Mint 400, Las Vegas March 14th 2015
Annual Desert Off Road Race
Dougans Racing Engine and Kinsler Dragon Claw Fuel Injection
1st TO FINISH!!! OVERALL CHAMPION of all 6 classes
Justin Lofton, Truck #41
Races in the 1400/P Trick Truck Class
Click on image to See
Ken Block Drive a Kinsler Injected Mustang
IMSA 2014 Champion
The SRT Motorsport's Dodge Viper GTS-R
#91 and #93 with Roush powerplants
We partnered with SRT and Roush on this program.
Viper V-10 Manifold for SRT program. These ran at The 24 Hours of LeMans.
American Le Mans Series Viper V10
Viper GTS-R manifold designed and machined by Kinsler for Roush Industries. We worked with
Roush on the development and packaging of this billet aluminum manifold.
Transverse throttle shafts with ball bearings. Special progressive linkage works with their “blipper”
motor to synchronize throttles for transmission gear changes.
Viper GTS-R #91 leading the Corvette #4 at the 12-Hours of Sebring on March 17, 2013
See Kinsler's Honda Plenum/Manifold
and K-140 Pressure Relief Valve on:
TV show Episode #13
On the internet starting May 25th 2014 at:
KINSLER BILLET “410” INTAKE MANIFOLD
FOR SMALL BLOCK CHEV, FORD, ETC.
Features all ball bearing support of the longitudinal throttle shafts,
including the bearing between each set of butterflies. This gives
super smooth throttle action, allowing better control of the car on the
These manifolds can accommodate any port design the customer wants.
Kinsler can help the customer select a port for his engine combination,
by varying both the shape and volume of the CNC ported runners.
The manifold was released in February, and Kinsler has already made
some extreme variations to suite their customers.
Some have been made for EFI road racing and for street use, with
throttle position sensors, fuel rails, and nozzle bosses for EFI nozzles.
World of Outlaws, Tucson AZ March 8th 2014
1st Place: Brad Sweet Car #49 of Kasey Kahne Racing
Engine by Speedway Engine Development Inc., Indianapolis
Kerry Madsen, driving the #29 car of Keneric Racing
won the Stockton, CA race on 3-22-14 using a
Morrison Racing Engines engine.
Both Sweet and Madsen use a Kinsler Billet 410 Manifold
Model HP (high pressure) Nozzle Lines
Slim, sleek, lightweight
The line end fittings and collars are our own design, made in stainless.
The lines are assembled in our shop, using an eight-crimp die set.
They have a 5/16” hex at the barrel valve for easier installation.
You can rotate the fitting in the line after installation.
The PVC sheath is crimped under the collar; no braid showing:
protects from dirt.
The fitting for the nozzle has a 45-degree seat to properly match the
angle on the nozzle.
It is bent 65 degrees to let the lines run snug over the valve covers.
The line is smooth bore Teflon 3/16”ID, with stainless braid, covered
with black PVC, .275 OD. This is rated at 3,000 psi working pressure,
with a minimum burst pressure of 14,000 psi. We have tested ten of
these line assemblies to 15,000 psi without a failure.
52nd Rolex 24 At Daytona, Jan 25-26, 2014
GM Engine by ECR with Kinsler LS injection
Won by Joao Barbosa, Christian Fittipaldi, and Sebastien Bourdais
in the No. 5 Action Express Racing Corvette DP.
2013 WORLD OF OUTLAW CHAMPION
Daryn Pittman just squeaked it out at the Charlotte World Finals,
supported by Kale Kahne, Crew Chief of the Year, and the crew
of the Great Clips #9. The Kasey Kahne Racing organization made
a superior effort all year long!
Speedway Engine Development won the 2013 Engine Builder of the
Year... congrats to Rick Long, Jay Wood and staff. They do the
engines for #9. They use the Kinsler Beast manifold on Daryn’s engines.
Megan Mandic, Mike Carber, Michelle Kahne, Kale Kahne, Mandy
Pittman, Taylor Pittman, Daryn Pittman, Tawny Carpenter, Kolten
Gouse, Willie Kahne, Doug Stringer
NEW: Series 2 Tough Pump
sizes: 8.68 GPM, 10.62 GPM, & 12.58 GPM at 4,000 Pump rpm, at 100 psi pressure. These are just as rugged as the Series 1 Tough Pumps; will handle
dirt in the fuel better than any other pump.
Applications: 600 plus cubic inch naturally aspirated Methanol, Supercharged or Turbocharged Methanol up to 2,000 HP, Top Fuel Harley Davidson (requires special seals for nitro). These pumps are good to 300 psi continuous.
The biggest problem racers have with their mechanical fuel pumps is wear, due to gears and housings that aren’t hard enough. Our pump has very hard gears and a hardcoated housing to hold up very well against dirt... we have yet to have one wear out in the field due to dirt passing through them.
Total pump failures are another problem. Our pumps are made with very premium metals, coatings, and very close tolerances to give extreme durability... we have never had one of our pumps fail in the field.
See the bottom of this page and our “Pump” page for more details
Sunday, May 27, 2012
It was great watching Dario Franchitti win his third Indy 500, with his Chip
Ganassi Racing teammate Scott Dixon taking second; both running Honda
Engines. We had our equipment on both of these cars.
During qualifying, Chevrolet engines took the ten top spots, so it looked like
they might dominate the race. After being absent from Indy since 2003, they
had come back with a vengeance!
Final top twelve, by engine: Honda, Honda, Chevrolet, C, C, C, H, H, H, C, C, H
We had our equipment on ten of these 12 cars and on most of the rest of the field.
February 27-28, 2012
FIRST NASCAR CUP RACE EVER TO USE FUEL INJECTION
Congratulations to Matt Kenseth for
winning this wettest, fieriest, and most
delayed NASCAR Cup race ever! He
drove an impressive race in his Roush
Fenway Racing #17 Ford, owned by
John Henry, with Jimmy Fennig as
All five top finishers ran Kinsler F.I.
components,as well as 36 of the 43
cars that started the race.
Click the third green button down
at the left.
The Outlaws know how to get PUMPED UP !!!
World of Outlaws from Las Vegas — March 8, 2012
Pos. Driver Car # Fuel Pump
1 -Tim Kaeding #83JR Tough Pump
2 -Jason Sides #7S other
3 -Steve Kinser #11 Tough Pump
4 -Chad Kemenah #63 Tough Pump
5 -Brian Brown #21 Tough Pump
6 -Sammy Swindell #1 Tough Pump
7 -Jason Meyers #14 Tough Pump
8 -Tony Stewart #14S Tough Pump
9 -Donny Schatz #15 Tough Pump
10 -Kraig Kinser #11K Tough Pump
50th Running of The Rolex 24-Hours of Daytona
Kinsler’s modular Ford cross-ram manifold injected the
Roush-Yates Engine\'s that powered the 1-2-3 Over-All finish.
1st - #60 Michael Shank Racing with Curb-Agajanian driven by
2nd - #8 Starworks Motorsport driven by
3rd - #6 Michael Shank Racing with Curb-Agajanian driven by
Congratulation to the ALL the teams and the staff of Roush-Yates Engines.
A special “hats off” to John Maddox, Roush-Yates Engines’ Daytona
Prototype/Road Racingprogram manager
Donnie Bowles / Propane Injected Kinsler Modular Ford Manifold
Engine Built by Roush Competition Engines
Won 2012 NMRA Modular Muscle Class
18th Annual Spring Break Shootout in Bradenton, FL Motorsports Park, March 1-4
9.775 seconds @ 136.10 MPH
|Click here for full video
New Design High Speed
Click on the IMAGE
With inboard injectors.
Available with out board and dual injectors.
Model HP (high pressure)
Throttle bodies for YAMAHA R6
Valley Plate Vent
Billet aluminum pinch clamp mount,
Tough Pump Series II
New Beast Non-Linear
Click on the image to
NEW ASCS 360 RAPTOR Manifold Specifically designed for 360 Sprint Car engines. Great Idle quality. Throttle sizes:
2 3/16”, 2 1/4”, 2 3/8”, 2 7/16”, 2 1/2”, and
2 5/8”. Cast magnesium runners with bronze throttle shaft bushings installed. Runners are 100% CNC ported, with our program, or custom program to your specifications. Black anodized billet aluminum valley plate, I beam ribs for greater support, for GM & Dart blocks. Bolt on breather and distributor pad. Billet aluminum super tops with built in restrictor, or straight bore billet ramtube adapters. Nozzle bosses internally vented. 3/8" diameter back cut throttle shafts, jackshaft linkage kit, 180 degree bell tapered wall ramtubes, set of (8) Kinsler flowed and matched 5 ½”" AS deflector nozzles. All linkage machined from billet aluminum. High quality rod ends and fasteners
Click on the image to
view product flier
NEW 305 RAPTOR Manifold Specifically designed for 305 Small block Chevrolet Race Saver—URSS—ASCS Classes. Great—Drivability-- Idle quality. Throttle sizes: 2 3/16”, 2 1/4”, 2 3/8”, 2 7/16”,
2 1/2”, and 2 5/8”. Cast magnesium runners with bronze throttle shaft bushings installed. Runners are 100% CNC ported for Race Saver or ASCS Brodix head, World Products, or custom program to your specifications. Black anodized billet aluminum valley plate, I beam ribs for greater support, for GM & Dart blocks. Bolt on breather and distributor pad. Billet aluminum super tops with built in transition, or straight bore billet ramtube adapters. Nozzle bosses internally vented. 3/8" diameter back cut throttle shafts, jackshaft linkage kit, 180 degree bell tapered wall ramtubes, set of (8) Kinsler flowed and matched 5 ½”" AS deflector nozzles. All linkage machined from billet aluminum. High quality rod ends and fasteners.
Click on the image to
view product flier
Click on the image for
4150 Bolt pattern
Approx. 1,000 CFM @
For: RAPTOR & DRAGON CLAW
Fits most popular air boxes
NEW XL ASCS with Billet Super Tops with built in restrictor
| These are OEM Siemens Dekainjectors modified by KinslerFuel Injection to flow 800cc/min(76.0 lb/hr) @ 45 psi @ 12.0 ohms.
They are drop-in replacements for Honda K-series (2.050" o-ring c-c).
.575" OD top & bottom o-rings.
Uses US Car style electrical connector.
$260/set of 4 (or $65 each)
|Harley Davison throttle body,
billet aluminum, bronze bushed throttle shaft bores, with 180 degree ramtube bell. Barrel valve mounting pad. Includes return springs and linkage.
Kinsler Fuel Injection Plenum
Cast magnesium 6" dia. universal throttle body flange -CNC'd to accept the throttle body of your choice.Accommodates up to 3.15" diameter throttle body (80mm). Minimum throttle body bore diameter:2.250" (57mm). Opening is 16"long x 4.5" wide. Provisions for secondary nozzles and/or injectors with fuel rail. Multiple provisions for sensors and vacuum/boost reference connections. O-ring seal –from lid to throttle body and lid to base. Application specific models available for Honda B, H, K, and F-series engines.User designated plenum volumes available from 2300cc to 4700cc.
Click on image for JPEG Image of Info Sheet
ONE WAY CHECK VALVESMetric to AN One Way Check Valve;12mm inlet x 6AN or 8AN outlet check valve features an anodized aluminum body equipped with a high flow stainless o-ringed poppet for excellent sealing. The poppet is spring loaded to the inlet seat with ~ ½ PSI for minimal pressure drop. Body is available with either 6AN or 8AN male flare outlet adapters. Fits popular
Bosch fuel pumps. 6AN + o-ring inlet thread is also available. Fits Weldon 600A and Weldon 1100A pump with adapter fitting.
#3183 12mm x 8AN for pump #10211 #3184
#3183-6 12mm X 6AN for pump #10211
#3184-6 6 AN m. o-ring X 6AN male flare
for pump # 10200
#6271 6AN female x 10AN male + o-ringadapter for pump # 10201
Extra Light ASCS
Dragon Claw Manifold
Kinsler 2200 CFM
Billet Twin Blade
throttle body with
Dominator bolt pattern.
Handbook Page 43
Screen Air Filter Boots
Available in two colors;
Silver, or Gold
One piece gear shaft
Rock solid housing
Steady flow at extreme
Click on image to see PDF Flier
Bosch 044 fuel pump
Pre-filter fuel sock
With Carbon Fiber Ramtubes
Fits: LS3, L92, L96,
LS7, & C5R
With Aluminum Ramtubes
LS 7 Vertical
This manifold can be machined to fit the same heads as the above crossram manifold.
ASCS Small Core
With Small Core Runner
Three Way Fuel
|EFI Injector 90º Adapter|
|MC 250 Throttle|
4 Cylinder Hemi
Mopar 426 Hemi
Click to view video
12AN Fuel Rail
Manifold style 3 and 4 Port
Small Block Ford
Monster Mesh Filters
KINSLER MONSTER MESH FILTERS FOR FUEL AND OIL
The lightest in the industry with a huge amount of filtering mesh and screen.
Small Block Chevrolet Monster
Big Block Ford SCJ
EFI Super Cobra Jet
CHEVROLET AND MOPAR
CONSTANT FLOW NOZZLES
Constant flow systems are very flexible and cost effective for many types of
racing, engine configurations, and fuels. They are capable of supplying a very
wide range of fuel requirements. The system can be easily configured and
tuning is accomplished by increasing or decreasing the systems operating
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. Using a barrel valve assembly the idle and the part throttle fuel rate is
controlled. Kinsler can supply additional bypasses and enrichment circuits to
give added flexibility.
Basic components of a constant flow fuel injection system :
A) Air control - individual runner (I.R.) manifold or throttle body.
B) Kinsler Fuel Injection manufacturrer's throttle linkage. Special jackshaft
kits (like the one shown above) are available for most manifolds.
C) We stock heavy duty Morse throttle cables and shut-off cables. We also
offer S.S. quick and bolt down release mounting clamps.
D) 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.
E) Nozzles - fixed orifice in the runner or plenum of intake manifold. Sized for
specific engine and fuel being used.
F) Nozzle lines - connects barrel valve or distribution block to nozzles.
G) Main bypass jet can - houses poppet and spring for basic idle fuel
pressure and holds main bypass jet.
H) 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.
I) Fuel pump (mechanical) - positive displacement pump.
J) Fuel pump drive - typically setup to run fuel pump at 1/2 engine rpm. Can
be mounted to camshaft or belt drive.
K) Fuel shut-off valve - stops fuel flow to barrel valve to allow the engine to
L) Fuel filter - filters the fuel to protect nozzles, bypass valves, and barrel valve.
Optional components :
M) Secondary bypass valve - allows tuning flexibility of part throttle.
N) High-speed bypass valve - allows tuning flexibility of higher rpm fuel delivery.
O) Electric lean-out or enrichment valve - special function valve to allow
tuning of a specific area or range of the fuel deliver.
P) Kinsler Jet Selector Valve - holds eight main bypass jets. Allows main
jet to be adjusted while engine is running.
Q) 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. Kinsler specially designed system keeps a
constant feed pressure to the mechanical pump to prevent cavitation.
NOZZLE DISCHARGE STYLES :
'A' type : fuel is discharged at 45 to body through notch cut in deflector,
commonly called 'whistle' or 'notched'. 'AS' type : fuel discharged in line
with body through a diffuser screen, commonly called 'screen tip' or 'shot-gun'.
K-TYPE JETS :
Even a perfect fuel injection unit 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 makes it impossible to "tune in" the engine
for best power and consistence.
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 1/2% 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 the same. Every jet of the same
size flows the same, if one jet is lost, an exact duplicate can be shipped
A) Because of the larger radius entrance to the metering orifice in the K-type
jets, you must start with a K-type jet that is about .008" smaller than the
conventional jet that you are replacing, if you want to retain your present
B) Always install the jet so that the number is facing up as you drop the jet 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 sit on. Note: the jet sealing o-ring should be replace
periodically to make sure that the compound has not "dried" out.
We can make variations of these nozzles and special nozzles just call us.
Also see pg 10 of main handbook.
+ or - approx. 4% from flows shown at left Crower and Enderle nozzle size (they code their inserts differently)
'A' Type: Fuel discharged at 45 degrees to body through notch cut in deflector:
commonly called 'whistle' or 'notched'.
'AS' Type: Fuel discharged in line with body through a diffuser screen:
commonly called 'screen tip' or 'shot-gun'
Nozzle Venting Vents let air premix with the fuel inside the nozzle for better
Externally Vented : For
Non-Vented & Z-type : For supercharged or
Constant flow nozzle
For nozzles, bypass jets, carb jets
A sharp edge at the orifice entrance causes the flow stream to converge, the
smallest flow cross section being termed the vena contracta and is the point
of lowest pressure. The vena results in less flow through a given hole size than
a piece with a rounded entrance.
The particle of fuel coming straight down
The particle a bit off
The particle a bit
We use only fully radiused type orifice approaches in all our nozzles and jets.
Every nozzle and jet we make is done with great care, but they still don't all
turn out properly. Each piece is flowed at three different pressures, then
compared to the master flow sheet If it isn't within tolerance, it is scrapped.
Testing at three pressures is important because some pieces will flow perfect
at low flows, but then go turbulent (due to imperfections on the surface) at
high flows.... we call this a "shift" in the flow. All of this quality control costs
more money, but it assures you of receiving the best possible peices in the
Flow through an orifice
Pressure rises as the square of the flow through an orifice, so to double the
flow through a jet nozzle takes four times the pressure:
If we know the flow of a jet or nozzle at some pressure , we can figure out
the flow at a new pressure: