Kinsler_Handbook_#32 December 2017

Kinsler Fuel Injection, Inc, 1834 THUNDERBIRD TROY, MICHIGAN 48084 U.S.A. www.Kinsler.com Phone (248) 362-1145 Fax (248) 362-1032 52 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. © 2017 4) “Turbo Lag” is actually mostly fuel lag. If the fuel is put into the air before it enters the turbo, the fuel cools the incoming air, which 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. 8) An exhaust system with divided turbine and exhaust collector will 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. 3) Use ported cylinder heads...allow the engine to breathe!!! You must get the air in and out for power. Twin turbo 4.6L 3-valve modular Ford Mustang with EFI Two of Mark Stielow’s projects: ‘69 Camaro, twin turbos into Kinsler 18 o small block Chevrolet I.R. EFI manifold (left) and ‘69 Chevelle, twin turbos into plenum style EFI manifold (above) Scat V4 with constant flow fuel injection with single turbo in a dune buggy

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