Phone 248-362-1145
Fax 248-362-1032
1834 Thunderbird Street
Troy, MI 48084 USA
Engineering, manufacturing, sales, service, calibration, testing, and modification, of mechanical and electric fuel injection systems and components for all types of racing and performance.
Manifold 2017-10-20T17:55:51+00:00

THE FEATURES THAT MAKE THE DIFFERENCE BECAUSE WE DO IT RIGHT!

  1)  Three Piece Manifold: The two sides of the manifold and the valley plate are completely separate.

 A) Allows a perfect fit against the cylinder head even with a decked block or angle milled heads, or if something just isn’t right somewhere. No more angle milling of the manifold!

 B) Raising the ports: In the past, if someone wanted to raise the ports in their manifold, say .200”, they had to add material to the outside of the manifold, then grind the roof higher, then fill the floor. When they were finally done, they had a compromise in the performance, as they had sharpened the curvature of the short side of the runner.  The Kinsler Solution: Kinsler manifolds are machined to bolt directly onto the cylinder head. A Kinsler manifold can be machined to standard port profiles, variations of them, or to your special port layout. If you have a super high port, or a very large or small port, Kinsler can custom machine one of our manifold blanks to bolt right onto your heads.

 C) Correct for core shift in your heads Since it is easy to move each manifold up or down, forward or rearward, perfect alignment can be obtained with cylinder heads that don’t have the ports properly located. (This is a common problem, especially with production heads.)

 D) Sealing it up: Both the manifold and the valley plate have grooves for sealing them to each other. The valley plate has sealing grooves on the bottom side at the front and rear for sealing it to the top of the engine block.
Simply squeeze silicone sealer into all the grooves and assemble. The valley plate also has a 10-32 bolt hole at the front and rear, giving the option of bolting it to the top of the engine block.

  2) Runner Design: We constantly work with top engine developers to keep refining our runner designs. We change them whenever we find one that will work better. We can also do one to your specifications and make it work for you. Tuning: All the adapters on the same model manifold have the same bolt pattern, so if you want to try different diameter ramtubes, simply bolt on another set of adapters and tubes. It is another way to tailor the shape of the engine’s power curve.

      

  3) Precision Ports in the racing industry, most manifolds come with as-cast ports, and they are often not in the proper location. Every manifold we make has the ports machine-cut exactly to its print. To ensure precise location of the bolt holes to the ports, they are both cut while the manifold is in the same fixture.

  4) Port Wall Angles: We pay a lot of attention to the angle of the roof, floor, and the two walls as they meet the gasket face. If the wall angles in the manifold do not match those in the cylinder head, the air will not flow as well as it could.

  5) Blended Ports: After the ports are milled in, they are very carefully hand blended to the runner in the casting for a totally smooth transition. Most top engine developers have found that further porting work does not give them a power

  6) Separate Ramtube Adapters hold the ramtubes to the manifold. The ramtubes are secured by pinch clamps for easy removal to service air filters,   etc.    If you break a Pinch Clamp, you can simply install a new adapter.

      

       Tuning: All the adapter for the same model manifold have the same bolt pattern, so if you want to try different diameter ramtubes, simply bolt on another set of adapters and tubes. It is another way to tailor the shape of the engine’s power curve.

       Sealing: The ramtubes are sealed to the adapter with an o-ring seated into the inside diameter of the adapter. The adapters are sealed to the manifold with o-rings that seat into the top of the manifold. These o-rings keep out dirt and water to prolong engine life, and there are no gaskets to blow out.

  7) Ramtubes: Our ramtubes are made from high quality aluminum to resist denting while maintaining their light weight. While this is more costly, they are truly a superior piece. If our 1800 ramtubes are shortened, they will slip into our adapters without having to turn the outside diameter, as they are made with the proper diameter all the way up the tube.  If our traditional ramtubes are shortened, they must have the base remachined to fit the adapters.

  8) Universal Nozzle Boss: Most Kinsler manifolds are available with bosses that are tapped 13/16-16. These accept our adapter inserts to accommodate any type of nozzle/injector, (i.e. constant flow, EFI, Lucas, etc). To change from one type of nozzle or injector to another, simply remove the old inserts and install a new set.  We also have dual bosses available on most of our units, and bolt-on bosses to go on the runners of any other brand or type of manifold. Only aluminum manifolds should be ordered for off-road or marine

      Caution: Magnesium is badly corroded by water or liquid alcohol. Monitor the magnesium where it contacts the engine coolant.  Alcohol must not sit in a runner for more than a few hours.

  9) Magnesium alloy manifolds and top adapters are available for most manifold models to reduce over 1/3 of the casting weight.

10) Throttle Shafts: Our standard throttle shafts are a milled-on-one-side style made from a high strength steel alloy, then hard-nickel plated for added wear resistance. We offer stainless steel as an option for maximum corrosion resistance, for boats operating in salt water, etc. Optional back-cut shafts, and streamline throttle plates are available for increased air flow.

11) Bronze Bushings: All of our manifolds and throttle bodies come standard with bronze throttle shaft bushings for extra smooth throttle operation and resistance to wear.

12) Throttle Arms & Stops: These are heavy-duty to prevent slippage! Machined from 2024 high-strength aluminum and anodized blue.
Grade 8 high-strength cap screws are used for clamping.

13) Torsion Safety Springs are available to help close the throttles in case your throttle linkage becomes disconnected. These should never be used as the only throttle return spring. Use a separate spring to return the throttles, this is a must. There must also be a toe strap on the throttle pedal so the throttle can be pulled shut in case the springs break.

14) Rod Ends: A small part, but so very important. We use high quality Rod Ends to give you the reliability and resistance to wear that you need in your race vehicle. The rod end has a plated body, chromate treated steel race and a heat treated alloy steel hard chrome plated ball.

15) Billet Spring-Screw Universal Throttle Shaft Linkage: The throttle shafts can be split in between the runners of the manifold and
our patented Spring Screw linkage installed to ensure bind-free operation regardless of uneven installation bolting, (which will distort any manifold) or engine heating, (any brand of aluminum or magnesium manifold will grow quicker as it heats than the steel throttle shaft does). This goes a long way to get rid of the old stuck-throttle-into-the-wall blues! Optional on most of our manifolds and we have kits that will allow installation of this linkage on any brand of manifold.

16) Fuel Metering: Our manifolds are available equipped for Constant Flow, Electronic (EFI), or Lucas Mechanical.

Summary:

No one else offers a system that even approaches the quality that we have described, and no one else gives you as much value per dollar. Top engine builders and racers tell us that these systems not only outperform anything else presently on the market, but that our calibrations let them dial the engine in so quickly that the time, wear and tear they save makes our system truly inexpensive compared to other brands they have used. They tell us that our manifolds not only work better, but that the precisely located, cut, and blended ports alone saves them more them the difference in cost between our manifold and those of our competitors.