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
AIR FILTRATION - FILTER FOAM
Excellent for protecting racing and high performance engines from dirt in the air. This open
cell polyurethane material is easily cleaned for reuse. Sold in bulk, allowing you to con-
struct the most suitable filter for your application, while it is less expensive than other filter
systems.
5010 Green, 65 pores per inch. For air with very fine dirt.
Roll: 12” wide x 4’ 10” long x 1/2” thick
5015 DISCONTINUED Grey, 45 pores per inch. For air with
medium dirt. Roll: 12” wide x 6’ 8” long x 1/2” thick
5020 Set of (8) Nozzle Vent Filter Bisciuts (NVFB), to protect
the air orifice on constant flow nozzles from dirt, 45 PPI
5021 Individual Nozzle Vent Filter Biscuit, EAC
ADVANTAGES OVER INDIVIDUAL AIR CLEANERS
Using an individual air cleaner on each ramtube, can seri-
ously lower power output. This is because each cylinder
is drawing in air only about 30% of the time, and when it
does, it takes a very fast “gulp”. This instantaneous flow
rate is very high, and individual air cleaners have a small
area, so they can be restrictive. A small amount of dirt
can cause an even greater loss in air flow.
#5021 #5010
We recommend the use of an air box type filter that Metallic
covers all the ramtubes. When each ramtube takes it’s Hardware window Filter foam
“gulp” of air, it will have the entire area of foam to draw Mesh screen
air through. The foam would have to be extremely dirty 1/4” openings
before any appreciable
restriction would occur.
The air box system does not require removing the ramtube
bells, like some individual air cleaners do.
The bells should NOT be removed, as this causes
appreciable power loss at high engine speeds.
FILTER SYSTEM CONSTRUCTION
Use a large area of foam to insure maximum air flow
through the filter, while increasing its capacity to hold
dirt without becoming restrictive.

SIZE FORMULA :
Gives approximate mini-
mum filter surface area CID = Cubic Inch of Engine Displacement
CID X RPM = A RPM = RPM of engine at max. power
needed. 25,500 A = Effective area in square inches of filter

EXAMPLE : Reference :
427 X 7500 A 11 1/4” X 11 1/4” square is 126.5 square inches.
25,500 = 126 Square Inches of A 9” X 13 1/4” is 121.5 square inches.
Filter Area minimum. A 12” X 12” is 144.0 square inches ( one square foot ).

The finished element consists of three layers. The hardware mesh gives
A filter that has adequate structural strength. The metallic window screen is
filtering area when it is new sandwiched between the mesh and the foam to serve as a flame arrestor, TO
(clean) may not once it traps PROTECT THE FOAM IN CASE OF A BACKFIRE! The filter foam sits
a fair amount of dirt. It is on the outside of the screen.
smart to make the filter a Filter foam butt seams can be made by applying five minute epoxy to
minimum of 20% larger to the edges, then holding them until the glue sets. Make the foam element
compensate for this... the slightly smaller than the mesh support, so it will fit over with a stretch fit.
bigger the better.
© 2021
195
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
AIR FILTRATION - CONTINUED -
When building an air box filter, the top plate should be mounted a minimum of .7 x ramtube inside di-
amter above the top of the ramtubes. Example: .7 x 2.5” diameter = 1.75”. The base plate should
be sealed to the ramtubes. Leave enough room below it to adjust the barrel valve and throttle stops.
Maintain a minimum of 1 1/2” from the straight part of the ramtubes to the sides of the filter ele-
ment.
For dirt track racing we recommend that you construct a sheet metal shield that mounts about 1 1/2”
from the outside of the element, like an upside-down box. This will deflect dirt thrown by the tires.

In cases where it is not practical to use filter-element-sides for your air box, you can construct the air
box using sheet metal sides and duct filtered air from a remote filter via large diameter flexible tubing.
Oiling the foam will increase it’s effectiveness in trapping fine dirt. Use K&N oil (Kinsler #5043) or
about 1 tablespoon of 10W oil per square foot of foam. Put the oil on the foam
and then wring the element until the oil is evenly distributed. DO NOT OVER OIL !!!
To clean the filter foam, use a non-flamable water based cleaning solution that cuts oil: water with dish soap, Kinsler #5042
K&N air filter cleaner, etc. Thoroughly dry the foam before reinstalling, then re-oil it.

CARBURETORS
Our filter foam is excellent for use with carbs. It can be used to
construct a replacement for your original element, or you can use
it to build a custom air filter system.
K & N ® AIR FILTERS
CLEANER AND OIL If you don’t see the filter you
need, call us. Other filter sizes
FOR K&N ® AIR FILTERS and custom filters are available.
5042 Cleaner, 32 fluid
ounce spray bottle
5100 Hilborn 2 1/16" single ramtube, no angle, set of 8
5043 Oil, 12 fluid ounce
aerosol can 5101 Hilborn 2 1/16" single ramtube, 5o, set of 8
5102 Hilborn 2 1/16" small block Chevrolet V8, siamese, set of 4
5103 Hilborn 2 3/16" single ramtube, no angle, set of 8
5104 Hilborn 2 3/16", single ramtube, 5o, set of 8
5105 Hilborn 2 3/16" small block Chevrolet V8, siamese, set of 4
5106 Hilborn 2 7/16", single ramtube, no angle, set of 8
5107 Hilborn 2 7/16", single ramtube, 5o, set of 8
5108 Hilborn 2 7/16" small block Chevrolet V8, siamese, set of 4
5109 Hilborn 2 7/8" big block Chevrolet V8, siamese, set of 4
5111 Kinsler and Crower 2.9" big block Chevrolet V8, 5 o,
requires removal of ramtube bell, set of 8
OUTERWEARS ® 5112 Kinsler 2 3/16" and 2 1/4" small block Chev. V8, siamese,
set of 4
PRE-FILTERS FOR
5113 Kinsler 2 3/8" and 2 7/16" small block Chev. V8, siamese,
K&N AIR FILTERS set of 4
Helps keep dirt and mud from being packed into the pleats of your 5114 Kinsler 2 1/2", 2 5/8", 2 11/16” small block Chev. V8,
K&N filters, to save time and effort in cleaning. Pre-Filters can be siamese, set of 4
washed and reused. Available for all Kinsler small block Chev, Mo- 5115 Kinsler and Engler 2 11/16", small block Chev. V8,
par, Ford, Buick injection units. Custom made units are available. siamese, set of 4
5119 Kinsler Pontiac 4-cylinder Super-Duty, 2 1/4" and 2 1/2"
5190 Fits Kinsler with K&N siamese air filter, each 5120 Kinsler small block Ford V8, all sizes (may require turning
O.D. of ramtube bell), set of 8
5191 Fits Kinsler with K&N single air filter #5120 and #5121, each 5121 Kinsler small block Chevrolet with Dart/Buick cylinder
5192 Fits Hilborn with K&N siamese air filter, each heads, all sizes (may require turning O.D. of ramtube bell),
5193 Fits Hilborn with K&N single air filter, each set of 8
5194 Fits aluminum air box panel filter #5122 5123 Valve cover breather, 1"I.D. neck, 3"O.D., 2 3/8" tall
5195 Fits carbon fiber air box #5151 for 8 cylinder 5124 Oval element, inside 22.75" long x 4.25" wide x 2.43" tall
5196 Fits carbon fiber air box #5152 for 4 cylinder 5125 Kinsler PSI T-body air box, triangle shape, 6 1/2" tall
5197 Fits #5123 K&N air filter for valve cover breather 5126 Oval element, inside 7.37" long x 3.75" wide x 2" tall
5198 Fits #10663 K&N idle air control housing air filter, for Kinsler 5127 Lid, for siamese ramtube K&N filter, aluminum
remote mount I.A.C. 5128 Clamp, for base of siamese ramtube K&N filter, stainless
steel
© 2019
196
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
AIR FILTRATION - CONTINUED -

#5152

CARBON-FIBER AIR BOXES

Complete air box consists of carbon-fiber formed base with solid rubber
#5151 panels for ramtubes
Complete air(customer responsible
box for Kinsler to cut
small block holes for
Chevrolet the ramtubes
and
RAMTUBE BOOTIES to go through).
5180 Mopar V8, Upper part 2of1/4",
2 3/16", box 2is1/2",
molded with
2 5/8", or filtering
2 11/16",material on
Reinforced sides with water repellant 25 micron nylon mesh media. the top and sides.
specify Quickbetween
distance releaseright
clipsand
areleft
included. Outside
throttle bore dimensions
centers
Can be made for any single ramtube or pairs of siamesed ramtubes, listed
5182
below.
Replace rubber sleeves with retainer plates for #5180 with
please call to discuss 5151 2Complete
3/16" - 2V81/4" throttle
style size,weighs
air box, set of 3.6
fourlbs.,
your project. 5183 7" tall
Replace x 14" wide
rubber x 19"
sleeves long
with retainer plates for #5180 with
5152 2Complete
1/2" - 2 in-line
5/8" throttle size, air
4 cylinder set box,
of four
weighs 2.4 lbs.,
Complete
7" tall x 7"airwide
boxxfor
19"small
longblock Ford V8, small block
5181
5153 Chevrolet with Dart/Buick,
Complete dual-cylinder SB2,weighs
air box, Brodix1.3
canted
lbs., valve, or
symmetrical port Chevrolet heads, 2 1/4" - 2 5/8" throttle size
7" tall x 7" wide x 9" long
Replace rubber sleeves with retainer plates for #5181 with
5184
K&N PANEL FILTER
2 1/4" throttle size, ELEMENT
set of eight
Replace rubber sleeves with retainer plates for #5180 with
For
5185‘do-it-yourself’ air box construction.
2 1/2" - 2 5/8" throttle size, set of eight
5122 Air filter replacement for V8 air box, 10" wide x 16" long
5194 Pre-filter replacement for V8 air box

#5122

BLOWER HAT AIR FILTER

Consists of aluminum adapter to
inlet of blower hat, K&N air filter,
billet aluminum front plate, and
installation hardware.
5140 Kit for Enderle Bugcatcher,
6" deep, 5" tall, 13.5" wide
5142 Kit for Enderle Birdcatcher,
11" deep, 6" tall, 17" wide

AIR BOX FOR KINSLER MOTORCYCLE UNIT CUSTOM AIR FILTERS

Kinsler can custom fabricate an air filter system for your specific
Avaialble with fiberglass or carbon fiber base, requirements
wire mesh screen dome with foam filter media,
call for details

© 2020
Custom air filters made
for 460 big block Ford
street application
197
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
AIR DENSITY GAUGE
WORKS EQUALLY WELL WITH
FUEL INJECTION OR CARBS
GIVES READINGS TO COMPENSATE FOR
CHANGES IN ALTITUDE AND WEATHER
6016 Air density gauge, Kinsler brand, 60% to 110% scale
6017 Labor to qualify and calibrate new gauge. Critically
important...no other brand on the market is calibrated
6018 Labor to qualify and SPECIAL calibrate new gauge for
COLD WEATHER USE ONLY, for snowmobiles
6019 Labor to qualify and re-calibrate customer's gauge (does
NOT include extensive rebuilding)
6028 Labor to qualify and re-calibrate customer's gauge for
COLD WEATHER (does NOT include extensive rebuilding)
6029 Replacement bezel and lens, for #6016 air density gauge
WHY YOU NEED TO MEASURE AIR DENSITY
The power output of an engine is directly related to the density of the air that it consumes.
Air density is mainly affected by barometric pressure and air temperature.
Each time a piston goes down in your engine, it draws in the same volume of air, but the weight of that volume will vary from
day to day. If the atmospheric pressure increases (higher barometer), the air becomes compressed slightly... denser. If the
temperature cools, the air shrinks slightly, which also makes it denser. The denser air makes the same volume weigh more, so
more power will be produced.
The challenge is to measure the density change so the correct adjustment to the fuel rate can be made to keep a proper air-fuel
mixture... best power is obtained with just the right mixture... richer or leaner gives less power. For gasoline this ratio is about
twelve pounds of air to one pound of fuel, or 12:1.
Since neither mechanical injection nor carbs automatically change the fuel rate when the air density changes, the fuel system
needs to be re-jetted to keep the mixture correct.
If density increases but the fuel is not increased, the mixture will be lean. This will cause a power loss and could damage the
engine. Adding fuel to get the proper mixture will give us a power increase.
Lower air density can hurt power output in two ways. Example : the car was running good; the air density was 96%
and the vehicle was jetted just right. Now the air density has dropped to 87%, a loss of 9%. See “UNDERSTANDING
PERCENTAGE” on Page #194.
1) Since there is 9% less air to burn, there has to be a 9% loss of power... there is no way of correcting anything
to get that back. Of course, if the engine is supercharged or turbocharged, adjusting the overdrive or
wastegate is a way to compensate.
2) Even though there was a loss of 9% of air density, the constant flow metering system doesn’t sense it, so it
puts in the same amount of fuel as it did before. This makes the mixture too rich, which costs about another
5% of the power, making the total loss 14% (9% + 5%)!!! If the fuel system is leaned out to the proper air/
fuel ratio, the 5% will be recovered, so there is only the 9% basic loss.
Everyone at the track will be affected the same way. It’s just a matter of who can properly adjust for it.
HOW DOES THE AIR DENSITY GAUGE WORK
The gauge has a metal bellows with air sealed inside. Higher atmospheric pressure
compresses the bellows and moves the needle higher. Cooler temperature shrinks the air
in the bellows, which pulls the bellows together and also moves the needle higher. Thus
the gauge will give one needle reading to show the affect of atmospheric pressure and
temperature change on the air density.
CALIBRATION The gauges we calibrate are done to read 100% at 59oF and 29.92
IS OPTIONAL inches of mercury pressure (by international agreement, these are the
conditions for one standard atmosphere, STP). Some brands of gauges
are calibrated differently, and some gauges get abused, so they will
read differently than yours. Use only your gauge to take readings!

It doesn’t matter if two gauges don’t read exactly the same, since the readings are rela-
tive.... as long as you use the same gauge you should get good results. If you have a
problem with your gauge we can test and possibly repair it.
© 2019 Internal workings of an
air density gauge
198
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
AIR DENSITY GAUGE - CONTINUED -
CAUTION
All weather broadcasts and weather maps give barometer readings corrected to sea level
(zero altitude), so that high and low pressure weather fronts across the country can be
compared regardless of the altitude of the weather station. Example: Denver, Colo-
rado reads 24.00” on their barometer, but they are 5,000 feet above sea level, which
causes a 5.02” lower pressure, so they broadcast a 29.02” reading (24.00 + 5.02).
To do proper calculations you must use the actual reading of the location you are
at. The best way to do this is to have your own air density gauge. If you don’t
have a gauge, you could obtain a barometer reading from a nearby airport (which
will always be corrected to seal level), then corrrect it back to your altitude by
subtracting 1.0” for each thousand feet

AIR DENSITY GAUGE READING PROCEDURE

1) The gauge must be pulled up out of the foam of the
carrying case and placed in a shaded area. Do
NOT hold the gauge in your hand, or place it
inside the vehicle, or let sunlight fall directly on
it, as all of these will artificially warm the gauge.
Let the gauge sit for several minutes to stabilize
before taking a reading.
2) Find the best jet for the day. Record the air density
and jet size. The vents on the sides
3) The next race day, observe the readings of the air density of the gauge must be

gauge. If it reads higher than before, go to a richer jet...
exposed for a proper
this would be a smaller jet for a fuel injection unit, or a larger jet reading. See 1) above.
for a carburetor.
4) After just a few days of racing you will have established a chart for the
jetting requirements versus the air density. Any time after that, merely observe the reading of
the air density gauge, refer to the chart, and select the jet for the prevailing conditions. You should
always try one richer and one leaner jet.
NOTE : Humidity has a very small affect... it can be neglected on an average day. If the humidity
is very high (80-90%) go about 2% leaner, if it is very low (10-20%) go about 2% richer.
ALTERNATE PROCEDURE
This procedure will give the same results as the one above, but will take only
one racing day to determine a baseline for making future jet changes:
1) and 2) Same as above.
3) The next race, observe the air density. Calculate the percent change in the air density.
Example On the first day, air density was observed to be 94%
On the second day, air density was observed to be 86%
PERCENT: NEW A.D. - OLD A.D.
X 100 = percent (%) 86 - 94 X 100 = -8 X 100 = -.085 X 100 = -8.5%
CHANGE : OLD A.D. change 94 94

Note that the sign is (-) because the air density has decreased; go to a leaner main jet. If the sign is (+) the air
density has increased and go to a richer main jet. A high reading on the gauge means that there is an increase in
density.
4) Go to the table on the next page and find your application. Go across in the table until coming to the
per cent change that is closest to what has been calculated. Change the main jet by the amount shown
in the column heading.
Example - Running an unblown gas engine, 427 cubic inches, -1 fuel pump. Under the “Unblown Gas” heading, use the
“402-520” line, -1 pump. Go across to the percentage that is closest to the one calculated above: 8.5%. The 9.0% figure is
closest, so go .010” leaner (larger on fuel injection) on the main jet.
UNDERSTANDING PERCENTAGE
One whole item of anything is 100% of it. 9% of an apple is 9/100 or .09 of it. Rather than saying 9/100
or .09 of the apple, it is much easier to say 9%. To make any fraction into a %, move the decimal point two
places to the right, thus .09 becomes 9%.
© 2019
Example: 1/2 of something is .50 of it or 50% 1/8 of something is .125 or 12.5%
199
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
AIR DENSITY GAUGE - CONTINUED -
The systems operating pressure will affect the percent change of fuel flow
PERCENT CHANGE IN FUEL DELIVERY when changing the main jet.
TO ENGINE VERSUS JET CHANGE This table is based on a typical system pressure of between 45 to 70 PSI.
K-TYPE COMMERCIAL
CUBIC PUMP SIZE JETS JETS
APPLICATION INCHES KINSLER / HILBORN .002” .004” .006” .008” .010” .005” .010”
UNBLOWN GAS 302-402 400 -0 3.0 6.0 9.0 12.0 15.0 7.5 15.0
402-520 700 -1 1.8 3.6 5.4 7.2 9.0 4.5 9.0
520+ 700 -1 2.1 4.2 6.3 8.4 10.5 5.2 10.4

BLOWN GAS 302-520 700 -1 1.8 3.6 5.4 7.2 9.0 4.5 9.0

UNBLOWN ALKY 70-200 300 3.0 6.0 9.0 12.0 15.0 7.5 15.0
300-400 -00 2.0 4.0 6.0 8.0 10.0 5.0 10.0
400-500 400 -0 1.8 3.5 5.3 7.0 8.8 4.4 8.8
500+ 700 -1 1.6 3.2 4.8 6.4 8.0 4.0 8.0
700 -1
BLOWN ALKY 300-500 1.1 2.1 3.2 4.2 5.3 2.7 5.3
300-500 700 -1 1.0 1.9 2.9 3.8 4.8 2.4 4.8
1300 -2
UNBLOWN NITRO 300-500 1.1 2.1 3.2 4.2 5.3 2.7 5.3
300-500 700 -1 1.2 2.4 3.6 4.8 6.0 3.0 6.0
1300 -2
BLOWN NITRO 300-500 LB750 -4 0.4 0.8 1.2 1.6 2.0 1.0 2.0

#6020 #6021 #6013

6020 Case, to hold air density gauge ONLY, 4.7" x 4.7" x 3.0"
CASES
6021 Case, to hold air density gauge and 40 spark plugs,
Nicely finished polished hardwood, piano type hinge, sturdy front latch, 12.7"
and foam
x 5.6"liner.
x 4.5", has carrying strap.
6020 Case, to hold air density gauge ONLY, 4.7" x 4.7" x 3.0" 6013 Case, to hold air density gauge and fuel analyzer kit,
6021 Case, to hold air density gauge and 40 spark plugs, 11.2" x 6.3" x 4.5", has carrying strap
12.7" x 5.6" x 4.5", has carrying strap. 6027 Foam insert, replacement in #6013 fuel anaylzer case
6013 Case, to hold air density gauge and fuel analyzer kit,
Computech
11.2" x 6.3" xSystems
4.5", has carrying strap
Race Air
6027 FoamCompetition
insert, replacement in #6013 fuel anaylzer case
Weather Analyzer
All-in-one digital weather station.
Features: automatic air sampling and
an internal fan control to provide
highly accurate results. Provides
weather data and calculated values to
assist in E.T. prediction and tuning.
John Anderika of East Coast Auto Electric.
Big block Chev using Kinsler constant flow
Race Air Competition metering and mono-valve throttle body
11052 Weather Analyzer

© 2019
200
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
FUEL ANALYZER KIT FOR SPECIFIC GRAVITY
FOR FUEL INJECTION OR CARBS
LAB GRADE HYDROMETERS
FOR GAS, ALKY, NIITRO
UNDERSTANDING SPECIFIC GRAVITY (sp gr)
The sp gr of any substance is its weight compared to an
equal volume of water. Since water is used as the
reference, it was given a sp gr of 1.0 At 68 deg F
(20 deg C) water weighs 8.330 pounds per gallon;
62.32 pounds per cubic foot.
Examples:
1. Gasoline with a sp gr of .740 is 74% of the
density of water.
2. What is the weight of a gallon of gasoline with
.740 sp gr at 68 deg F? .740 x 8.330 = 6.16pounds
3. What is the weight of a gallon of methanol with .792 sp gr
at 68 deg F? .792 x 8.330 = 6.60 pounds
The second and third example above are valid at about room temperature, but #6015 Complete
keep in mind that as any substance is heated it expands, so the specfic gravity of any kit plus air density
liquid decreases (weighs less per gallon) as its temperature increases. Because of this, sp gr
must always be referenced to some standard temperature. Each of our hydrometer kits contains gauge. Has easy
a temperature correction table so you can read the sp gr of your fuel at any temperature, then procedure sheet
correct it to any standard temperature you want to use; we like 70 deg F. If you are measuring
sp gr at about room temperature, using that reading will usually be close enough, but if it is ten
or twenty degrees hotter or cooler, you might want to use the correction tables.
WHY CHECK THE FUEL
Engines perform best in a narrow band of air-fuel ratios, determined by the weight of the air and
fuel. Since all fuel injection systems and carburetors meter fuel by volume, a jet change must be
made if the sp gr of the fuel changes significantly. This change is to adjust the volume to keep
the weight of the fuel going to the engine the same. Example: if the sp gr of the fuel increases
4%, then the volume injected must be decreased 4% to keep the weight going to the engine the
same.
Many race tracks and sanctioning bodies use our Fuel Analyzer Kit to spot-check the
sp gr of the racers’ fuel, to see if it is consistent with the fuel that is legal at that track.
6014 COMPLETE FUEL ANALYZER KIT, consists of:
Two hydrometers (two of the same or two different...)
specify which: #6003, #6004, #6005, #6006, #6007
One #6010 glass cylinder
One #6011 thermometer
One #6013 polished wood carrying case with foam liner,
two plastic vials, and instructions
6015 COMPLETE FUEL ANALYZER KIT WITH KINSLER AIR DENSITY
GAUGE: Same as #6014, plus #6016 Kinsler air density gauge and
#6017 qualification and calibration of gauge (see pg #190)
6003 Hydrometer, lightest gas (aviation gasoline), .640-.710 (sp gr), 12" overall
length, 5" scale at 0.0005 sp gr divisions
6004 Hydrometer, most pump gas and straight methanol (alcohol), .700-.810
(sp gr), 12" overall length, 5" scale at 0.001 sp gr divisions
6005 Hydrometer, 0-60% nitromethane, .650-1.000 (sp gr), 12" overall length,
4" scale at 0.005 sp gr divisions
6006 Hydrometer, 60-100% nitromethane, 1.000-1.220 (sp gr), 12" overall
length, 5 1/2" scale at 0.002 sp gr divisions
6007 Hydrometer, 15-60% nitromethane, .840-1.00 (sp gr), 12" overall length,
5" scale at 0.001 sp gr divisions
6010 Cylinder, glass, 250cc, for use with hydrometer and thermometer
6011 Thermometer, -30 degrees F to 120 degrees F, laboratory grade, 12"
overall length, 7" scale at 1 degree F divisions
6013 Case only, for fuel analyzer kit, polished wood with foam insert
6027 Foam insert, replacement in #6013 fuel anaylzer case #6006 #6010 #6011
Hydrometer Glass Thermometer
© 2019 Cylinder
201
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
UNDERSTANDING FUELS
HOW TO CHECK THE FUEL
See detailed instructions on Pages #198-200 and supplied with fuel analyzer kit. Put enough of the liquid to be
tested in the glass cylinder to allow the hydrometer to float. Hold the thermometer in the liquid so the bulb is sub-
merged but not touching any part of the glass cylinder. Carefully sight across the bottom of the meniscus and read
the hydrometer. The hydrometer MUST be floating freely, not in contact with the glass cylinder or your fingers.

OCTANE
Octane is a unit of measurement used to rate a fuels ability to resist detonation. Detonation (spark knock, ping)
is the tendency of the fuel to explode violently in the engine rather than burning smoothly. If the fuel detonates,
the pressure in the combustion chamber rises so fast and high that it is like beating on the top of the piston with
a hammer... this is a primary cause of piston, rod, and bearing failures. The higher the octane rating the higher
the resistance of the fuel to detonation. Racing gasoline is blended to provide additional octane rating, not more
energy. In fact, all grades of gasoline have about the same amount of energy per pound. Increasing the octane,
can get more power, since more compression or spark advance can be used. Note: too much octane can slow the
burn rate of the fuel causing a loss in power.
GASOLINE
There is a big difference in specific gravity between various brands and grades of gasoline, often even between
two batches of the same brand. The typical range of premium automotive pump gasoline is .730 to .760., aviation
gasoline is .680 to .720, some unleaded racing gasolines are as heavy as .790. Many blends of pump gas now
contain as much as 10% ethanol. These blends generally fall into the heavier specific gravity range.
For Example : Unocal 76 ® unleaded racing gasoline .788 @ 590F (150C).
Unocal 76 ® leaded racing gasoline .728 @ 59oF (150C).

METHANOL (ALCOHOL)
The specific gravity of pure methanol is .792 @ 68oF (200C). Methanol, methyl alcohol or wood alcohol
(CH3OH), is usually made from natural gas. It was first discovered in 1823 by condensing hot gases from the
burning of wood. It has been the fuel for Indianapolis 500 race cars since 1965. Methanol has the ability to
absorb water, even right out of the air. Keeping your fuel sealed will help prevent contamination. Adding water
to alcohol will increase the specific gravity. High levels of water contamination will cause the alcohol to normally
get cloudy. Loss of engine performance will typically occur before the contamination reaches these high levels.
Fuel should be checked with a hydrometer before using it, maybe even before you leave your supplier, just to be
sure to avoid any problems. Methanol is extremely corrosive to aluminum and magnesium, great care should be
taken to keep this reaction to a minimum. The fuel system components should be of materials that do not react
with methanol (stainless steel, brass, etc.) or should have a protective coating. Methanol crystallizes when it drys,
this dried methanol does not readily dissolve. The fuel system will need constant attention. When not in use, the
fuel should be drained out of the system. Flushing, or “pickling” with gasoline is a common practice.

ETHANOL
The specific gravity of ethanol is .815 @ 68oF (200C). Ethanol, ethyl alcohol or grain alcohol (CH3CH2OH), is a liquid derived from corn
or other grain, other agricultural products or waste. Because ethanol is corrosive (due to oxidation), the same modifications must be made
to the fuel system as methanol to protect the fuel system components.
In the 1880s, Henry Ford built one of his first automobiles - the quadricycle - and fueled it with ethanol. Early Ford Model T’s had
a carburetor adjustment that could allow the vehicle to run ethanol fuel that was produced by America’s farmers. Ford’s vision was
reportedly to “build a vehicle affordable to the working family and powered by a fuel that would boost the rural farm economy”. However,
in the past due to whatever reasons any alternative fuels other than gasoline were suppressed. Today, we are seeing the return of
alternative fuel vehicles.
NITROMETHANE
The specific gravity of pure nitromethane is 1.139 @ 60-70o F. Nicknamed ‘nitro’ is chemically CH3NO2. Pure alcohol (.792 @ 68o F) is
considerably different than nitromethane, it is easy to determine the percentage of nitromethane in alcohol by measuring the specific grav-
ity of the mixture. Adding nitro to alcohol will increase its specific gravity. A table can be set up to show the percentage of nitromethane
versus specific gravity (We supply this when a hydrometer or fuel analyzer kit is purchased).
The procedure is only slightly complicated by the fact that temperature affects the specific gravity, since any fluid expands as it is warmed,
and therefore has a lower specific gravity. For example, take a 60% mixture of nitro and alcohol and heat it, we know that it is still a 60%
mixture, yet its specific gravity is lower.
Some brands of nitro hydrometer kits are sold without correction tables. Errors of 5% are common if no temperature correction is used.
For best engine performance the nitro percent mixture should be kept within one or two percent of what the engine was tuned for.

NOTE: Mixing nitromethane creates a mild endothermic reaction, which absorbs heat from the mixture, thus cooling it
(this is the opposite of most reactions, which give off heat). The maximum affect is with about a 50% mixture, which cools
approximately 15oF.
© 2019
202
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
SPECIFIC GRAVITY
PROCEDURE FOR OBTAINING OBSERVED SPECIFIC GRAVITY
1) Holding the glass cylinder almost horizontal, place the hydrometer
and thermometer into it. Slowly bring the cylinder to an upright Thermometer
position while jiggling them gently to the bottom.

2) Fill the cylinder to within an inch of the top with a sample of the Hydrometer
gasoline. This will cause the hydrometer to project out of the top
for easy positioning with your fingers.

3) Place the cylinder in the shade. Meniscus

Wait a few minutes for the temperature to stabilize.
Eye
4) Carefully sight across the bottom of the meniscus and read the
hydrometer. It must be floating freely when you read it; not in
contact with the cylinder or your fingers.

5) Hold the thermometer up so that it’s bulb is about at the CAUTION

the middle of the hydrometer’s bulb. To avoid
Read the temperature. damage, always
lower the
6) Note that you now have the observed specific gravity. To find the hydrometer
true specific gravity you must go to the correction chart, go down
the column that has the heading temperature that is closest to the slowly into the
one you observed, until you come to the specific gravity you liquid;
observed, then go across to the 600F column and read true specific dropping it
gravity. may make it hit
the bottom of
the glass
PROCEDURE FOR DETERMINING JET CHANGES
cylinder.
FOR A CHANGE IN SPECIFIC GRAVITY
Since the specific gravity of a liquid decreases with a rise in it’s temperature, specific gravity
must always be referenced to a particular temperature. The accepted standard is 600F.
However, since it is not convenient to have to measure the liquid at 600F in the field, a chart has
been made up to allow the specific gravity to be measured at any temperature, and then corrected to 600F.
Example : at 900F, the specific gravity of a gasoline sample is found to be .747. Go to the chart and go down the column labeled 900F until
you find .747 . Now read the true specific gravity in the 600F column as .760.
In the procedure below, any time we refer to specific gravity, we mean corrected specific gravity... the specific gravity at 600F.
Procedure - To go from one type or batch of gasoline to a new one :
1) Measure the specific gravity of the “old” fuel, and note the jet size that worked best.
2) Measure the specific gravity of the “new” fuel.
3) Calculate the percent difference between the old fuel and the new one: New fuel specific gravity - Old fuel specific gravity
Old fuel specific gravity
EXAMPLE : A new fuel is checked as .712, old fuel is .736 .712 - .736 = -.024 = -.0326 = -3.26%
.736 .736
4) To make jetting correction :
a) For fuel injectors... Using the table below, go up or down on jet size to get the same total % change as determined in
step #3 above. Since the example was “-”, go to a richer (smaller) main jet. If it had been “+”, go to a leaner (larger)
main jet.

Percent change in fuel delivery to engine versus jet change for popular type fuel injection units, gasoline only :
Engine Displacement Pump Size K-type Jet .002” K-type jet .004” Commercial Jet .005”
302 - 402 cid -0 3.0 6.0 7.5
402 - 520 cid -1 1.8 3.6 4.5
All size blown -1 1.8 3.6 4.5

b) For carburetors... Calculate the area of the old main jets and increase or decrease them by the same percentage found in
step #3 above. Going larger on carburetor jets is richer.
[ Old jet area = (old jet area X % from step #3) ] = new jet area

Sign (+ or -) is the opposite of the sign found for the % in step #3. © 2019
203
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
SPECIFIC GRAVITY
The 0 in this chart refers to straight pure methanol (.792 sp. gr. @ 680F)
and the numbers refer to the percentage of nitromethane in methanol.
Typically the grade of methanol used for racing is not pure in the true sense.
Most is really classified as anywhere from 96 to 97% pure. There is 100% pure
methanol but it is far more costly.

If your base number is different than .792 for pure methanol then you will need to
adjust all the numbers of the chart to compensate for the difference.

STRAIGHT METHANOL (ALKY) TO 50% NITRO 50% NITRO TO 100% NITRO

Observed Observed
Sp. Gr. 50oF 60oF 70oF 80oF 90oF 100oF Sp. Gr. 50oF 60oF 70oF 80oF 90oF 100oF
.778 --- --- --- --- 0 0 .966 48 50 51 52 54 56
.785 --- --- --- 0 2 3 .973 50 52 53 54 56 58
.792 --- 0 0 2 4 5 .980 52 54 55 56 58 60
.799 0 2 3 4 6 7 .987 54 56 57 58 60 62
.806 2 4 5 6 8 9 .994 56 58 59 61 62 64
.813 4 6 7 8 10 11 1.001 58 60 61 63 64 66
.820 6 8 9 10 12 13 1.008 60 62 63 65 66 68
.827 8 10 11 12 14 15 1.015 62 64 65 67 69 71
.834 10 12 13 14 16 17 1.022 64 66 67 69 71 73
.841 12 14 15 16 18 19 1.029 66 68 70 72 73 75
.847 14 16 17 18 20 21 1.036 68 70 72 74 75 77
.854 16 18 19 20 22 23 1.043 70 72 74 76 77 79
.861 18 20 21 22 24 26 1.049 72 74 76 78 79 81
.868 20 22 23 24 26 28 1.056 74 76 78 80 82 84
.875 22 24 25 26 28 30 1.063 76 78 80 82 84 86
.882 24 26 27 28 30 32 1.070 78 80 82 84 86 88
.889 26 28 29 30 32 34 1.077 80 82 84 86 88 90
.896 28 30 31 32 34 36 1.084 82 84 86 88 90 92
.903 30 32 33 34 36 38 1.090 84 86 86 88 90 92
.910 32 34 35 36 38 40 1.097 86 88 90 92 94 96
.917 34 36 37 38 40 42 1.104 88 90 92 94 96 98
.924 36 38 39 40 42 44 1.111 90 92 94 96 98 100
.931 38 40 41 42 44 46 1.118 92 94 96 98 100 ---
.938 40 42 43 44 46 48 1.124 94 96 98 100 --- ---
.945 42 44 45 46 48 50 1.131 96 98 100 --- --- ---
.952 44 46 47 48 50 52 1.138 98 100 --- --- --- ---
.959 46 48 49 50 52 54 1.145 100 --- --- --- --- ---

© 2019
204
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
SPECIFIC GRAVITY
OBSERVED SPECIFIC GRAVITY VERSUS TRUE SPECIFIC GRAVITY AT 600F
FOR AUTOMOTIVE GASOLINE.
This table corrects for both the change in volume of the glass hydrometer and the change in volume
(specific gravity) of the liquid when using Kinsler’s soft glass hydrometer.

50oF 55oF 60oF 65oF 70oF 75oF 80oF 85oF 90oF 95oF 100oF
.774 .772 .770 .768 .766 .764 .761 .759 .757 .755 .753
.772 .770 .768 .766 .764 .762 .759 .757 .755 .753 .751
.770 .768 .766 .764 .762 .760 .757 .755 .753 .751 .749
.768 .766 .765 .762 .760 .758 .755 .753 .751 .749 .747
.766 .764 .762 .760 .758 .756 .753 .751 .749 .747 .745
.764 .762 .760 .758 .756 .754 .751 .749 .747 .745 .743
.762 .760 .758 .756 .754 .752 .749 .747 .745 .743 .741
.760 .758 .756 .754 .752 .750 .747 .745 .743 .741 .739
.758 .756 .754 .752 .750 .748 .745 .743 .741 .739 .737
.756 .754 .752 .750 .748 .746 .743 .741 .739 .737 .735
.754 .752 .750 .748 .746 .744 .741 .739 .737 .735 .733
.752 .750 .748 .746 .744 .742 .739 .737 .735 .733 .731
.750 .748 .746 .744 .742 .740 .737 .735 .733 .731 .729
.748 .746 .744 .742 .740 .738 .735 .733 .731 .729 .727
.746 .744 .742 .740 .738 .736 .733 .731 .729 .727 .725
.744 .742 .740 .738 .736 .734 .731 .729 .727 .725 .723
.742 .740 .738 .736 .734 .732 .729 .727 .725 .723 .721
.740 .738 .736 .734 .732 .730 .727 .725 .723 .721 .719
.738 .736 .734 .732 .730 .728 .725 .723 .721 .719 .717
.736 .734 .732 .730 .728 .726 .723 .721 .719 .717 .715
.734 .732 .730 .728 .726 .724 .721 .719 .717 .715 .713
.732 .730 .728 .726 .724 .722 .719 .717 .715 .713 .711
.730 .728 .726 .724 .722 .720 .717 .715 .713 .711 .709
.728 .726 .724 .722 .720 .718 .715 .713 .711 .709 .707
.726 .724 .722 .720 .718 .716 .713 .711 .709 .707 .705
.724 .722 .720 .718 .716 .714 .711 .709 .707 .705 .703
.722 .720 .718 .716 .714 .712 .709 .707 .705 .703 .701
.720 .718 .716 .714 .712 .710 .707 .705 .703 .701 .699
.718 .716 .714 .712 .710 .708 .705 .703 .701 .699 .697
.716 .714 .712 .710 .708 .706 .703 .701 .699 .697 .695
.714 .712 .710 .708 .706 .704 .701 .699 .697 .695 .693
.712 .710 .708 .706 .704 .702 .699 .697 .695 .693 .691
.710 .708 .706 .704 .702 .700 .697 .695 .693 .691 .689
.708 .706 .704 .702 .700 .698 .695 .693 .691 .689 .687
.706 .704 .702 .700 .698 .696 .693 .691 .689 .687 .685
.704 .702 .700 .698 .696 .694 .691 .689 .687 .685 .683
.702 .700 .698 .696 .694 .692 .689 .687 .685 .683 .681
.700 .698 .696 .694 .692 .690 .687 .685 .683 .681 .679
.698 .696 .694 .692 .690 .688 .685 .683 .681 .679 .677
.696 .694 .692 .690 .688 .686 .683 .681 .679 .677 .675
.694 .692 .690 .688 .686 .684 .681 .679 .677 .675 .673
.692 .690 .688 .686 .684 .682 .679 .677 .675 .673 .671
© 2019
.690 .688 .686 .684 .682 .680 .677 .675 .673 .671 .669
.688 .686 .684 .682 .680 .678 .675 .673 .671 .669 .667
.686 .684 .682 .680 .678 .676 .673 .671 .669 .667 .665
205
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
FUEL DATA
Air/Fuel Ratio Latent heat of Mixture temp.
Density Weight lb/gal Heating Value for complete evaporation drop due to
sp. gr. at 60oF at 60oF Btu/lb - ** combustion Btu/lb - ** latent heat, oF - **

Gasoline .690 aviation 6.17 for 20,000 14.7 148 35

.751 most pump .740 sp. gr.
[ avg of (6) major brands ]
.690 - .740 typical race

Methanol .792 with no 6.60 8,600 6.5 500 250

water present
(anhydrous)

Nitromethane 1.139 9.50 4,500 1.6 135 ?

(100%)

** - These are approximate values, especially the latent heat and mixture temperature drop.
Note : water is 8.3 pounds per gallon.
Example of use : A popularly accepted rule of thumb is that of the total heating value of gasoline, only about 1/3 goes down
the drive shaft as work, as about 1/3 goes out of the radiator as heat and about 1/3 goes out of the exhaust
pipes as heat and blow-down pressure.
Lets look at a 331 cubic inch small 648 hp @ 7800 rpm with .46 BSFC (Brake Specific Fuel Consumption)
block professional road race engine: 470 ft-lb @ 6750 rpm with .42 BSFC
Looking at our conversion chart, we know that one horsepower = 42.44 Btu
Torque From the conversion chart, hp = torque (ft-lb) x rpm = 470 x 6750 = 604 hp
5252 5252
604 hp x 42.44 Btu/min per hp = 25,634 Btu/min work done by the engine
From the conversion chart, BSFC = lb/hr fuel so lb/hr = BSFC x obs hp = .42 x 604 = 254 lb/hr
observed hp
254 lb/hr = 4.233 lb/min gasoline 4.233 lb/min gas x 18,400 Btu/lb gas = 77,887 Btu/min heat value in the gasoline
burned
Efficiency = 25,634 = 33%
77,887
Horsepower 648 hp x .46 BSFC = 298 lb/hr gas = 4.968 lb/min 4.968 lb/min x 18,400 Btu/lb = 91,411 Btu/min heat value
648 hp x .4244 Btu/min per hp = 27,501 Btu/min work done by engine
Efficiency = 27,501 = 30%
91,411

NOTE It makes sense that the engine is less efficient at the horsepower peak than the torque peak,
as the air pumping losses through the intake ports are higher at the horsepower peak.

Earl Wooden’s Land Speed “1947 Crosley”,

set several land speed records when
equipped with a Kinsler small block Chev- Jerry Helwig’s Land Speed 1940 Ford Coupe
rolet, and now powered by a big block powered by Kinsler injected flat head Ford,
G.M./D.R.C.E.2 engine at the World Finals at runs in XF/VGC on gasoline
Bonneville set the world record for a flying and XF/VFC with alcohol/nitromethance mixture
mile with a average of 292.288 M.P.H. © 2019
206
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ORIFICE THEORY
An orifice is “any hole that a fluid flows through”….both gasses and liquids. It can be any shape instead of round, with a totally rough
interior.
All fuel systems, carbs, constant flow injection, and EFI, use orifices for metering the liquid flow, so they should have very stable flow
for consistent metering. We achieve this by making them with a precise diameter and entrance radius that are very smooth, with a long
length vs the hole diameter. Even though we machine our nozzles and jets with extreme care, they don’t all flow just right because of
*
microscopic flaws. We flow virtually every piece we make at 30, 55, and 100 psi, note the errors in flow vs the master for that diameter,
then use scrapers and polishing tools to bring the flow within 1% of the master. We work on the entrance and/or the exit. Even after this
special effort, about one out of twelve pieces doesn’t conform to the master flow curve, so we discard it. We use brass because it is one of
the better metals for achieving close tolerances and a smooth finish. While this extreme attention to detail costs more, we don’t believe
you can find this quality anywhere else.
The pressure increases as the square of the flow; see the graph below: to flow 200 lb/hr takes 20 psi; to flow 400 lb/hr takes 80 psi, so to
get twice the flow takes four times the pressure. Why? If we want to flow twice as much through a fixed hole size, we will have to push
twice as many fuel particles through it at twice the velocity, so we will have to do 2 x 2 or 4 times the work. We use the pressure to do
this work.
If you want to flow more through an orifice, but keep the pressure the same, then you must use a larger orifice. The flow increases as
the area of the orifice increases. Since the area is Pi x diameter squared / 4, the area increases as the square of the diameter, so twice the
diameter is four times the area. See the area and flow vs orifice size on the next page. (Pi is 3.1416).

* We use these test pressures because 55 psi gives about 1.35 the flow as 30 psi, and 100 psi gives about 1.35 the flow as 55
psi…. we like having the flow ratios about the same. See the very bottom of this page for the formula that we use to calculate
these ratios.
THREE ORIFICE EXAMPLES BELOW
A sharp edge at the orifice entrance (middle example) causes the flow stream to converge, forming a vena contracta, which is a narrowing-
in of the flow path of the particles. The diameter of the vena contracta becomes the effective flow diameter of the hole, thus the flow is
reduced. At very low flows there is no vena contracta, while at very high flows there is a large vena contracta causing as much as a 20%
flow loss, so it varies with flow and is unstable. It is always ideal to use the “BEST” design, which we use in all of our metering pieces.
CHOKED FLOW Example: Injecting fuel into a supercharged manifold. If your nozzle pressure is 70 psi and your boost is 10 psi,
you might expect the flow to be what the nozzle is rated to flow at 60 psi. It will actually flow at a 70 psi rate, because the downstream
pressure has no affect on flow until its absolute value (gauge reading + 14.7 psi atmospheric pressure) is about ½ of the upstream absolute
pressure. To find the downstream pressure that will just start to reduce the flow when there is 70 psi upstream: 70 + 14.7 = 84.7 ½ x
84.7 = 42.3 absolute psi, – 14.7 = about 27.6 gauge psi. This is affected by fuel temperature, actual atmospheric pressure, and properties
of the fuel.

The particle of fuel coming straight down The particle a bit off to the left hits the top The particle a bit off to the left will
a bit off to the left or in at an angle at the surface; may bounce off to the left, or into not enter the orifice. The particle
right both find their way into the orifice. the orifice. The particle coming in from coming in from the right may not
the right will go into the orifice. enter the orifice.
This design is the least sensitive to ma-
chine marks, but the blend of the radius to This design is quite difficult to make prop- This design would never really be
the main diameter is very important. Not erly as the sharp edge must be the same on seen in a jet, but it is exactly like a
easily damaged, as nicks from handling all the orifices, with no nicks. It is easily ramtube without a bell. The top
tend to be on the top surface. damaged by nicking the edge. edge is easily damaged.
SQUARE CURVE
FLOW THROUGH AN ORIFICE 400
Pressure rises as the square of the flow through an
orifice, so to double the flow through a jet or nozzle
takes four times the pressure : 300

FLOW
lb/HR 200
Knowing the flow of a jet or nozzle at some pressure,
the flow at a new pressure can be calculated: 100

0
0 10 20 30 40 50 60 70 80
© 2019 PSI
207
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
ORIFICE THEORY
UNDERSTANDING AN ORIFICE - DIAMETER VERSUS AREA
The flow of an orifice CAN NOT be interpolated by the ratio
of the diameter, an .080” diameter orifice does not flow twice
that of a .040” (see FLOW THROUGH AN ORIFICE on Page #205).
However flow can be interpolated by the ratio of the
area in square inches of an orifice.
The diameter can be converted by the formula:
(radius x radius) x 3.14159 (Pi) = area
The area of .040” is .001257 in2 and .080” is .00527 in2
(see below quick reference chart).
.005027 in2 (.080” dia.)
.001257 in2 (.040” dia.) = 3.999 ratio
So an .080” diameter orifice flows 3.999 times more than a .040” diameter orifice.
This fomula can be used for Kinsler’s electric enrichment or lean-out valve (see Pages #89 and #168 about this valve).
Example for lean-out valve; If a .116” main jet is good for the basic mid-range and .124” is best when on transbrake,
two-step, etc. You can calculate the K-jet for the lean-out by the following:

.012076 in2 (area of .124”) - .010568 in2 (area of .116”) = .001508 in2 (the difference in area of the two jets).
Go to the chart and find area close to .001508 in2 which is approximately .044”.
This is the jet to install in the lean-out valve. © 2019
Dia. Area Dia. Area Dia. Area Dia. Area Dia. Area
.005” .000020 .041” .001320 .077” .004657 .113” .010029 .150” .017672
.006” .000028 .042” .001385 .078” .004778 .114” .010207 .151” .017908
.007” .000038 .043” .001452 .079” .004902 .115” .010387 .152” .018146
.008” .000050 .044” .001521 .080” .005027 .116” .010568 .153” .018385
.009” .000064 .045” .001590 .081” .005153 .117” .010751 .154” .018627
.010” .000079 .046” .001662 .082” .005281 .118” .010936 .155” .018869
.011” .000095 .047” .001735 .083” .005411 .119” .011122 .156” .019113
.012” .000113 .048” .001810 .084” .005542 .120” .011310 .157” .019359
.013” .000133 .049” .001886 .085” .005675 .121” .011499 .158” .019607
.014” .000154 .050” .001964 .086” .005809 .122” .011690 .159” .019856
.015” .000177 .051” .002043 .087” .005945 .123” .011882 .160” .020106
.016” .000201 .052” .002124 .088” .006082 .124” .012076 .161” .020358
.017” .000227 .053” .002206 .089” .006221 .125” .012272 .162” .020612
.018” .000254 .054” .002290 .090” .006362 .126” .012469 .163” .020867
.019” .000284 .055” .002376 .091” .006504 .127” .012668 .164” .021124
.020” .000314 .056” .002463 .092” .006648 .128” .012868 .165” .021383
.021” .000346 .057” .002552 .093” .006793 .129” .013070 .166” .021642
.022” .000380 .058” .002642 .094” .006940 .130” .013273 .167” .021904
.023” .000415 .059” .002734 .095” .007088 .131” .013478 .168” .022167
.024” .000452 .060” .002827 .096” .007238 .132” .013685 .169” .022432
.025” .000491 .061” .002922 .097” .007390 .133” .013893 .170” .022698
.026” .000531 .062” .003019 .098” .007543 .134” .014103 .171” .022966
.027” .000573 .063” .003117 .099” .007698 .135” .014314 .172” .023235
.028” .000616 .064” .003217 .100” .007854 .136” .014527 .173” .023506
.029” .000661 .065” .003318 .101” .008012 .137” .014741 .174” .023779
.030” .000707 .066” .003421 .102” .008171 .138” .014957 .175” .024053
.031” .000755 .067” .003526 .103” .008332 .139” .015175 .176” .024329
.032” .000804 .068” .003632 .104” .008495 .140” .015394 .177” .024606
.033” .000855 .069” .003739 .105” .008659 .141” .015615 .178” .024885
.034” .000908 .070” .003848 .106” .008825 .142” .015837 .179” .025165
.035” .000962 .071” .003959 .107” .008992 .143” .016061 .180” .025447
.036” .001018 .072” .004072 .108” .009161 .144” .016277 .181” .025730
.037” .001075 .073” .004185 .109” .009331 .145” .016513 .182” .026015
.038” .001134 .074” .004301 .110” .009503 .146” .016742 .183” .026302
.039” .001195 .075” .004418 .111” .009677 .147” .016972 .184” .026590
.040” .001257 .076” .004536 .112” .009852 .148” .017203 .185” .026880
.149” .017437 .186” .027172
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IMPORTANT FACTS
FORMULAS
Area in square inches of a circle : 3.14159 (pi) x (radius x radius) Area in square inches of a square : height x length
Convert inches to millimeters : inches x 25.4 = millimeters (mm) millimeters to inches : millimeters = inches
25.4
Engine size is measured by piston displacement: CID = bore x bore x stroke x number of cylinders X .7854
One standard horsepower is the work required to move 33,000 pounds a distance of 1-foot in one minute or:
HP = ft-lbs per minute
33,000 Brake horsepower = torque x RPM
Brake horsepower is measured on a dynamometer. 5252
If you know how much torque an engine is producing at a given RPM.
Volumetric Efficiency (VE) is the measure of an engine’s ability to fill the cylinder with a
fresh intake charge. The volumetric efficiency is measured per engine cycle and will
vary throughout the engines operating range. It is the ratio between what is actually
pumped into the engine and 100% of the actual cylinder volume.

Miles Per Hour: MPH = overall tire dynamic diameter x achieved engine RPM *
differential ratio x achieved top gear ratio x 336
* - (1:1 No transmission or clutch slipage)
SOME AIR FACTS ... ALL ARE FOR DRY AIR HORSEPOWER
----- Related subject: see “AIR DENSITY” on Pages #190-192 The invention of the steam engine
made it necessary to establish a unit
VE = Total Volume of intake charge of measurement that could be used
Actual Cylinder Volume to compare work done by competing
One standard atmosphere (stp) is 59oF and 29.92” Hg (14.694 PSI) ; this is 100% air density. engines. The unit chosen was related
At stp, one pound of air = 13.07 ft3, or .07651 pound/ft3 to the standard power source of the
time -
Air density in lb/ft3 at other temperature and pressure = 1.327 x “Hg ( Note : oR = oF + 460) “horsepower”.
Temp. oR After some creative testing, it was
Percent air density (like reading on air density gauge ) = 1734.7 x “Hg found that the average horse works
Temp. oR at a rate of 33,000 ft-lb per minute.
This is equivalent to lifting 1 ton
Example : It is 82oF, barometer is 27.84”Hg Density = 1734.7 x 27.84 = 89% (2,000 lb) a distance of 16.5 ft in one
82 + 460 minute.
Example : A 6-71 blown engine has an intake manifold pressure of 22 PSI at 258oF Horsepower is now the standard
Many racers would figure : 22 + 14.7 = 250% air density at the intake ports. (in the Western Hemisphere) for
14.7 measuring the rate at which motors
Now lets see what it really is : 1734.7 x (22 + 14.7) x 2.037”Hg/PSI = 181% and drives produce work. A 1-hp
258 + 460 motor, for example, can produce
33,000 ft-lb of work in one minute.
Composition of air by weight : 75.8% nitrogen , 23.22% oxygen , 0.98% other gases.
It takes .240 Btu/lb of air to change the temp. 1oF, while holding the pressure constant. Torque ‘T’ and horsepower ‘HP’ are
related through speed ‘S’.
It takes .172 Btu/lb of air to change the temp. 1oF, while holding the volume constant. HP = T x S/C where ‘C’ is a constant
The air drag on a car goes up as the square of the car speed. that depends on the units used for
The horsepower to push the car through the air goes up as the cube of the car speed. torque. If torque is given in lb-ft,
Example : Your car was going 80 MPH, now it is going 130 MPH... the then the value of ‘C’ is 5,252.
drag increases (130/80)2 = (1.625)2 = 2.6 *- used with gracious permission
The horsepower increases (130/80)3 = (1.625)3 = 4.29 from PT Design, July 1999
This is why it is easy to go 100 MPH, but very difficult to go 200 MPH; the car has
four times the drag, and it takes eight times the power to push it through the air.
PRESSURE VERSUS VELOCITY CHART .... for drag force on car bodies or pressure in air scoops.
Speed in MPH 40 60 80 100 120 140 160 180 200 250 300 400
PSI .029 .064 .114 .178 .256 .348 .455 .577 .713 1.11 1.60 2.85

For other than stp conditions, multiply these values by the percent air density.
Air drag on a car body = frontal area x value in chart x % density x drag coefficient (Cd).
Cd is approximately: .65 - .75 for a tractor trailer truck, .60 - .70 for a convertible with top down, .55 - .70 for open wheel Indy Racing
League car (this may appear like a high value, but it is due to down force from the front and rear wings for high MPH handling), .38 - .45
for an average sedan, .33 for a C5 Corvette, .15 - .20 for a streamliner.

© 2019
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MANIFOLD MAINTENANCE AND HINTS
METHANOL (ALCOHOL) IN THE FUEL SYSTEM AFTER RACING
Do not leave methanol in the system for more than two days, as it can be VERY CORROSIVE to aluminum parts, especially when it
has some moisture in it. We offer many adapter fittings and components that are hard-anodized then impregnated with a sealer to resist
corrosion by methanol. Color anodizing (usually red and blue) provides only very slight protection.
Methanol becomes a gel in it’s early stage of drying out, then becomes a white
powdery residue when it dries completely. Both of these forms of dried alcohol
will clog nozzles and fuel filters.
TWO methods for Short Term Storage:
1) Drain Method: Totally drain the fuel tank and blow out the plumbing
lines, barrel valve, nozzle lines, bypasses, fuel pump, etc. Oil the pump
lightly.
2) Gasoline Method: Drain the methanol out of the fuel tank. Put in a
couple of gallons of gasoline. Start and run engine (Note: engine will
run poorly and very rich), changing to a much larger main bypass jet will
help reduce this problem. The gasoline will mix with and flush most of
the methanol out of the system. Depending on bypass valve pressure
settings the gasoline may not blow through all of them. Leave gasoline
in system till ready to use again. Drain out gas, put in methanol, most
likely install fresh spark plugs (fouled by gasoline), and go.
MAGNESIUM MANIFOLD AND PARTS
Water and methanol (alky) are VERY CORROSIVE to magnesium. Take great Magnesium manifold runners
care not to let a magnesium manifold or parts be exposed to water or liquid methanol. heavily corroded by liquid
Examples: Where manifold intake flange contacts the water ports of the head. Letting methanol left in for one week. The
methanol fill up in the intake runner. Setting a manifold on a concrete floor (the mois- engine broke an inlet valve rocker
ture on the concrete will react where the part contacts the concrete). Washing parts arm.... since the inlet valve didn’t
with water or steam cleaner and allowing the water to stay on the parts. open, the alky accumulated
PROPER LONG TERM STORAGE OF AN INJECTION SYSTEM
Totally disassemble the fuel system, blow out all hoses, lines, tank, and manifold.
PUMP: Drain all the fuel. Using motor oil, fill the inlet, rotate pump over
several times, then cap.
BARREL VALVE: Blow out fuel at idle and wide open throttle, then cap
secondary port. Using motor oil fill the inlet, rotate spool
back and forth several times, add more oil, cap off inlet.
BYPASS VALVES AND FILTER: disassemble and clean.
NOZZLES: remove from manifold, then blow out.
Note: light spray oils may evaporate that is why we recommend motor oil.
NOZZLE INSTALLATION
Any time the nozzles are removed from the manifold, put some anti-seize compound (Kinsler #1920) or heavy grease on the threads
before reinstalling them. This will help prevent the nozzles from becoming seized into the casting. This is especially important on
manifolds using methanol or nitromethane, since these fuels setup a corrosive action between the brass or aluminum nozzle body and
the magnesium or aluminum casting. Do not overtighten the nozzles: NPT thread nozzles only have to be tight enough to maintain
their position and o-ring nozzles only have to be tight enough to seat the hex
and crush the o-ring.
BYPASS VALVE INSTALLATION
Do NOT screw jet cans directly into the fuel pump. Engine vibration can be severe
enough that the poppet or jet may bounce off of it’s seat, causing the engine to run lean
or erratic, especially in four cylinder engines. Installing the jet can by a hose on each end
eliminates this problem; the hoses dampen the shock.
MANIFOLD AND
LINKAGE LUBRICATION
A little oil applied to the shafts and rod ends helps keep them from sticking. Apply oil on
the throttle shaft at both sides of the casting/bushing; rotate the throttle to allow the oil to
penetrate. Oil the ball section of the rod ends (heim joints). Wipe off any excess.

Do not screw jet cans directly

into the fuel pump.

© 2019
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MANIFOLD DESIGN
VARIABLE RESONANCE INDUCTION SYSTEM

Typical of some advanced design passenger car

manifolds in the 1990s.
THEORY
The length of the resonance tube F can be
changed by opening either valve C or D....
only one would be used .... D giving a longer
length then C.
When a cylinder takes a gulp of air and the intake valve
closes, the inertia in the air column makes the air try to keep
flowing... it compresses down against the valve, then springs
back, setting up a resonant pulsing, which can enhance or hurt
the intake pressure available to the next cylinder gulping air.
Mazda obtained a positive effect through most of the RPM
range by using the engine electronic control unit (ECU) to
close a valve like C or D up to 3000 rpm, where it opens until
5200 RPM, where it closes again.
REFERENCE SAE Technical Paper #871977
Mazda six cylinder engine development

NOTES
1) Six cylinder engines resonate stronger than eight
cylinder engines as they have three pulses that are
evenly spaced, compared to four that are unevenly
spaced.
2) Tuning effects end where the intake becomes
common, at E.

RUNNER FORMULA
How to calculate new length if you change the
runner diameter but want to keep the engine ram
tuned at the same RPM. Calculate “N” using
your present lengths and
L1 L2 L3 diameters. After you
+ + = N change your diameters,
D1
2
D22 D32 work with the ramtube
length to obtain the same
value of “N”.

Offshore Power Boat

big block Chev
with
Kinsler 1-piece
manifold.
Lucas mechanical
metering and
staggered ramtubes.

© 2019

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LUCAS NOZZLE PLACEMENT
Note - when the nozzles are located
high in the ramtube, that the nozzle
must be installed at a 45o downward Advantage of high nozzle location, there is
angle. This will keep the fuel spray more time for the fuel to evaporate before it
going horizontally across the port goes past the inlet valve, thus the charge is
and downward. cooler and therefore more dense. This gives
more power.

A disadvantage of this position is that it takes

the fuel longer to get to the inlet valve during
changes of fuel rate requirement; thus poorer
throttle response.
This angle is necessary to keep
from having excessive standoff
.... the pulsating air column in the
ramtube moves upward and carries
fuel with it. The pulsation moves
up and down as much as four inches
in the well tuned (ramtuned) racing
engine.

Advantage of low nozzle position is very good

throttle response, which is very important on short
tight tracks; not so important on long wide open
tracks.
If the nozzle is located
low enough where This relative nozzle position shown here is gener-
standoff is no problem, ally a good compromise between good power and
it should point straight good throttle response.
into the runner, as this
will achieve the most
efficient spray pattern.

© 2019

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LUCAS METERING
Lucas fuel metering equipment was used on all F-1 cars from the mid 50’s to mid 70’s, and most top sports cars, including
all of the Can-Am cars of the 60’s and 70’s. Jim Kinsler started KFI in 1967... built the Lucas systems for most of the
Can-Am cars, including the factory McLaren cars made famous by the always-winning Bruce McLaren and Denny
Hulme. It is still very good for racing, as it has very precise fuel distribution at any RPM or throttle angle, and excellent
vapor handling. Lucas only made metering pieces, not complete injection systems. To make a complete system you need
a manifold, metering unit, pump, drive, fuel cam, filter, linkage, calibration, etc.
We were the North American distributor for Lucas in the 70’s and 80’s. We still have much new old stock and used
equipment for 4, 6, 8, and 12 cylinder engines.
We offer a premium line of modified Lucas equipment. The parts for every metering unit, pump, and nozzle are qualified,
then assembled, and flowtested. The quality of these “Premium Race Grade” pieces is unsurpassed.
We service Lucas equipment for any application, including Ferrari, Maserati, Can-Am cars, F-1 cars, Triumph, offshore
boats, etc. We rebuild worn and seized metering units, pumps, nozzles, etc. to new specs.

© 2019
A. Metering unit for four cylinder (Units are available for 4,6,8,12 cylinders).
B. Mechanical fuel pump mounted on drive. Various pulley sizes and pitches are available.
Standard pump has .250” thick (center) pump segment. High flow option is .370” thick.
C. Banjo bolt, carries fuel out to nozzle line. Standard finish on all Lucas pieces is cad plated.
Triple chrome satin plate optional; a must for marine use.
D. Metering unit for eight cylinder engine.
E. Electric fuel pump, high pressure (approx. 100 psi), used only to start Lucas system.
F. Fittings made by Kinsler to adapt the BSP thread in the Lucas pieces to standard 6 AN (also 8 AN).
G. Feeler gauges, special narrow made by Kinsler, for checking the metering unit shuttle stroke.
H. Fuel cam follower by Kinsler for Lucas metering unit has precision ground solid-roller to eliminate the
friction of the standard flat lifter. Don’t use the ball bearing type; they crack!
J. Banjo fittings, to fit unit like “D”. Triple chrome plated and stainless steel available.
K. Pressure relief valve by Kinsler, diaphragm type, with 1/4”NPT ports, available with 6 AN fittings.
Smooth and reliable. Use this to replace the Lucas and Cosworth valves.
L. 900 fitting, nozzle-line-to-nozzle. Available triple chrome plated.
M. Bung seals, to seal the banjo bolt fitting nose to the metering unit sleeve.
N. O-rings, special oversize by Kinsler for better leakproof seal of banjo fitting to housing.
P. Bung seal installation tool.
Q. Three-way check valve by Kinsler. 6 AN fittings on left and right are one-way check flaps
from mechanical and electric fuel pumps. 6 AN bottom fitting is outlet to fuel filter.
R. Spanner wrench for removing diaphragm retainer plate securing nuts.
S. Lucas nozzles, they only atomize the fuel. They have little to do with metering, which
is done by the metering unit. One size fits all. Available triple chrome plated.
T. Filter (not shown), a must. Model: NPE, 10-micron, for inlet to Lucas metering unit, 6 AN fittings.
U. Nozzle line (not shown), nylon, 1/4”OD, in black or translucent white.
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LUCAS NOZZLES AND LINES
LUCAS NOZZLES
The Lucas nozzles do an excellent job of atomizing, but no fuel metering function.
The metering unit controls the volume of the fuel being injected. All the nozzles
should be set at the same opening pressure, usually 56 PSI.
We set each nozzle pressure, then thoroughly flow test it, then epoxy the adjuster
shut. The nozzle body has a 14 x 1.25 mm thread. The thread at the top for the
fuel line fitting is 1/4 BSP.

+ =

Denny Hulme at speed in

McLaren MK 8A on back
straight at Elkhart Lake,
Wisconsin

NOZZLE LINE ASSEMBLY

..... read completely before beginning.
1. Use Kinsler hardwood nozzle line gripping blocks (#9009) to hold
the tubing during installation, so that the outside will not be
marred. Use of the steel blocks that come in copper tube flaring
kits will put rings around the outside of the tubing, creating a stress
point, which may cause the tubing to fail.
2. Use only tubing from Kinsler for this application; available in
black and translucent. Other tubing may not have the strength,
I.D., proper elasticity or the resistance to gasoline required.
3. Push an amount of tubing up through the block that is .200” longer
than the total length of the barb that you wish to install.
4. Clamp the block in a vise to grip the line.... a “C” clamp can be
used in the field.
5. Put a drop of oil inside the end of the tubing, and a drop on the end #9009 - Nozzle as-
of the fitting barb.
sembly blocks
6. Start the end of the barb down into the tube by pushing and twisting
it in by hand. If this is difficult, it can be made easier by driving a
tapered punch into the end of the tubing just enough to make
starting the barb easier. DO NOT “wallow” out the end of the tube
with a nail or such, as this will damage the inside of the tube.
7. Tap the fitting into the tube with a small hammer until the line
completely covers the barb assembly. If the tube beneath the
fitting tends to kink as you tap the fitting in, there is too much line
above the block. Sometimes it is necessary to start with only a
small amount of line above the block, and then push more line up
several times as you tap the fitting in.
8. Be careful that the tube does not slip down through the block as
you tap in the fitting. If the end of the barb assembly (down inside
the tubing) passes below the top of the block, it will damage the
tubing.
9. Route the lines so that they have no sharp bends, since sharp bends
tend to kink when the tubing gets hot. Keep the tubing away from
moving parts, such as throttle linkage. Tywrap the lines together
to prevent them from vibrating when the engine is running... 900 nozzle line fitting, banjo fitting, banjo
vibration can fatigue the lines. bolt, KBB banjo bolt o-rings, bung seal,
translucent and black Lucas nozzle line
© 2019
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LUCAS FUEL REQUIREMENT CURVE
The very best way to determine the proper fuel curve for any engine is to run the engine on a dyno. At each RPM, find the ideal fuel rate
to get the best torque. This is called LBT; Least fuel for Best Torque. Plot a curve of the results (see curved line below). Now fit the best
straight line curve that the Lucas gives.
To run LBT with the Lucas : Hook the fuel cam to a separate dyno “throttle” lever, rather than directly to the arm on the throttle shaft as it
normally is. Note where to put the fuel cam lever to have the cam open about like it would be if it were hooked to the throttle shaft.
Put about .010” of extra shims in the metering unit, so the unit can be made to go rich.
To run the test : Start the engine and take it to a steady RPM at part throttle, with the fuel cam open to a reasonable fuel rate, to warm it
up. Go to wide open throttle while moving the fuel cam richer. Move the lever to richen and lean the engine. Record the RPM, torque,
and fuel rate where the engine makes the best torque. It doesn’t matter where the fuel cam is indexed... it is just being used to run the LBT
test. The RPM increments are usually every 400 RPM, from the lowest to highest RPM that the engine will be run at wide open throttle
while racing.
For an 8mm 8 cylinder metering unit, divide the fuel rate at 7,000 RPM by 3.5 for the shuttle stroke that is needed in thousandths of an
inch. Check the unit with feeler gauges and add or delete shims to get the required shuttle stroke at wide open throttle, see Page #211.

WIDE OPEN THROTTLE

FUEL CURVES

Increasing the amount of shims under

the tower assembly increases the fuel
rate at all throttle angles. The origi-
nal idle fuel rate may be preserved
by lengthening or shortening the hex
link to the fuel cam to reindex it.

Rotor
Sleeve Shuttles

Lifter
Diaphragm
Retainer Fuel
Cam
Tower

Shims © 2019

Exploded view of Lucas MKII metering unit

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ADJUSTING THE METERING UNIT
TIMING THE METERING UNIT
Proper fuel timing gives best low RPM engine torque and throttle response; it has
very little affect on high RPM horsepower.
For most engines, the best fuel timing is about 40 crankshaft degrees before top
dead center, coming up to start the intake stroke. This timing usually works well,
but another setting may be better for a given application. No harm will result from
trying other timings.
If the engine builder specifies a certain timing, start with that, but you might try
others......
To time the engine at 40 degrees before top dead center coming up to
start the intake stroke:
1. Rotate the crankshaft until it is 40 degrees before top dead center, coming
up to start the intake stroke.
2. Remove the #1 nozzle line banjo bolt from the metering unit (be very
careful when reinstalling it as it cross threads easily).
3. With the right angle drive unit removed from the engine, rotate the drive
gear on the bottom in the running direction until the ports in the rotor and
the bronze sleeve of the metering unit full line up.
4. When reinstalling the drive unit in the engine, try to mesh the drive gear
to the cam so that it will keep this fuel timing. It is not critical to be exact.

TO MAKE SMALL MIXTURE CHANGES

The fuel cam on the top of the metering unit pivots on an eccentric marked “R” and “L” .
The idea of this design was that by pushing the shaft out against the spring and rotating it so
that the “R” moves toward the peg, the unit runs richer. One notch is supposed to equal .001”
shim change.

NOTE -- DO NOT USE THIS .......

We have found that these pieces are often not indexed properly
as Lucas made them... it may cause an improper adjustment.
Use only the shims to make any mixture adjustment unless
you carefully check the functionality of this piece.

GENERAL METERING UNIT SETTINGS

These are average settings for Amercian V8 2-valve gasoline engines using a Lucas
8-cylinder metering unit with 8mm shuttles. If your engine is more powerful than the
average race engine, it will need more shuttle stroke (fuel rate).
AT WIDE OPEN THROTTLE (WOT)
CUBIC IDLE WIDE OPEN THROTTLE
INCHES LITERS SHUTTLE STROKE SHUTTLE STROKE
302 5.0 .017” .072”
331 5.5 .018” .076”
350 5.8 .020” .082”
410 6.8 .022” .095”
427 7.0 .024” .098”
454 7.5 .025” .105”
480 8.0 .026” .110”
Eccentric pin, spring, cotter 500 8.3 .028” .117”
pin, spring rest washers, and 540 9.2 .030” .125”
fuel cam bushings 572 9.4 .032” .134”

© 2019
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ADJUSTING THE METERING UNIT
TO MAKE LARGE MIXTURE CHANGES
Remove the four nuts securing the top of the metering unit and remove it.
Adding shims makes the unit richer (moves fuel cam farther from lifter).
A .002” shim change will usually take care of a large change in atmo-
spheric conditions.
SETTING IDLE FUEL RATE
Note : The “idle” fuel rate should be set for best throttle response
as you quickly open the throttles; not for a smooth
nonsmoking idle. The Lucas unit does not have an
“accelerator pump shot”, so the idle must be rich to
compensate for this.
1. Start the engine and synchronize the throttle blades by
using a Uni-syn air flow meter.

2. To richen the idle fuel rate, adjust the hex link to the cam to
move it in the direction it moves as you open the throttles.
TURNBUCKLE VERSUS SHIM AND
ECCENTRIC FUEL RATE CHANGES
If a wide open throttle fuel rate change is made by changing shims or using the eccentric pin, it
will affect the idle fuel rate since the shuttle travel at the idle position will also be changed by the
same amount. Reset the idle fuel rate for best throttle response.
Changing the “idle” fuel rate by using the hex link to reindex the fuel cam does not affect
the wide open throttle (wot) fuel rate when using a KINSLER cam as it has no lift cut
into it from 65o to 90o past it’s nominal idle position. This is not only convenient, but proper, as
a throttle plate does no throttling after about 65o of opening, so the engine is at wot air flow from
that point on, and needs no additional fuel.
ANGLES
The throttle plates are cut at a 14o angle so they won’t stick in the throttle bore. Idle is about 1o,
or 15o total, so the throttle shaft only rotates about 75o to wide open throttle (90o) from an idle. Fig. 1
The fuel cam is connected to the throttle shaft with a parallel four bar linkage (see Page #62) so it also rotates about 75o to go from idle to
wot. Since it has no lift from 65o of travel to 90o, it can be reindexed to set idle fuel rate without affecting the wot fuel rate at all. It is rare
to reindex the fuel cam more than 5o from the as shipped position to change the idle fuel rate significantly.
Some fuel cams have reference lines placed on them for checking the nominal, or “as shipped” cam position. The marks should be aligned
as shown in Fig. 1 when the throttles are wide open on small block Chevrolets. On big block Chevrolet units, the throttle would be closed.

HOOKING UP THROTTLE LINKAGE

On units not having a rollerized fuel cam follower, the ideal place to attach the
throttle linkage is on the throttle shaft, close to the arm that activates the fuel
cam. This will prevent putting the torque required to move the fuel cam through
the weakened section of the throttle shaft where it is milled to accept the throttle
blade.
On units that have a rollerized lifter (which takes very little force to move), it is
acceptable to attach the throttle linkage to one of the spring-screw links at the
center of the manifold as long as the torque is pulling against the screw in the
spring-screw link, not against the rivit - spring.

Always attach the throttle return springs so that they pull at the same point where NOT CORRECT !!
the linkage is attached, so that they do not put torque through a throttle shaft.
The arrangement above puts torque through the
This will eliminate the possibility of putting the shaft under a cyclic strain, which
could eventually result in a fatigue failure. throttle shaft while the setup below does the same
job without putting any torque on the shaft.

© 2019
CORRECT !!
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LUCAS MECHANICAL FUEL PUMP
Each Lucas mechanical pump supplied by Kinsler will have a red flow
test tag wired to it. This assures that the pump has been put through a
run-in schedule of varying pump speeds and pressures for at least 1.2
hours. The pump is flow tested at the start and end of the run-in, and if
there is more than a very small difference in flow between the start and
end flow tests the pump is rejected as unsatisfactory.

PRESSURE
The pressure relief (PR) valve is set to maintain system pressure at about
150 PSI on a Can-Am car with a 500 cubic inch engine, putting out about
700 HP.... this requires about .117” shuttle stroke. Since the nozzles crack
at 56 PSI, this leaves 94 PSI (150 - 56) to move the two shuttles inside the
metering unit.
CAUSES OF PUMP FAILURE
DIRT
It can’t be stressed too much that cleanliness is of supreme
importance to any fuel system. It only takes one small grain of
dirt to start a scoring between the pump gears and the housing.
Making fuel lines: When you cut steel braided hose, small
fragments from the braid get inside... it must be flushed very
thoroughly to get all of these out... some always lodge at the end
of the barb of the hose fitting. Lucas wide gear mechanical pump segment
mounted belt drive unit with AN adapter fittings
It is excellent to run a Kinsler 25 micron Monster stainless mesh
pump inlet filter, part #8309-025 (see Page #164). It is ideal to
place this in the fuel line immediately before the pump so it will
catch any dirt left inside the line during fabrication. It measures
just 2.5” in diameter by 4” long and comes with 8 AN male flare
ends (can also be supplied with 6 AN male flare fittings).
LACK OF PUMP PRIMING
It is important that the pump is primed with fuel before the
engine is cranked over at all, since the fuel is the only lubrication
for the pump. It is smart to put a few drops of oil inside the
pump each time you reinstall it on the engine, for initial
startup lubrication.
Turning on the high pressure electric starting pump doesn’t
necessarily push any fuel into the mechanical fuel pump. This
is because there is a check valve at the outlet of each pump, to Disassembled Lucas mechanical
prevent fuel from going back through one pump when the other pump segment
one is pumping. © 2019

#8226 #8228
LUCAS PUMP DRIVE SEALS
Kinsler design and manufactured
Early Lucas electric replacment lip seals for Lucas
fuel pump - filter mechanical and electric fuel pump
combination used on drives. Special compound provides
production Maserati excellent seal and resistance to
in the 60’s, and some Later Lucas electric fuel pump without detoration by the fuel.
racing Ferraris, such filter. Used on production Triumph Lucas mechanical pump
as the P4. Called fuel injected cars and as starter pump 8226
drive shaft seal
“The Black Bomb” on Can-Am cars in the 60’s and 70’s Lucas electric pump
8228
drive shaft seal
218
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
LUCAS NOTES
A) The greatest enemy of any kind of fuel injection system is dirt.
KEEP IT CLEAN. If disconnecting any lines, protect them from dirt.
B) There is a nylon filter in the adapter fitting on the inlet to the metering unit. Check this
occasionally to be sure it is clean. Dirt may be removed from this and the nozzle inlet
screens by using a Q-tip or similar cotton tipped swab.
C) An 8-cylinder metering unit that has 8mm diameter shuttles will flow 3.5 lbs/hr per .001”
stroke at 7000 rpm.
D) Do not use any MK II metering units or nozzles that have not been flow tested.
During certain dates of manufacture faulty pieces were assembled at the plant in England. #9246 MK-II design
8201 Lucas nozzle line, translucent, per foot
8202 Lucas nozzle line, black, per foot
8203 Nozzle tube end fitting, 90 degree, MK II
8283 Washer o-ring, 1/4'' BSP
8284 Washer o-ring, 3/8'' BSP
9005 Narrow feeler gauges for use with Lucas MK I and MK II Top and bottom of
9007 Bung seal installation tool #9290 Drive spud
9008 Spanner wrench for removing diaphragm retainer nuts
9009 Set of hardwood nozzle line fabrication blocks #9235
9211 Banjo bolt, MK II Lifter
9213 Banjo fitting, MK II
9215 KBB banjo bolt o-ring
9216 Bung seal
9231 Lifter, Kinsler precision ground solid rollerized, MK I
9235 Lifter, Kinsler precision ground solid rollerized, MK II
9236 Diaphragm, for lifter follower
#9236 Dia- #9238 #9008 Spanner wrench
9238 Washer, brass, retains #9236 diaphragm to lifter removing #9244 spanner
phragm Washer #9240
9240 Clip, locks #9238 washer down on diaphragm (2 required) Diaphragm nut to remove diaphragm
Spanner nut, secures diaphragm retainer plate, metering retainer plate
9244 retainer clips
unit requires four
9246 Shim, metering unit tower, .002'', MK II design
Kinsler pressure relief valve, model 'NC', includes flowing and
9248 Shim, metering unit tower, .003'', MK II design pressure setting to 125 PSI or 150 PSI (please specify when
9250 Shim, metering unit tower, .004'', MK II design 3908
ordering), 6 AN male flare adapter fittings, and stainless steel
9252 Shim, metering unit tower, .008'', MK II design 1/8'' NPT port plugs installed in the pressure gauge ports
9254 Shim, metering unit tower, .015'', MK II design 3929 Adjuster screw with jam nut
9290 Metering unit drive spud, Delron, made by Kinsler 3948 Diaphragm for NC valve
5995 Adapter biscuit, for #6002 to fit ramtube bells up to 3 1/2" O.D.
6002 Uni-Syn throttle synchronizer, 2 3/4" base
6016 Kinsler air density gauge
6017 Labor to qualify and calibrate #6016 air density gauge
#3908
Pressure relief valve, 8102 Kinsler 3-way check valve, 6 AN
model: NC
9012 Lucas Spares Kit, consists of:
#12106 20 - feet of Lucas nozzle line (specify translucant or black)
Pressure 1 - #9009 line fabrication block
relief
valve, 5 - shims for metering unit tower (1 each: .002'', .003'', .004'', .008'', .015'')
#3948 model: 1 - #9005 set of narrow feeler gauges
NC valve K-140
diaphragm 16 - #9215 KBB banjo bolt o-rings
8 - #9216 bung seals
Kinsler developed the K-140
valve in 1995 for the Indy 1 - #9007 bung installation tool
Racing League. While it is 1 - #9008 spanner wrench
quite excellent, the model NC
valve is still totally adequate for the 1 - #9236-K diaphragm kit; includes diaphragm, hat washer and spring clip
Lucas system. The model NC valve is 6 - #9023 NPE filter elements or #9031 BRL filter elements
the original one that Kinsler used on
the Lucas systems from 1967 to 1995,
so it is the correct piece for a vintage restoration. © 2019
219
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
NOTES - PLUMBING MULTIPLE FUEL TANKS
SEE PLUMBING SCHEMATIC ON PAGE #216 FOR
READ T H I S !! MULTIPLE FUEL SUPPLY TANKS ON A LUCAS SYSTEM.
This schematic greatly simplifies the plumbing and operation of the Lucas system when using multiple fuel tanks. It eliminates the need
for multiple valves to select the desired fuel tank to run on. It also eliminates the need for selector valves running back to each tank.
Simply install one toggle switch on the instrument panel for each supply pump... these should all be wired through the ignition switch,
(including the Lucas high pressure fuel pump) so no pump can be left running by mistake. Note: check amperage capacity of each switch.
Select the tank that you want to use by using the corresponding fuel pump. This will deliver fuel through a one way check valve, then to
the vapor separator tank. The check valves keep the fuel from backflowing into the other tank(s).
To switch to another tank: Leave the first pump running and flip on the switch for the next
tank. After allowing about twenty seconds for the new pump to purge out the trapped vapor,
flip off the switch to the first pump.
A critical item for this system is the Kinsler Vapor Separator Tank (VST). It must be
constructed with a proper internal vapor separator chamber, or the tank will fill up with
vapor. The Kinsler VST tanks have a proper chamber design:

5708 Vapor seperator tank, 3" diameter x 8" tall, blue anodized aluminum
5710 Vapor seperator tank, 3" diameter x 10" tall, blue anodized aluminum
5712 Vapor seperator tank, 3" diameter x 12" tall, blue anodized aluminum
Mounting bracket for 3" diameter tank, stainless steel with rubber
5713 liner, two required
5716 Vapor seperator tank, 4" diameter x 12" tall, blue anodized aluminum
Mounting bracket for 4" diameter tank, stainless steel with rubber
5717 liner, two required

Stainless steel Vapor Separator Tanks are available on SPECIAL ORDER.

NOTE : Specify 8 AN, 10 AN, or 12 AN outlet to mechanical injection pump
when ordering. Tanks are available with 8 AN or 10 AN male flare inlet
(supply from electric pump) and 6 AN or 8 AN male flare for return to Back
Pressure valve - other sizes can be special ordered.
#5717
#5716
When mounting any pump.....
1. Mount it as low as possible, for good gravity feed from the tank. At
least keep it below the lowest fuel level the tank will have.
2. Have no angled fittings in the inlet hose to the pump from the tank;
make any bends with a sweeping bend of the hose. If forced to use an
angled fitting, it must be a bent tube type fitting... this gives the fuel
a reasonably smooth flow path, which will greatly reduce the tendency
of the pump to cavitate at its inlet.
© 2019

Marsh Motorsports, New Zealand, Kinsler cross-ram big block Chevrolet manifold
road racing RX-8, Kinsler small block Chev on Greenwood IMSA Corvette using
manifold with Lucas mechanical timed injection Lucas mechanical timed injection
220
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
LUCAS PLUMBING

Alternate plumbing at main tank... no catch tank used.

An electric pump at rear of car draws directly out of the main tank
and pumps forward to vapor separator tank.
Disadvantage: without the catch tank, the rear electric fuel pump will
sometimes suck air, thus losing the pressure in the vapor separator
tank. The advantage of keeping pressure in the vapor separator tank
(which is regulated by the tank Backpressure valve) is that it super-
Kinsler vapor separator tanks are available 8”, 10”, and charges the inlet of the mechanical fuel pump, thus preventing any
12” tall; in 3” and 4” diameter. Use the tallest tank you can cavitation... ideal for very hot and/or high altitude operating condi-
fit into the car. It is important that the tank have a proper tions. If you do not use a catch tank, then draw out of the rear of
internal vapor separator chamber, or the tank will fill up with the main tank with the electric pump, to get good fuel supply under
vapor... this is built into our tanks. acceleration conditions.
NOTE : UPPER
The electric fuel pump MUST be on STOP ROTOR

before cranking the engine to lubricate

the metering unit.
Use the Lucas high pressure electric fuel pump for
starting ONLY. Shut it off after starting the engine. In
the case of a mechanical pump failure, the Lucas elec- FUEL
tric pump can be used to run back to port or the pits at INLET
OUTLET
low engine speeds, part throttle only. TO
INJECTOR
SHUTTLE FOR
CYL. #3

FUEL
INLET
OUTLET
TO
INJECTOR
NEVER use a “drilled block of metal” type angle FOR
fitting on ANY pump inlet hose... where the drills in- CYL. #1 FIXED
tersect there is a razor sharp edge that promotes pump DRIVING STOP SLEEVE
inlet cavitation. The best solution is to make gentle DOG
Schematic of shuttle operation.
bends with the hoses. If you have a really tight place, On racing metering units, the shuttle stroke is controlled by a cam linked direct-
use a bent tube type hose end fitting. ly to the throttles. The principal of shuttle metering, illustrated above, shows
shuttle movement is reversed as the rotor turns. On a V8 metering unit, there
are two shuttle assemblies and each assembly controls the fuel to 4-cylinders.
© 2019
221
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
CARBURETOR FUEL SUPPLY
ANY PRESSURE AND VOLUME YOU NEED
MECHANICAL PUMP ELIMINATES THE NEED FOR A BATTERY
AND CHARGING SYSTEM
EXTREMELY DEPENDABLE !
HOW IT WORKS
Mechanical injection pumps are positive displacement type, so the
Kinsler can supply a proper fuel supply system for a carburetor,
system must bypass the fuel that the carb doesn’t need back to the
tank. The primary pressure relief valve does this, and also regulates using a mechanical or electric fuel pump (for information on
the pressure at about 15 PSI* to the inlet of the regulator valve. It is ELECTRIC FUEL PUMPS see Pages #124-130). Pump
necessary to keep the inlet supply pressure to the carburetor regulator drives, fuel filters, and bypass valves are also available.
valve at least 1 PSI above the maximum desired regulated pressure,
but not more than 20 PSI total to prevent damage to the regulator.
NOTE : the fuel filter is placed before the valves so that it will FOR GASOLINE
protect both the relief and regulator valves.

The table gives the final regulated pressure for this system on
a small block Chev. If extremely fine pressure regulation is
desired, two regulators can be installed in parallel, see table
at right. Connect the two inlets together and connect the two
outlets together. This should not be needed except on larger
gasoline big block engines, or engines that run methanol. There
are many regulators; call us; we will recommend the best setup
for you.

Nominal Holley Valve

Regulated Pressure Regulated “H” 5790 Holley pressure regulator, 3/8" NPT female inlet x two
Engine One Two 3/8" NPT female outlets
Pressure Adjustment 5750 MagnaFuel pressure regulator, 4-12 PSI, 10 AN female
Holley Holley
RPM Regulator Regulators 2.0 .310” inlet x two 6 AN female outlets, 1/8" NPT female
pressure gauge port
1000 8.0 8.0 3.0 .270” 5751 MagnaFuel pressure regulator, 4-12 PSI, 10 AN female
2000 7.8 7.9 4.0 .220” inlet x 6 AN female outlets, 1/8" NPT female pressure
gauge port and boost/vacuum reference barb
3000 7.7 7.9 5.0 .170” 5752 MagnaFuel pressure regulator, 4-12 PSI, 10 AN female
5000 7.6 7.8 inlet x two 8 AN female outlets, 1/8" NPT female
6.0 .130”
7000 7.3 7.7 pressure gauge port
7.0 .080” 5753 MagnaFuel pressure regulator, 4-12 PSI, 10 AN female
8000 7.2 7.6
8.0 .040” inlet x two 8 AN female outlets, 1/8" NPT female
pressure gauge port and boost/vacuum refernece barb
9.0 -.010” 5754 MagnaFuel pressure regulator, 4-12 PSI, 10 AN female
10.0 -.050” inlet x four 6 AN female outlets, 1/8" NPT female
pressure gauge port
Adjustable Pressure Regulators 5755 MagnaFuel pressure regulator, 4-12 PSI, 10 AN female
inlet x four 6 AN female outlets, 1/8" NPT female
pressure gauge port and boost/vacuum reference barb
10748 Weldon pressure regulator, 0-30 PSI, two 10 AN female
inlets x 6 AN female return, 1/8" NPT female pressure
gauge and boost/vacuum ports

#5790 #5750 #5751

© 2019 #5752 #5754 #10749

222
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
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CARBURETOR FUEL SUPPLY - CONTINUED -
Call us to discuss
your application; we
will recommend the
best setup for you. FOR GASOLINE
SELECTING THE AND ALCOHOL
CORRECT PUMP
The chart shows pump sizes versus maximum
horsepower output for carb supply systems,
for pumps in good condition. The Chart uses
0.5 Brake Specific Fuel Consumption (BSFC) for gasoline and 1.1 BSFC for methanol. The pumps are driven at 1/2 crank speed, oper-
ate at a maximum of 50 PSI, and have 20% of the volume bypassed back to the fuel tank.

MAXIMUM MAXIMUM
H.P. ON GASOLINE H.P. ON ALCOHOL
We offer fittings and hose to
PUMP SIZE Engine RPM Engine RPM
properly plumb these systems.
KW HILBORN 3500 7000 3500 7000
200 -00 420 840 190 380
See Pages #187-191 for “FITTINGS” ;
400 -0 840 1680 380 760
Page #192 for “HOSE AND HOSE ENDS”
500 -1/2 1120 2240 509 1018
700 -1 1760 3520 800 1600
1300 -2 3360 6720 1529 3054

MECHANICAL PUMP
SUPPLYING CARBURETOR
SYSTEM, WITH NITROUS OXIDE
The mechanical pump MUST be
capable of supplying the required
volume at the RPM the nitrous is
engaged. Just because the pump is
large enough to feed the engine at
7000 RPM with nitrous, DOES NOT
mean it is big enough to supply the
volume of fuel at 3500-4000 RPM with
nitrous. When engaging the nitrous
at low RPM, a larger pump will be
required to get the volume needed. DO
NOT CONFUSE VOLUME WITH
PRESSURE. There may be plenty of
pressure before the nitrous is engaged,
but when the enrichment solenoid opens
and starts to flow volume the pressure
will immediately drop. Call us!

#5785 #5786 #5787

CARBURETOR VALVES
Primary pressure relief valve, hard anodized aluminum 6 AN
5785 jet can
5786 Primary pressure relief valve, brass high-flow 6 AN jet can
5787 Primary pressure relief valve, brass 8 AN jet can © 2019
5788 Labor to flow test and set above #5785, #5786, and #5787
valve for specific application

223
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
U and L BENDS / CONNECTOR HOSE

OTHER SIZES AND

CENTERLINE RADIUSES
MAY BE AVAILABLE.
PLEASE CALL !!!

IN STOCK FOR
IMMEDIATE SHIPMENT

BENDS ARE MANDRELL FORMED TO BE SMOOTH AND WRINKLE-FREE

-- EXCELLENT FOR EXHAUST HEADERS, COLD AIR DUCTING,

COOLANT PLUMBING, TURBOCHARGER DUCT WORK, ETC.
U-BENDS : ALUMINUM U-BENDS : STAINLESS STEEL
3003-0 and 6061-0 alloy Type 321 has excellent resistance to fatigue
and cracking at elevated temperatures.
Part # O.D. Wall C.L.R. Material "W" Leg
5885 1 3/4" .065" 3" 3003-0 8" 4" Part # O.D. Wall C.L.R. "W" Leg
5886 1 3/4" .065" 4" 3003-0 9.750" 4" 5879 1 1/2" .065" .065" 6.50" 4"
5887 1 3/4" .065" 5" 3003-0 11.750" 4" 5870 1 1/2" .065" .035" 7.50" 4"
5888 1 3/4" .065" 6" 3003-0 13.750" 4" 5871 1 1/2" .065" .065" 7.50" 4"
5884 2" .065" 4" 3003-0 10" 4" 5872 1 3/4" .065" .065" 7.75" 4"
5889 2" .065" 5" 3003-0 12" 4" 5873 1 3/4" .065" .065" 9.88" 4"
5891 2" .065" 6" 3003-0 13.880" 4" 5874 1 3/4" .065" .065" 11.88" 4"
5892 2 1/4" .065" 4" 3003-0 10.250" 4" 5875 2" .065" .065" 8.25" 4"
5895 2 1/4" .065" 5 1/4" 3003-0 12.500" 4" 5876 2" .065" .065" 13.88" 4"
5893 2 1/4" .065" 6" 3003-0 14.250" 4" 5877 2 1/8" .065" .065" 9.25" 4"
5894 2 1/2" .065" 4" 3003-0 10.500" 4" 5878 2 1/8" .065" .065" 12.75 4"
5898 2 1/2" .065" 6" 3003-0 14.500" 4"
5897 3" .065" 4 1/2" 6061-0 12" 4"
© 2019
L -BENDS : ALUMINUM
3003-0 and 6061-0 alloy
Part # O.D. Wall C.L.R. Material Legs
5882 3" .065" 3" 304 4"
5896 3" .065" 3" 6061-0 4"
5899 3 1/2" .065" 3" 6061-0 4"

To determine centerline radius:

1) Imagine a circle that matches the centerline (the imaginary line running through the center of the
tube) of the radiused end of the bend.The center of that circle is the center point.
2) Measure from the center point to any point in the arc of the imaginary circle. This measurement is the
centerline radius.
224
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
U and L BENDS / CONNECTOR HOSE
CONNECTOR HOSE - STRAIGHT .*** Hose sold ONLY in 18” and 36” sections ***
3-ply glass fiber reinforced 18” LONG 36” LONG
silicone, orange. Silicone provides
1835 1 3/4" I.D. 1941 1 3/4" I.D.
mechanical, thermal, electrical and
chemical superiority over rubber or 1836 2" I.D. 1942 2" I.D.
any other elastomer. It is resistant 1837 2 1/8" I.D. 1924 2 1/8" I.D.
to: wide range of temperature, 1838 2 1/4" I.D. 1943 2 1/4" I.D.
hardening, cracking, moisture, 1839 2 3/8" I.D. 1944 2 3/8" I.D.
steam, chemicals, solvents, fuels,
oils. It is strong yet flexible, and 1840 2 1/2" I.D. 1945 2 1/2" I.D.
gives long service life. 1841 2 5/8" I.D. 1946 2 5/8" I.D.
1842 2 3/4" I.D. 1947 2 3/4" I.D.
1843 3" I.D. 1948 3" I.D.
1844 3 1/4" I.D. 1949 3 1/4" I.D.
1845 3 1/2" I.D. 1950 3 1/2" I.D.

CONNECTOR HOSE - 90-DEGREE ELBOWS

4-ply reinforced silicone. Blue on the outside and
red on the inside.
1880 2" I.D. x 4" radius, 10 1/2" x 18 1/2" legs
1881 2 1/4" I.D. x 2 1/4" radius, 8 1/2" x 18" legs
1882 2 1/2" I.D. x 3" radius, 6" x 10" legs
1883 2 3/4" I.D. x 3 1/2" radius, 8" x 14" legs
1884 3" I.D. x 3" radius, 7 1/2" x 12" legs

TUBE SECTIONS
Aluminum, Stainless steel,
type 6061, type 321,
.065” thick wall .065” thick wall
5860 1 3/4" O.D. 5866 1 3/4" O.D.
5861 2" O.D. 5867 2" O.D.
5862 2 1/4" O.D. 5868 2 1/8" O.D. .Metal Tubing: Standard length in stock is 36”
© 2019 5863 2 1/2" O.D. We can cut special lengths
5864 3" O.D.
Note on Connecting Tubing :
Putting a bead around the end of both of the tubes is OK,
but under boost conditions there is still a good chance that
the two pieces will blow apart causing not only loss of
boost but depending on where fuel is being injected a fire
hazard. The best thing to do is to weld an ear/flange on
both pieces then either safety wire them together, or even
better, bolt them together.

Rick Es-
BAND CLAMPS sary’s
Stainless steel worm gear style, .560” wide band. alcohol
Super
1870 Range of hose O.D. from 1 13/16" to 2 3/4"
Stock
1871 Range of hose O.D. from 2 1/16" to 3"
Pulling
1872 Range of hose O.D. from 2 5/8" to 3 1/2"
Tractor
1873 Range of hose O.D. from 2 13/16" to 3 3/4"

225
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
O-RINGS / PLASTIC CAPS / JET NUTS
O-RINGS
Kinsler stocks a wide range of sizes and com-
pounds. The following are commonly used sizes
and applications.
3074 Set for Kinsler 6 AN high flow jet can bypass valves, jet
sealing and body, for gas/alky
3116 Jet sealing in 6 AN jet can, gas/alky WASHER O-RINGS (stat-o-seals)
3117 Set for Kinsler quick disconnect, gas/alky ONLY, buna-n Steel or aluminum washer with o-ring/seal at-
3119 Set for Kinsler quick disconnect, nitro ONLY, E.P. tached around inside diameter.
3413 Kinsler Jet Selector Valve, main body to cap, large diameter 3010 Kinsler and Hilborn 6 AN jet can body / Kinsler and
3414 Kinsler Jet Selector Valve, rotor shaft to main body, gas/alky Hilborn barrel valve secondary outlet fitting or plug
3009 Specially machined on diameter for Kinsler 'Xtra-Light'
8172 Kinsler fuel filter #8170, #4148, #4156, two required barrel valve secondary outlet fitting
8173 Element sealing to filter body #8170, #4148, #4156 6163 6 AN
8601 Kinsler Monster Mesh series filters, end cap to body sealing, two
required 6137 8 AN
8602 Kinsler Monster Mesh series filters, element to end cap sealing 6138 10 AN
4904 Fuel filter #4900, one required 6139 12 AN
4909 Fuel filter #4905 and #4906, one required 22011 10mm, used on pumps #22002, #22003
6059 Shaft seal, shut-off valve #6036 & #6039, specify fuel 6130 12mm, used on Bosch fuel pump outlet #10208, #10210,
#10211, and #10212
6140 3 AN, buna-n, package of ten
6131 14mm, used on Bosch fuel pump inlet #10210
6141 4 AN, buna-n, package of ten
6132 16mm
6142 6 AN, buna-n, package of ten
6133 18mm, used on Bosch fuel pump inlet #10211
6143 8 AN, buna-n, package of ten
8283 1/4'' BSP (commonly used on Lucas metering equipment)
6144 10 AN, buna-n, package of ten
8284 3/8'' BSP (commonly used on Lucas metering equipment)
6145 12 AN, buna-n, package of ten
3522 Barrel valve spool shaft, Kinsler/Hilborn/Crower, gas/alky
3524 Kinsler barrel valve base plug PLASTIC CAPS
2965 K-W fuel pump front cover o-ring AND PLUGS
2828 Hilborn fuel pump front cover, model PG-150 A, B, C
2829 Hilborn fuel pump front cover, model PG-175 Ideal for protecting
throttle bores on
16180 Kit for Enderle square type barrel valve, gas/akly manifold, fitting
16181 Kit for Enderle square type barrel valve, NITRO. only flares and threads,
16182 Kit for Enderle high-flow nitro. type barrel valve, gas/alky and keeping a fuel
16183 Kit for Enderle high-flow nitro. type barrel valve, NITRO. only system clean.
Caps and plugs
2395 Kinsler/Enderle screw-in nozzle insert, each have ribs for easy
2397 Kinsler/Hilborn 1/2-20 thread nozzle, each finger griping.
7249 Kinsler top adapter to manifold, 2 3/16" to 2 1/2", package of Plugs have male
eight flare to help prevent
7248 Kinsler top adapter to manifold, 2.9" big block, package of eight line or fitting
10197 Bosch EFI injector leakage.
Note: O-rings and seals for Lucas Metering CAPS PLUGS
equipment see Pages #208-209. 6201 3 AN, package of 10 6200 3 AN, package of 10
6203 4 AN, package of 10 6204 6 AN, package of 10
6205 6 AN, package of 10 6206 8 AN, package of 10
6207 8 AN, package of 10 6208 10 AN, package of 5
6209 10 AN, package of 5 6210 12 AN, package of 5
JET NUTS
6211 12 AN, package of 5
Light weight and compact. Only 40% of the weight
of conventional elastic stop nuts. 6212 16 AN, package of 5
THROTTLE BORE PLUGS FOR KINSLER SMALL
1851 8-32, cadmium plated, 6-point, package of 10
BLOCK CHEVROLET MANIFOLD
1853 10-32, cadmium plated, 6-point, package of 10
6213 2 1/4'', red, package of 8
1855 1/4-28, cadmium plated, 6-point, package of 10
1857 1/4-28, black oxide plated, 12 point, package of 10 6214 2 1/2'', red, package of 8
1859 5/16-24, cadmium plated, 6-point, package of 10 6215 2 5/8'', red, package of 8
© 2019 6216 2 13/16", yellow, package of 8
226 1861 3/8-24, cadmium plated, 6-point, package of 10
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
IGNITION / METRI-PACK CONNECTORS
KINSLER’S ‘SHORTY’ DISTRIBUTOR HEAD
Accepts standard GM distributor cap and rotor.
Available with :
3/8” hex or tang drive
Magnetic pickup or points
With or without advance weights
Ideal for engine applications where there
is a clearance problem with the distributor
location in the block.

Distributor head with 3/8” hex drive Distributor head with

.165” thick tang drive

3/8” hex drive head 3/8” hex drive head Tang drive head installed
on front cover, driv- mounted on fuel on right angle drive
en by spud bolted to pump belt drive
Magnetic pickup with camshaft © 2019
advance weights

Tom Heltzel’s Ultima GTR Spyder, powered by an Terry D’Anca’s 68’ Camero powered by a 410
Aurora 4.0L with Accel Gen. VII engine management ‘sprint car’ small block Chevrolet with EFI

Jim Fueling’s
Land Speed
Streamliner.
Small block
Chev V8 with
Kinsler 3-piece
manifold

227
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
MISC.
ANTI SEIZE COMPOUND
Prevents thread galling or
seizing. Ideal for nozzles and
fittings with pipe threads, jet can
assembly, fuel filter assembly,
etc. We use this to assemble many
of our products that will require
disassembly. Very fuel resistant
and is easily applied to threads.
Thick paste-like substance stays
where you put it. No messy clean-
up!
#5922 #5912
1920 1 pint, re-sealable metal can
KINSLER PRESSURE GAUGES
Standard Kinsler series gauges feature an adjustable calibration
screw. Pressure capturing equipment available, see Page #186.
STANDARD GLYCERIN FILLED GLYCERIN FILLED
Gauge has 2” face, Gauge has 1 1/2” Gauge has 2 1/2”
1/8”NPT male on face, 1/8” NPT male face, 1/4” NPT male
back, steel case. on back and stainless on back and stainless
5920 0-15 PSI steel case. Not steel case. Not
adjustable. adjustable.
5921 0-30 PSI
5922 0-60 PSI 5933 0-15 PSI 5910 0-30 PSI
5923 0-100 PSI 5934 0-30 PSI 5911 0-60 PSI
5924 0-160 PSI 5935 0-60 PSI 5912 0-100 PSI
5925 0-200 PSI 5936 0-100 PSI 5914 0-160 PSI
5913 0-200 PSI

1915 Two part adhesive, commercial grade, general use,

EPOXY,
2000 PSICOMMERCIAL
shear strength, greyGRADE
in color when mixed
1916 Two part adhesive, commercial grade, high strength,
3000 PSI shear strength, green in color when mixed
#5821

#5820

#5823
#5822
ENGINE COOLANT SYSTEM CONNECTORS
Great for installing a thermostat or plumbing a coolant EPOXY PUTTY
system to any injection or carburetor manifold.
5820 Remote thermostat housing, cast aluminum, 'as cast' finish,
Molds like clay, hardens solid in one hour, heat resistant up to
uses GM style thermostat and waterneck, 2 3/8" tall x 3" 300 degrees F, cures chemically--doesn’t shrink, smooths into
wide x 4 1/2" long, 1 1/4 lbs, three 1/2" NPT ports and two place with a wet fingertip, NO odor...cleans up with water before
5/16-18 mounting bosses on bottom, hardware sold hardening, adheres to damp surface, even cures under water.
seperately Can be sanded, drilled, machined, sawed and painted. Use on
5824 Same as #5820 but with 'polished' finish metal, wood, brick, stone, concrete, plastic, glass, and tile.
5821 90 degree filler adapter for 1 1/2" hose, 2 3/8" tall, one 1/2"
NPT port and two 1/4" NPT ports, cast aluminum We use this putty to repair corroded water passages in intake
manifolds.
5822 Filler cap, bolts to thermostat pad
5823 Hose filler adapter, for 1 1/2" inside diameter hose
1917 Putty, two part, 1-pound
© 2019
228
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
APPAREL AND BOOKS KINSLER RIPPER HAT
Red and black with
Kinsler’s ‘Dragon’
Right logo, claw, and
front of ‘rip’ embroidered.
hat Adjustable velcro
elastic strap. Make
a statement without
saying a word!
1043 Kinsler 'Ripper' hat

Left rear
of hat
KINSLER T-SHIRT KINSLER BASEBALL HAT
Kinsler ‘Dragon’ shirts are white with Baseball cap, light brown
large colorful fire breathing ‘Dragon’ corduroy with Kinsler’s
tearing out through the back. ‘Dragon’ logo embroidered.
1060
T-shirt: small, medium, large, Dark blue bill with strap type
and x-large adjustment, vented back half
1061 T-shirt: 2x-large with vents in the top.
1062 T-shirt: 3x-large 1041 Kinsler baseball cap
NOTE - ORDER T-SHIRTS ONE SIZE
LARGER THAN YOU WEAR.
THEY ARE 100% COTTON
AND SHRINK ONE SIZE.
KINSLER SHOP APRON
Tie one on!
Navy blue, double pocket,
1087 with Kinsler 'Dragon' logo
Black, double pocket,
1088 with Kinsler 'Dragon' logo

KINSLER PATCH KINSLER DECAL

2 1/4" wide x 3 3/8" tall,
1048 4-color, ebroidered Kinsler’s ‘Dragon’ logo, 4-color.
1023 4 1/2" wide x 4 3/4" tall
1025 7" wide x 7 1/4" tall

KINSLER POSTER
Yes, we have some early Kinsler
posters left in stock. It has driver,
two cars, boat, and motorcycle logo
on heavy paper. 20 5/8” x 25” im-
age size.
Kinsler racing driver poster,
1050 includes shipping tube

1015 SPEEDBOAT
KINSLER JACKETS Written by D.W. Fostle,
217 pages, hardbound.
Black wool body with black lambskin leather sleeves. Kinsler’s Wonderfully illustrated using the Rosen-
‘Dragon’ logo embroidered on back. Seven snap closure with two exte- feld Collection of wood powerboat pho-
rior pockets on front and one interior pocket. A real hit with the ladies! tos. Traces the boats and the men that
They are expensive to make so we are selling them at our cost. built and raced them from 1900 through
1084 Kinsler jacket, small 1955. Interesting stories on rum runners,
1085 Kinsler jacket, medium the aircraft engine powered and super big
race boats. We all love this book!
1086 Kinsler jacket, large © 2019 3.2 pounds of history.
1087 Kinsler jacket, x-large
229
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
POLICIES
PRICES AND PHOTOGRAPHS REFUSED SHIPMENT
Actual products may vary from photographs shown. Prices and Any customer who refuses delivery of an order (unless prearranged by us)
specifications are subject to change without notice. All prices are will be billed for the shipping both ways and any other costs and a
quoted in United States dollars. restocking fee. These charges must be paid in full before any future orders
will be shipped.
HOURS
Our business hours are 8:00am to 6:00pm Eastern Standard Time DAMAGE AND SHORTAGE
(EST). The fax machine is on 24-hours. E-mail: Sales@Kinsler. Shipments must be inspected by the customer immediately upon
com receipt to be sure they are undamaged and complete. Claim for
damages must be made with the carrier at once. Kinsler Fuel Injec-
ORDERS tion must be notified within five (5) working days of the receipt of
Every reasonable effort is made to ship items in stock the same day a shipment with any damage, shortages, or incorrect items. Please
they are ordered....if they must go the same day, tell our salesman phone us, as problems can usually be resolved quicker by phone.
and he will check stock and give them special handling at no extra Please tell us the invoice date and your sales person; see salesman
charge. If the items ordered after 3:30pm are in stock and you box on invoice.
MUST have them shipped the same day, an additional charge of
$15.00 will be made to cover our cost of hand delivering them to RETURNS
UPS.... our UPS pickup is at 3:45. To receive credit, refund, or to exchange merchandise:
1) Call Kinsler Fuel Injection BEFORE shipping parts back.
TERMS 2) The parts must be returned within 10 days of receipt.
All shipments must be prepaid by credit card, or COD: Certified 3) They must be packaged properly to prevent any damage
Check, Money Order, or Cashier’s Check unless previous arrange- during shipping. Damaged parts due to poor packaging
ments have been made. are NON-returnable and will be returned to the owner
at his expense.
CREDIT CARD 4) All returns MUST be sent to Kinsler Fuel Injection
We accept Visa, MasterCard, American Express, and Discover. To insured and prepaid. No CODs will be accepted.
help protect YOU from credit card fraud we perform an address 5) All returns MUST be accompanied by a copy of the
match on the billing address of the credit card. Please have the card original invoice and a note explaining the reason for the
number, expiration date, security code, and the billing address (as return.
shown on the bill from your credit card supplier) when you call. 6) Under no circumstances are altered, used or otherwise
Orders over $200.00 will NOT ship without an exact address and unsaleable parts returnable.
security code match.
Upon acceptance of returned parts by us under the above
DEPOSIT criteria, a restocking fee will be charged.
Any special made or modified part and all flow test services will Refund : 20% restocking fee
require a deposit. We will inform you when this applies, and the Repurchasing : 10% restocking fee
dollar amount required. Do NOT send cash. Recommended: certi- Any flowed product : 30% restocking fee
No electrical parts (example - EFI injectors, fuel pumps,
fied check, money order, cashier’s check, or credit card. Personal
sensors, etc.) are returnable once our box has been opened
checks and NOT pre-approved company checks may be delayed by the customer.
due to bank clearance time. The balance due on an order will be
shipped COD unless previous arrangements have been made.
WARRANTY
SHIPPING Our warranty is limited to our products found to be defective in ei-
All orders are sent by United Parcel Service (UPS), signature re- ther workmanship or material, after an inspection performed by us.
quired, unless other arrangements have been made with us. We do This warranty only covers the replacement or repair of the product
not recommend shipping by the Post Office due to the high at our descretion. We will not be liable for damage to other parts or
percentage of damaged packages. to the vehicle caused by using our product since we have no control
over how the installation is done, and all high performance engines
MINIMUM BILLING place much greater than normal stresses on all the components.
Due to the amount of time doing paperwork, pulling parts, packag-
ing, and shipping, our minimum order is $15.00. NOT FOR USE ON PRODUCTION VEHICLES
All parts sold are for performance and racing use only. The instal-
FOREIGN ORDERS lation of any of these components on a production type vehicle may
All foreign orders require payment in advance for merchanise and cause it to be illegal for use on public roads. The purchaser accepts
shipping cost. Shipment will be sent collect for any duties, taxes, all legal risk and expenses thereof if he installs these parts on a
VAT, or other transportation fees. vehicle used on the public roads.
BACKORDERS ACCURACY
Any item on your order that is not in stock may be placed on back- We have tried to insure the accuracy of the information in this
order. Your invoice will state whether the parts have been billed to handbook, however, we are not responsible for damage of any kind
you on the current invoice or if they will be billed to you when the caused by any use of this information.
backordered parts are shipped.... small parts that will ship within a
few days are usually put on the invoice to save additional
payment arrangements.
© 2019
230
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
Intentionally Left Blank

231
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
 INDEX Constant flow metering - cont.


high speed...................................
plumbing.................................
90-94
114-116
Fuel pump - cont.


mechanical............... 101-106, 137, 176
installation tips............................... 178
A troubleshooting Fuel -
Air box................................................... 197 charts...................................... 112-113 some properties of
Air density gauge................................... 198 Conversion - gas, alky, nitro................................ 202
Air density - your manifold to EFI...................... 164 Fuel rails -
theory and calculation of............... 199 or constant flow.............................. 165 aluminum................................. 146-148
Air facts and aerodynamics.................... 209 Crossram manifolds................................... 42 stainless steel................................... 148
Air filters......................................... 195-197
Alcohol - D

modular...........................................
dampening.......................................
147
148
specific gravity test kit.................. 201 Decals..................................................... 229
machining....................................... 149
properties....................................... 204 Density of air........................... 198-201, 209
conversion...................................... 165
Apparel - Density of gasoline,
Fuel tanks................................................ 186
t-shirts, hats, alcohol, nitro.................................. 206
Fuel tank caps......................................... 186
jackets, posters............................... 229 Distribution blocks.................................... 99
Arms, throttle..................................... 66-69 Drive - G
mechanical fuel Gauges -
B pump, belt....................................... 180 pressure, fuel................................... 228
Barrel valve - and front cover type....................... 179 boost............................................... 194
models............................................. 97 Lucas mechanical............................ 213 air density........................................ 198
leakage setting................................ 108
linkage installation......................... 110 E Gasoline
properties of................................... 206
Bell crank linkage..................................... 68 Economizer valve................................... 119
specific gravity test kit.................... 201
Belts and pulleys..................................... 182 EFI injectors.................................... 142-145
Blower hats - Electronic fuel metering - H
Enderle............................................ 50 basics....................................... 122-124 Hats - baseball......................................... 229
Hilborn............................................ 50 plumbing.................................. 159-161 Hex link bars
mounting on tunnel ram................. 164 types............................................... 124 (throttle linkage bars)........................ 71
Blown system - Electronic Control Units (ECU) - High speed bypass -
constant flow................................... 50 Holley, F.A.S.T., diaphragm......................................... 92
EFI.................................................. 49 Motec, AEM................................... 124 K-140............................................... 94
PSI.................................................. 51 Electric fuel pumps - jet can............................................... 93
Books - flow testing..................................... 126 electric lean-out/enrichment............. 93
Speedboat by Fostie........................ 229 Bosch....................................... 130-132 History of Fuel Injection...................... 72-73
Bosch -

Weldon.....................................
Aeromotive..............................
127-134
127-128
I
electric pumps......................... 126-135 Ignition................................................... 227
injectors (EFI)................................ 142 Holley...................................... 127-134
Indy Racing League (IRL)
pressure relief valves............... 138-141 Mallory................................... 131-134
manifold........................................... 27
Boxes - Ti............................................ 128-129
pressure relief........................... 138-139
hardwood, for air density Walbro.................................... 130-133
oil filter.................................... 167-170
gauge, spark plugs and controllers....................................... 135 ramtubes........................................... 57
fuel analyzer kit............................. 200 F fuel rails.......................................... 146
Brief History Filters - Injectors - EFI................................. 142-145
of Fuel Injection........................ 72-73 air............................................ 195-197 Instruments -
Buick V6 manifold................................... 37 costant flow nozzle........................... 82 air/fuel ratio.................................... 155
Butterflies (throttle plates)...................... 56 EFI injectors................................... 145 air density gauge.............................. 198
C fuel............................ 82, 125, 167-171
Filter foam.............................................. 195


gauges - pressure..............................
Uni-syn,
228
Cables -
shutoff and throttle.......................... 70 Filter funnel............................................ 187 throttle synchronizer........................ 61
clamps and brakets........................... 70 Fittings -
AN............................ 145, 148, 187-191
J
Caps - Jackets.................................................... 229
fuel, oil, and water tank.................. 186 BSP................................................. 191
Jack shaft............................................ 69
fittings........................................... 187 hose ends......................................... 192
Jesel........................................................ 179
baseball.......................................... 229 metric............................. 133, 148, 191
Jet flow -
plastic............................................ 226 Flapper check valve................................ 194
theory and flow data................ 207-208
Carburetor - Flow Testing -
Jet holder - plastic jet case......................... 77
fuel supply system.................. 222-223 new manifold................................... 163
Jet -
mech. fuel pump..................... 101, 172 your unit - any brand....................... 163
main bypass for
regulators....................................... 222 K-type jets................................... 76-77
constant flow............................... 83-84
Cavitation - constant flow nozzles........................ 78
Jet selector valve -
prevention system for EFI injectors........................... 142, 145
for constant flow......................... 85-87
fuel pump inlet........................ 117-120 mechanical pumps........................... 177
Chevrolet Manifolds : electric pumps................................. 126 K
small block V8.............................. 9-23 Ford Manifolds - K-type jets........................................... 76-77
big block..................................... 28-32

small block V8.............................
big block............................................
24-26
33
L
big block cross-ram........................... 31 L-bends............................................ 224-225
4-cylinder in-line........................ 36, 39 4-cylinder in-line............................... 36
Leakage -
V-4................................................... 41 modular 4.6....................................... 26
setting of barrel valve...................... 109
Constant flow metering - Formula -
Linkage -
barrel valve...................................... 97 orifice area...................................... 207
setup and theory........................... 62-63
basic adjustments.................... 108, 111 air density........................................ 199
spring-screw linkage..................... 64-65
K-jets.......................................... 76-77 specific gravity......................... 201-203
cable linkage arms/wheel.................... 66
Constant flow metering - cont. horsepower.............................. 209
kits for S. B. Chevy........................... 69
nozzles........................................ 78-81 Four barrel throttle bodies......................... 43
arms and stops............................. 64-68
main........................................... 83-84 Fuel analyzer kits.................................... 201
hex bars & rod ends........................... 71
secondary.................................... 88-89 Fuel pump -
90-degree linkage.............................. 68
electric.................................... 126-135
Lucas comparison to

© 2019 constant flow and EFI....................... 74
232
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
INDEX
Lucas injectors (EFI)........................ 142, 144 Pressure relief valve - EFI Thermostat.............................................. 228
Lucas metering...................... 72, 74, 212-221 Kinsler............................... 138-140 Throttle arms, stops, cables, linkage..... 64-68
Lucas nozzles (mechanical)...................... 214 Bosch................................ 137-140 Throttle bodies -
Lucas pumps - Aeromotive.............................. 139 4-barrel...................................... 43
mechanical and electric............ 213, 218 Weldon..................................... 139 2-barrel...................................... 47
Lucas parts........................................ 212-220 Poster - Kinsler.......................................... 229 mono....................................
M Port profiles -
small block Chevrolet................. 11


Weber.........................................
Motorcycle...........................
48
44-45
Magnesium - CAUTION Throttle plates (butterflies)........................ 56
big block Chevrolet..................... 29
manifolds......................................... 210 Throttle shafts............................................ 55
small block Ford......................... 25
Main bypass valves Throttle synchronization -
Pressurized fuel pump
Quick Disconnect......................... 83-84 Uni-syn...................................... 61
inlet system....................... 117-121
Screw seal jet can............................ 83 linkage.................................. 64-71
Pumps -
Jet Selector Valve.......................... 85-87 Tools -
mechanical............ 101, 136-137, 178
Manifolds: fuel rail machining.................... 149
electric.............................. 126-134
Features and options....................... 3-41 leakage tester............................ 109
Fuel metering......................... 7-8, 72-74 primer....................................... 183
air/fuel ratio............................. 155
Chevrolet small blocks................... 9-23 Q safety wire................................ 193
Chevrolet big blocks..................... 28-32 Quick change main bypass wiring harness........................... 158
Crossrams.............................. 20, 31, 42 (quick disconnect).................. 83-84 Lucas...................... 213, 214, 219
Ford small block........................... 24-26
Ford big block.................................. 33 R TPS -
sensors.............................. 152-153
Installation....................................... 54 Racing fuel injection comparsion................. 74
drive................................. 152-154
Mopar.......................................... 34-35 Ramtubes -
remote mount........................... 154
Pontiac............................................. 38 aluminum.............................. 57-58
Tunnel ram -
4-barrel throttle body....................... 43 restrictors................................... 58
made into fuel injection
Motorcycle................................... 44-45 carbon fiber................................. 58
early development.................... 164
Rochester fuel injection base plate... 23 spacers........................................ 59
Turbocharging -
Modification - radius plates................................ 59 constant flow..................... 52, 121
and/or flow test of your unit............. 163 Regulator - carburetor
(see also pressure relief valves).. 222 EFI............................................. 52
Mopar small bock injection manifold....... 35
Motorcycle fuel injection..................... 44-45 Relays....................................................... 158 U
Rochester injectors (EFI).......................... 142
N Rod ends...................................................... 71
U-bends............................................
Uni-syn throttle synchronizer.....................
224-225
61
Nitro-methane -
specific gravity test kit..................... 202 S Universal nozzle boss............................... 166
properties................................. 203, 206 Safety wire -
wire, pliers, drilling fixture........ 193
V
Nozzles, constant flow........................... 78-81 Vacuum junction block.............................. 151
Nozzle flow data....................................... 78 Sensors, EFI : Vacuum damper......................................... 151
Nozzle vent filter biscuits........................ 82 air temperature......................... 150 Vapor Separator Tank (VST) system :
Nuts........................................................... 226 coolant temperature.................. 150 constant flow.................... 117-120
idle air control (IAC)................ 150
O manifold absolute pressure


EFI...........................................
Lucas................................
160
220-221
Orifice flow theory.............................. 207-208 (MAP).............................. 151 Vent -
O-rings - exhaust gas (O2)........................ 155 fuel tank................................... 185
fittings.............................................. 226 throttle position (TPS)..... 152-153 nozzles, constant flow................. 79
jet cans.................................. 83-84, 89, 92- hall effect................................. 156
93, 95, 223 signal generators....................... 156 W
EFI injectors.................................... 144-145 Screens - Weber manifold -
ramtubes.......................................... 58 constant flow nozzles.................. 82 conversion.................................. 48
filter.......................................... 167-171 EFI injectors............................. 145 throttle bodies....................... 47-48
P Shirts........................................................ 229 Weldon pumps..................................
Wiring harness components..............
127-135
157-158
Patches...................................................... 229 Shut-off valve -
2-way................................ 173, 175 Wood box -
Pills -(main bypass jets)
3-way........................................ 172 air density gauge................ 200-201
for constant flow.............................. 76-77
electric...................................... 176 spark plugs................................ 200
Pintle cap for EFI injectors...................... 145
safety........................................ 173 fuel analyzer kit................ 200-201
Plastic jet holder case -
holds 26 jets..................................... 77 pneumatic................................. 174 X
Plenum logs.............................................. 53 mounting........................... 172-173 Xtra-Light -
Plumbing - Specific gravity - manifold..................................... 18
Carburetor supply system........... 222-223 hydrometers.............................. 201 pumps....................................... 137
Hose and fittings....................... 187-192 understanding............................ 202
Plumbing schematic - charts................................ 204-205
Constant flow - preferred................. 114 Springs -
Original - “Old”............................... 115 jet cans....................................... 96
Range jet valve (for use with JSV)....... 87 throttle stop safety return........... 67
Enderle hat conversion.................... 116 Spring-screw universal -
Vapor Separator Tank system... 117, 160 throttle shaft links................. 64-65
Turbocharged constant flow............. 121 Stanchions, for fuel rail mounting............. 146
EFI with mechanical pump.............. 160 Stops - throttle........................................... 67
EFI fuel rails.............................. 159-161 T
EFI with electric pump..................... 159 Tanks -
EFI with 2-electric pumps............... 160 aluminum.................................. 186
Primer system.................................. 183 components....................... 186-187
Lucas timed injection system.......... 221

mounts......................................
bungs.........................................
186
187
© 2019

233
Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A.
www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032
 SMALL BLOCK CHEVROLET and MOPAR

Dragon Claw ASCS Dragon Claw Monster Traditional 4-Cylinder

BIG BLOCK CHEVROLET

Dragon Claw Traditional Cross Ram Big Chief Pontiac Pro Stock

FORD

Small Block SVO Small Block Windsor Modular 4.6/5.4L Big Block TFS and Hemi Super Cobra Jet

‘Standard’
Series

‘Dominator’ Series
EFI Tunnel Ram 4-Barrel Throttle Body EFI Blower Hat Throttle Bodies