How to set up FI

[hydroguy]

I just got off the Kinsler site and now I know less than I did before I got on. I am going to switch to FI and Art is being pestered to death Looking at the units that I find for sale. I want to know everything I can before I make the leap. My main concern is, how do I choose the jet size for Alcohol? I am running a 496 BBC with a pretty radical high lift cam and 12.5:1 comp, a little low for Alcohol but thats what I have. I have pretty much figured out that I need a decent pump I have one spotted a Enderle 80A-1 and a 3 way shutoff. I need to plumb another fitting into my fuel tank but thats no biggie. I need a high and low speed bypass. Whats the secret for picking out the pill size to at least start the darn thing up and get it running decently? :confused:

[Terrible toy]

I've run several different injection setups, but they were all on race engines. To get close without a lot of time wasted I always sent my systems in to be flowed. Kinsler is really good but pricey, I had Gene Adams, when he was in California, flow a set and Ralph Gorr do some blower injectors. To give you a rough idea I found a Kinsler card for a 470 inch hydro motor.

Nozzles J-332, pump 1-969A, Main 132, high speed 076, secondary 032 with 1 shim,(use K type jets), With a diaphragm high speed the E distance was.389 but I early on went to a foot op high speed so it would not open in low gear.

Hope this helps a little, I can try and find some more data if you think it would help.

[hydroguy]

Everything I can find out helps. I'm going to pick everybodys brain so I can waste as little time as possible setting it up.

[Roaddogg 4040]

I used Gorre in Lake Havasu. Highly recomended shop.

Steve

[FC-Pilot]

We use Gene Adams for our stuff as he is also willing to teach you (which comes in really handy). He is back in CA now, but shipping your stuff to him is not a problem (as we do it with our stuff now).

I don't know much about running gas, so I am not of any help. Between Art and TT I am sure you will get some good info. I think Ray also runs gas so he might also have some insight.

Paul

[hydroguy]

what exactly is it that he does? Do I ship him everything I have and tell him what I am running and he adjust if for that? Does he have a web site?

[Terrible toy]

Normally you send the manifold with nozzels, hoses, fuel pump with fittings and jet cans.

Someone like Gene will want to know engine size, rpm range, compression ratio, type of racing, and fuel type. He might also want to know at what altitude you will run the engine. Injectors are not as forgiving as carburetors with density altitude changes. Another thing to consider is that injectors do not have accelerator pumps so they tend to be fat at idle so the engine will not bog when opening the throttle (this is set with the barrel valve and in drag or roundy round racing is a key element in getting good throttle response).

When the shop gets your system they will evaluate the condition of the parts and insure that they are working correctly and of the right size and configuration. From their data bases and your info they can get real close on the various jets, springs, shims, ram tube length, and settings. You will end up with with the fuel curve, opening rates, line sizes, pump output, barrel valve and butterflys all optimized for your application. You should also get a sheet that will give you recommended changes for different conditions.

Lastly, once you are a customer they will give you invaluable help on the phone or in person to fine tune the system for your needs.

I like injectors, they take a lot of work to get right but once tuned are very reliable and the throttle response is like a shot gun blast.:cool: Good luck with the project.

Bill

[Terrible toy]

I forgot to mention that they will wet flow the entire system, just like it will run on your boat. I'm not sure by your post what kind of injectors you will end up with as there are many types with nozzles in various positions and number. I assumed you're talking about an IR system. If that's the case you might invest in a unisyn to help synchronize the throttles. A couple of more suggestions and I will shut up. Invest in a really good fuel filter, spend some time bolting the manifold on the motor (throttles can stick, especially the kind that have full length throttle shafts) by torquing them down like heads from the inside out and check the screens in the nozzles frequently. In an IR type injector if a screen gets plugged that cylinder goes lean.:eek:

[hydroguy]

And what is IR? :confused:

[Terrible toy]

Individual runner, the kind with a ram tube for each cylinder.

[hydroguy]

Cool, I have been looking a Crowers first and Enderle Hat second.

[Terrible toy]

I have a set of Crower IRs for a BB chevy, these are the type you just bolt on. The Enderle hat is usually seen on superchargers. To use them on a naturally aspirated engine you would need a tunnel ram manifold of some sort with bungs welded in for the nozzles and an adapter for the hat. Never used one so have no idea how they work. I would think that some of the injectors that Ron's builds would work better on tunnel rams. You have to be careful about where the nozzles are located. The is some power in moving the nozzles higher up the runner but you give away throttle response if the fuel has to travel farther on opening the butterflys.

The Enderle hats I have run were on blown gas and alcohol engines. They both had hat and port nozzles.