ELECTRONIC FUEL INJECTION BASICS<\/strong><\/span><\/p>\nElectronic fuel injection metering, when properly designed and\u00a0programmed, is today’s accurate way to introduce fuel to an internal\u00a0combustion engine. With it’s many sensors and input signals it can be\u00a0tuned to meet the demands of an engine operating over an extremely\u00a0broad range of conditions.\u00a0 The most commonly sensed inputs are:<\/p>\n
1) Engine rpm
\n2) Throttle position
\n3) Barometric pressure or manifold absolute pressure (M.A.P.)
\n4) Air temperature
\n5) Water and\/or oil temperature, and sometimes fuel temperature
\n6) Rate of throttle opening<\/em><\/p>\n![\"\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2017\/08\/LS_Sprint_manifold-1-1024x768.jpg\")
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When choosing an electronic fuel injection system there are many features and options, it can be confusing. Kinsler offers six manufacturers electronics, each manufacturer has several models. Our staff is here to help you sort through the ‘mysteries’ and give you the “real” information so that you can make an informed and educated decision. The first decision on EFI is which type of electronic control unit is the best suited for the application and budget. There are two basic types of multi-port EFI : Group and Sequential. Below is some of the basic information on the two types of systems so you will have a better understanding of their operation.<\/p>\n
GROUP FIRED :
\nThis injection system generally triggers a group of the injectors\u00a0simultaneously. The ignition system or crank trigger provides the\u00a0signal to the electronic control unit (ECU) for speed input and thus
\ninjector triggering.<\/p>\n
The good thing about the group fired system is it’s low cost. The \u00a0problem is that while some injectors will be close to properly timed,\u00a0others will not. If an injector is triggered at the wrong crank angle, \u00a0fuel may collect in areas of the intake port or cling to the runner\u00a0walls. When the intake valve opens, only a portion of the fuel injected\u00a0will be in suspension when the air enters the cylinder, the remainder\u00a0may be running down the port wall as liquid. This can cause erratic\u00a0mixture conditions to exist in that cylinder, especially during low\u00a0speed engine operation, due to the small amount of air movement in\u00a0the intake runner.<\/p>\n
Since EFI injectors turn on and off, the interrupted flow causes\u00a0pressure waves to bounce around in the fuel rails, especially at wide
\nopen throttle where the flows are the highest. In a group fired system\u00a0you often trigger two or more injectors at a time in a given fuel rail.
\nThe simultaneous pluses can reinforce each other at some rpm to give\u00a0unusually high pressure pulses, sometimes causing poor fuel\u00a0distribution.\u00a0 It often helps to run a larger diameter fuel rail. Kinsler\u00a0extruded aluminum fuel rails are .680 inch inside diameter. A large\u00a0diameter smoothes out the pulses quite well when compared to \u00a0smaller sizes. Running higher overall system pressure also helps. We\u00a0often run about 72 psi instead of the more normal 36 to 43. The\u00a0amplitude of the pressure spikes will remain about the same, but will\u00a0be relatively smaller based on the percent change in injector flow. We\u00a0also like the better atomization achieved with the higher pressure and\u00a0it sometimes gives better power and economy. Be careful about\u00a0running the fuel pressure too high, as some ECUs don’t have enough\u00a0current to lift the disc or pintle in the injector consistently off the seat\u00a0against this added pressure, which will result in poor fuel distribution. \u00a0Be sure your fuel pump is capable of supplying the engine with the\u00a0volume required at a higher fuel pressure.<\/p>\n
SEQUENTIAL FIRED :
\nThis system triggers each injector at a precise crank angle on every\u00a0cylinder, usually near top dead center overlap (intake valve opening).
\nThis improves idle quality, low speed engine smoothness, and fuel \u00a0economy. Some systems can even be programmed for different\u00a0injection phasing for each speed site in the fuel map.<\/p>\n
Triggering a sequential system is more complicated than a group fired\u00a0system, as it requires a separate triggering signal to reference the start\u00a0of the injector firing sequence. This signal is typically generated once\u00a0every two crankshaft revolutions on a 4 cycle engine and is most \u00a0commonly referred to as the ” CAM” or “SYNC” signal. The sequential\u00a0system also requires a “Crank” signal, generated at a specific crankshaft\u00a0angle on each cylinder. This signal is used to calculate engine rpm and\u00a0crank angle position for injector firing and ignition triggering from the\u00a0ECU. “Crank” and ” CAM” signal requirements will vary with each \u00a0manufacturers ECU. Most manufacturers required either a sine wave\u00a0signal, typically generated by magnetic sensor, or a square wave signal,\u00a0typically generated by a Hall effect sensor.<\/p>\n<\/div>
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FUEL PUMPS – Electric and Mechanical :<\/span><\/p>\n<\/div>![\"\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2017\/09\/10211-1024x768.jpg\")
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We Stock Many Brands and Many Flow Rate EFI Injectors<\/span><\/p>\n<\/div>![\"\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2016\/11\/10096-e1486673809545-1024x1024.jpg\")
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Flow Testing and Grouping\u00a0 on New<\/span> Injectors<\/span><\/p>\nService and Flow Testing of Your<\/span> Injectors is Available<\/span><\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>
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Filters for Fuel and Oil <\/span><\/p>\nOverall System ;\u00a0 Injector Protection ;\u00a0 Pump Protection ;\u00a0 Injector Service<\/span><\/p>\n<\/div>![\"\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2016\/11\/Lucas_Filter.jpg\")
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PRESSURE RELIEF VALVES :<\/span>![\"\"](\"https:\/\/kinsler.com\/Shop\/wp-content\/uploads\/2016\/11\/K-140_valve-753x1024.jpg\")
<\/p>\nKinsler K-140 valve is ‘BEST’ valve on the market.<\/span><\/p>\nDon’t take\u00a0<\/span>our word for it……. <\/span><\/span><\/p>\nUsed by NASCAR Sprint Cup cars, Indy cars,\u00a0<\/span>Australian Supe<\/span>r cars,\u00a0 IMSA Cadillac DPi cars, and many, many more!!<\/span><\/span><\/p>\nCompatiable with all gasolines, methanol, ethanol, E-85, and super blends.<\/span><\/p>\nThis valve was design for precise and lite weight will SUPER accurate, reliability, and repeatability.<\/span><\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>
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We are a Full Product Stocking Distributor for Weldon Products !<\/span><\/p>\nKinsler Fuel Injection is the ONLY Authorized Weldon\u00a0 Repair Facility<\/span><\/p>\n<\/div><\/div><\/div><\/div>
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We Also Offer a Wide Range of Other Brands of PR Valves<\/span><\/p>\n<\/div><\/div><\/div><\/div>
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Fuel Rail Material 8AN and 12AN<\/span><\/p>\n Weld-in Injector Bosses<\/span><\/p>\n Form Tools for machine injector pockets and bosses<\/span><\/p>\n<\/div><\/div><\/div><\/div><\/div><\/div>
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