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Kinsler Fuel Injection for a 4.6 3V.

 

5ca38022.jpg

 

 

HOLY BEJEESUS.... Jer LIKEY.

 

 

Jer

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No idea if it would fit, I'm guess it depends on the length of the stacks. It may fit underneath the scoop if it has been cut open. Again, I'm only guessing.

 

I've looked around at pricing for other Kinsler systems and prices run from $4-$6k.

 

GAS installed a Kinsler set-up on the 69 mustang GT they built at SEMA in '09, and most recently Vaughn Gittin Jr. had a Kinsler set-up on the new 5.0 that was installed in his '69 RTR-X Mustang.

 

ebb64c68.jpg

Edited by EL SHELBY
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No idea if it would fit, I'm guess it depends on the length of the stacks. It may fit underneath the scoop if it has been cut open. Again, I'm only guessing.

 

I've looked around at pricing for other Kinsler systems and prices run from $4-$6k.

 

GAS installed a Kinsler set-up on the 69 mustang GT they built at SEMA in '09, and most recently Vaughn Gittin Jr. had a Kinsler set-up on the new 5.0 that was installed in his '69 RTR-X Mustang.

 

ebb64c68.jpg

 

 

 

"READY TO ROCK", indeed!

That's just beautiful...

 

Jer

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$8,257.90

 

 

WOW!

 

 

Here's the text from the quote sample that he sent me:

 

KINSLER FUEL INJECTION Date: 1-22-10

1834 Thunderbird

Troy, Michigan 48084 USA

Tel (248) 362-1145

Fax (248) 362-1032

www.kinsler.com

 

KINSLER MANIFOLD and Electronics for FORD MODULAR V8 ENGINE

=============================================================================

Description Dealer Price

 

Kinsler injection manifold assembly for Ford Modular V8 oval 3,601.55

port, standard port profile, 2 1/4" throttles, aluminum

castings. Throttle shafts, bronze throttle shaft bushings,

and butterflies. Cast aluminum top adapters with spun aluminum

ram tubes. KFI bolt-on TPS boss for throttle position sensor.

Universal nozzle boss adapters for EFI injectors.

Includes shear plate for center valley on 4.6 or 5.4 engine.

Manifold stands approximately 8.25” tall with 3.5” ram tubes.

 

Pair of aluminum fuel rails with AN threaded ends, includes 522.60

6AN adapter fittings, stanchions, and bolt kit for mounting.

 

Electronic engine management system, includes: ECU 2,210.20

Electronic control unit, model: Accel Gen VII+ system

for fuel and EDIS spark control, and OEM style wiring harness.

Includes software, manual, and communications cable.

Coolant temperature sensor, air temperature sensor, throttle

position sensor (TPS)#10682, manifold absolute pressure (MAP)

sensor, manifold surface temperature sensor with billet mount,

and 4 wire O2 sensor. (EDIS ignition not included, 8250 maximum RPM)

 

(8) EFI injectors, #10155, 36 lb./hr., fuel up to ~600 HP @ 55 PSI. 423.20

 

Adjustable pressure relief valve, K-140 model with vacuum 453.85

reference and 6AN fittings. #12104, ~34-80 PSI adjustment range.

 

“Monster Mesh” 10 micron fuel filter, 8AN male flare ends. 154.10

Includes spare replacement element.

 

“Monster Mesh” Pump Protector inlet filter, 25 micron stainless 151.20

mesh element, with 8AN male flare ends.

 

In-line Fuel pump, 12-volt, moderate pressure and volume, 235.20

Kinsler P.N.22002. Capable of supplying a 650 HP engine at

60 PSI. 8AN male flare inlet fitting and outlet fitting.

Includes pump mounting kit, Kinsler P.N. 22008.

 

Bosch LSU wide band exhaust gas oxygen sensor and signal 506.00

conditioning module with internal data logger.

-------------------------------------------------------------------------------

TOTAL: $ 8,257.90

 

CONTINUED ON PAGE #2

 

PRICES SUBJECT TO CHANGE WITHOUT NOTICE

 

File: EFIFord-MODULAR-V8-GenVII-10.DOC

KINSLER FUEL INJECTION Date: 1-22-10

1834 Thunderbird

Troy, Michigan 48084 USA

Tel (248) 362-1145

Fax (248) 362-1032

www.kinsler.com

 

KINSLER MANIFOLD and Electronics for FORD MODULAR V8 ENGINE

=============================================================================

Description Dealer Price

 

OPTIONS:

Manifold Absolute Pressure Reference Log System, (for use on 307.85

individual runner manifolds), consists of: blue anodized billet

log, quick-release adapter fittings for log and runners of manifold,

and hose connecting. Includes labor for machining manifold for fittings.

 

Idle Air Control log system; includes special 3AN x 1/16 pipe 471.05

fittings, billet aluminum distribution block, labor to drill,

tap, and install fittings into manifold runners, and IAC motor

with remote housing and air filter.

(Custom hoses are ordered separately per application)

 

Upgrade manifold assembly with 2.0” or 2 3/16” throttles for 139.25

improved throttle control on engines with less than ~500 H.P.

 

Center-pull bell crank linkage kit; includes bell crank bearing, 282.85

arms, hex link assembly, hardware, and installation on center plate.

( For installation with “Over and Under” cross hex linkage ).

 

Fuel pump, #10211, flows ~ 420 lbs./hr. at 50 PSI. Complete with 399.40

10AN inlet fitting and 8AN outlet one way check valve fitting.

 

Pump mounting bracket, saddle type with (2) clamps and (3) 70.40

cushioned mounting holes.

 

Base program ECU for customer's application off the flow bench. 472.40

 

Bench test ECU for operational integrity and base program ECU for 915.90

customer's application on the flow bench.

 

“Swing Set” Linkage kit; for attachment to the center plate. 404.95

Includes billet ‘U’ stand with ball bearing shaft supports in each

upright leg, throttle shaft, shaft stop, throttle rotational stop,

throttle arms at each end with (2) hex rod assemblies that connect

to the arms on the manifold end shafts. (This linkage allows equal

opening of counter rotation throttle shafts and requires approximately

3.5” at the rear of the engine past the number 8 cylinder intake bolt.)

 

 

*** NOTE ****

Horsepower rated at 0.5 Brake Specific Fuel Consumption (BSFC).

 

Systems may vary per application, please call regarding your specific needs.

 

PRICES SUBJECT TO CHANGE WITHOUT NOTICE

 

File: EFIFord-MODULAR-V8-GenVII-10.DOC

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The ECU is where the money is at for this set-up. I'm sure it could be purchased without but I wouldn't be certain the stock mustang ECU could run the motor with this injection system. It may require a piggy-back ECU. Definitely not plug-n-play.

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yeah, i'm guessing you are right, but i've asked if the factory ecu can be tuned for it. I wasn't thinking about the controlling of 8 little t/b's when I asked, so probably gotta have the new ecu. pricey toy for sure though.

Edited by jmn444
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No idea if it would fit, I'm guess it depends on the length of the stacks. It may fit underneath the scoop if it has been cut open. Again, I'm only guessing.

 

I've looked around at pricing for other Kinsler systems and prices run from $4-$6k.

 

GAS installed a Kinsler set-up on the 69 mustang GT they built at SEMA in '09, and most recently Vaughn Gittin Jr. had a Kinsler set-up on the new 5.0 that was installed in his '69 RTR-X Mustang.

 

ebb64c68.jpg

 

That looks great. Get a removable scoop so people can see it. Been teasing the wife about betting a supercharger but I would rather have that. Than I have a reason to open my hood. Rick

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any hp benifit? honestly if it doesnt ad hp its just a shinny toy......looks pretty dang cool though. getting ready to start a 3v build....will consider it if i can use methanol injection with it (91 octane doesnt like 12:1 compression without meth...) current plans will have the motor eclipse 480 hp NA...because i can

 

all NAsty all the time!

Edited by ARMORINE
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what happened? im not familiar with that system

 

 

It's the system in my Cobra which I spent the better part of two years and almost $12K getting running. Very complex set of adjustments. Interactions between different operations are present but not well documented. Finally, altitude compensation is essential if you do in fact change altitude, and only can be performed by testing at altitude.

 

I would not take any modern engine and change the ECU from one to another.

 

Looks pretty, but scary.

 

Will they guarantee it will pass emissions?

Edited by twobjshelbys
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Looks pretty, but scary.

 

 

 

You nailed it there!

Pretty sure it's a challenge to tune. I think of old Ferraris when I see it. 'Nuff said!

 

But modern tuning and ECU technology have made some of these systems pretty bulletproof. I wonder.

 

As for the scoop, I wonder if Chip Beck's ever worked in Lexan? hysterical.gif

THAT might be interesting.

 

Jer

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I don't know jack when it comes to tuning via a computer but with any system I've had tuned the weakest link was typically the guy pushing buttons and not the system. Not saying you are wrong concerning Accel, I just know it takes a wizard to do it quickly and effectively.

 

I met a guy last weekend who swears by Motec. He had just finished a twin turbo GT500 where he piggy-backed the Motec on top of the stock ECU effectively fooling the stock ECU into thinking it was running the motor which was actually being run by the Motec. I have no idea if thats the wisest way to do it but it gave him full access to all of the engines sensors and management that a tune thru the stock (spanish oak) ECU does not. Basically all the stock ECU was doing was controlling security and safety systems.

 

Tuning the Kinsler system, in theory, shouldn't be any harder then a typical EFI. In comparison to the old multi-webber carb set ups which could be a nightmare to synchronize.

 

Emissions would be my biggest concern as well. My guess is that when Kinsler developed this system they didn't intend it to be placed in an S197. I assume it was intended for hotrods and restomods running a 3V.

 

The only real way to know any o this is to call Kinsler and ask. It's WAY out of my price range so asking would be a waste for me so I'll stick to day dreaming and making wild assumptions.

Edited by EL SHELBY
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I don't know jack when it comes to tuning via a computer but with any system I've had tuned the weakest link was typically the guy pushing buttons and not the system. Not saying you are wrong concerning Accel, I just know it takes a wizard to do it quickly and effectively.

 

I met a guy last weekend who swears by Motec. He had just finished a twin turbo GT500 where he piggy-backed the Motec on top of the stock ECU effectively fooling the stock ECU into thinking it was running the motor which was actually being run by the Motec. I have no idea if thats the wisest way to do it but it gave him full access to all of the engines sensors and management that a tune thru the stock (spanish oak) ECU does not. Basically all the stock ECU was doing was controlling security and safety systems.

 

Tuning the Kinsler system, in theory, shouldn't be any harder then a typical EFI. In comparison to the old multi-webber carb set ups which could be a nightmare to synchronize.

 

Emissions would be my biggest concern as well. My guess is that when Kinsler developed this system they didn't intend it to be placed in an S197. I assume it was intended for hotrods and restomods running a 3V.

 

The only real way to know any o this is to call Kinsler and ask. It's WAY out of my price range so asking would be a waste for me so I'll stick to day dreaming and making wild assumptions.

 

 

Agreed on ALL counts!

 

Jer

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