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My partner hand made this sheet metal intake at our shop for my car. We sent it to kinsler to flow it for us, and set it up. I can't wait to get the car out this early spring. Katrina and Gustauv slowed us down on the body build, but the chassis went back on the jig 2 weeks ago. The fiberglass roof was made last week, so we are very close to test and tune

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You are very wise, Kinsler is the best there is for injection. They have setup 3 different injectors for me and all of them ran great!! Like #1 quailifier everywhere I went!

I know stack injectors are scary to some people, but they will out run any hat. I proved it over and over at many races. The secret is have all throttle blades the same so all cyls are heated the same at stage. I know you guys don't care but it's the truth. The sound of a properly tuned stack injection is music to my ears.


With 10% nitro in this picture. I was #1 quailifier without nitro at every race one year running the Spitzer Super Quick series, now Jegs Super quick.

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I have been running that Ron's Flying Toilet injection on an Indy 400-3 (Dominator flange) intake for the last 2 seasons (2009 and 2010).

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Did you find a noticeable difference when you switched from a carburetor?

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Yes. Better throttle response, more torque, great consistancy. I have run it with both methanol and E85 ethanol.

In 2008 I ran a 950 carb converted to E85. I put the injection on in the spring of 2009 with methanol. The first day was in cool air. The first pass I told my friend to help me and watch the launch. I told him I was only going to roll into the throttle slowly and do a 330 ft pass. The car did a power wheel stand about 3ft in the air and he thought I floored the throttle at the launch. In the pits I told him, no, I just rolled into the throttle and the more I pushed, the higher the front end came off the ground. Everything looked good so the next pass I floored it planning on a 660 ft pass, and I thought the car was going to flip over on the starting line.

I think your B-1 orginal single plane intake will work well with a Ron's terminator on top. I don't know if a tunnel ram intake would be better or not, and I wonder if a "carb" spacer on the intake does anything with port injection. I believe the poster that said only airflow needs to be considered (transition from intake to throttle body), so a 4 hole Terminator throttle body may be less sensitive than a single hole Toilet; and maybe both won't see significant difference with a spacer. I would like to hear from more who tried it.

My Ron's Toilet is the big 4.1" dia (1800 cfm ) as that is what they recommend for over 500 CID. On my "mild" 511 CID, I think the 4.0" (1435 cfm) would be fine also, but I see no downside to the larger one.

What size is your B1 engine? Are you going with the 1475 CFM (2-1/8" Butterfly) Terminator or the 2100 CFM (2-1/2" Butterfly)?

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I have been running that Ron's Flying Toilet injection on an Indy 400-3 (Dominator flange) intake for the last 2 seasons (2009 and 2010).

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Did you find a noticeable difference when you switched from a carburetor?

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Yes. Better throttle response, more torque, great consistancy. I have run it with both methanol and E85 ethanol.


In 2008 I ran a 950 carb converted to E85. I put the injection on in the spring of 2009 with methanol. The first day was in cool air. The first pass I told my friend to help me and watch the launch. I told him I was only going to roll into the throttle slowly and do a 330 ft pass. The car did a power wheel stand about 3ft in the air and he thought I floored the throttle at the launch. In the pits I told him, no, I just rolled into the throttle and the more I pushed, the higher the front end came off the ground. Everything looked good so the next pass I floored it planning on a 660 ft pass, and I thought the car was going to flip over on the starting line.

I think your B-1 orginal single plane intake will work well with a Ron's terminator on top. I don't know if a tunnel ram intake would be better or not, and I wonder if a "carb" spacer on the intake does anything with port injection. I believe the poster that said only airflow needs to be considered (transition from intake to throttle body), so a 4 hole Terminator throttle body may be less sensitive than a single hole Toilet; and maybe both won't see significant difference with a spacer. I would like to hear from more who tried it.

My Ron's Toilet is the big 4.1" dia (1800 cfm ) as that is what they recommend for over 500 CID. On my "mild" 511 CID, I think the 4.0" (1435 cfm) would be fine also, but I see no downside to the larger one.

What size is your B1 engine? Are you going with the 1475 CFM (2-1/8" Butterfly) Terminator or the 2100 CFM (2-1/2" Butterfly)?

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My partner hand made this sheet metal intake at our shop for my car. We sent it to kinsler to flow it for us, and set it up. I can't wait to get the car out this early spring. Katrina and Gustauv slowed us down on the body build, but the chassis went back on the jig 2 weeks ago. The fiberglass roof was made last week, so we are very close to test and tune

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My partner hand made this sheet metal intake at our shop for my car. We sent it to kinsler to flow it for us, and set it up. I can't wait to get the car out this early spring. Katrina and Gustauv slowed us down on the body build, but the chassis went back on the jig 2 weeks ago. The fiberglass roof was made last week, so we are very close to test and tune

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Do you mind me asking what kinsler charged for that service?

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Also would like to know I have a Max Wedge stack system I will be installing this winter in the Henry J and haven't got a clue how to set it up


Derrick

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My partner hand made this sheet metal intake at our shop for my car. We sent it to kinsler to flow it for us, and set it up. I can't wait to get the car out this early spring. Katrina and Gustauv slowed us down on the body build, but the chassis went back on the jig 2 weeks ago. The fiberglass roof was made last week, so we are very close to test and tune


Also would like to know I have a Max Wedge stack system I will be installing this winter in the Henry J and haven't got a clue how to set it up


Derrick

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Why don't you guys call them and ask?

Every case is different, Many times they are gonna find worn out bushings and worn linkage that will need to be replaced for best performance. Split shafts are almost always nessacary for proper tuning. Well worth it.

Start by reading the Kinsler fuel injection bible. It was the most valuable info I ever read about fuel pumps and injection when I read it, many times. I'm not sure if it's free or they might charge something for it. It's worth every penny if it cost something.

Injection is for guys who want to go fast, carbs are for ...

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nice pump! [the red one!]

ps, injection is nice if you own a fuel company!!lol

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Thanks... it helps to own your own business. But,
I found sponsors that I worked for that paid for most of my racing. I spent alot time working for sponsors away from the track to earn my $$.

Those are sponsors customers in the red shirts... they gave shirts to all there customers to match our crew uniforms...

Most of my pictures/videos from sponsors are in my dead crew members bedroom. He killed himself...his parents are not ready to go thru his stuff so I can get them back. Chris took video of every run I ever made, he was supposed to make copies for everyone but never got around to it before he died.
This is a Kinsler manifold for pontiac big cheif heads, this car ran 4.20s on alky alone.