Hiring Charter Jet Is Becoming Quite Popular

Chartering an aircraft for your personal or business needs has become quite popular these days. Many rich and influential people travel in the aircraft charter for the convenience and comfort it offers. With the growing demand of people for chartering an aircraft, the business for aircraft charter is on the rise.

Many companies are offering the aircraft charter service with varied features. If the company is not big or large enough to own its own Private Jet, they can still avail the service by hiring the charter jet for themselves. The trend for Hiring Charter Jet is becoming quite popular even with the small and mid sized companies.

Chartering an aircraft may seem an expensive business at first, but it can prove to be an exceptional decision. The convenience offered by aircraft for sale is just incomparable. There are varieties of manufacturers like Hawker Sea Fury Aircraft, Lockheed Aircraft, Cirrus Aircraft, Commander Aircraft, Citabria Aircraft, DeHavilland Aircraft, Beech Aircraft, Turbo Commander Aircraft, Bonanza Aircraft, Citation Aircraft, Ayers Aircraft, Dimamond Aircraft etc.

You can have it at your own comfort. You can arrive and depart whenever you want and at a location that is most suitable to you. One can avoid all the stress and delays caused in boarding the flights from the airport. You don’t have to pass the long security lines, no more waiting for your flight and no more dependence on the airport flight schedules.

You can make your own agenda and plan your journey according to your suitability. Chartering a private aircraft or jet may look very costly, but if you divide the total cost with the number of passengers boarding the jet, you will find only a little or negligible difference in the price tag of commercial flight and chartering a jet.

Some of the chief reasons why Charter Aircraft Business is on the rise are as follows:

* Security

Private jet offers a superior level of security that is less established on most of the commercial flights. This is because when you charter a jet, the complete jet is yours and you can have people of your own choice in the jet. This ensures greater privacy and security for yourself and your important business information. With the growth of corporate surveillance it becomes very important to safeguard your vital business data and information.

* Efficiency

Chartering a Private Aircraft certainly helps in saving a lot of our valuable time and effort. You can have direct access to your aircraft, without waiting in the long lines and going through the elaborate and strict airport procedures. You can schedule your agenda at your own ease.

One of the easiest ways to locate companies providing aircraft charter service is through the Internet. Many companies are providing the means of aircraft charter and to stay competitive in this field, they are also offering attractive perks and prices. Chartering aircraft is becoming a trend with many companies and mid-sized businesses that cannot afford purchasing their own Private Jets.

BUSINESS JET PERFORMANCE: WINGLETS

Aviation Partners’ pioneering mods made for speedier, more-efficient bizjet.

Maybe you’ve heard this joke: An aviation inspector shows up on the ramp of a business man whose company plane just had two new props installed with blade tips canted aft to reduce tip losses and sound levels. The inspector, not up on the latest advances in propeller aerodynamics, grounds the plane until the “damaged” props are replaced, then wants to cite the owner for flying away. The inspector’s punch line: “Somebody should have tipped me off.”

Well somebody has tipped off the operators of quite a number of Gulfstream II and BBJ Business Jets, judging by the growing number of blended winglets installed from Aviation Partners Inc. As the beneficiary of performance improvements from a drag-cheating modification on our company plane, it’s hard not to wonder why everybody doesn’t want them.

The problem is, only two Business Jet Charters currently enjoy eligibility for installation of API’s sleek carbon-fiber works of aerodynamic artistry. While that limitation may someday change as the number of airplanes for which API builds winglets grows, for the moment the owners of GIIs and BBJs should refrain from gloating.

What a drag: Tip vortices sap speed and squander fuel

Jet engines may be doing their best to suck, squeeze, burn and blow to push airframes around the sky, but airframes don’t always do all they can to make that work easy for those engines. Friction drag, induced drag, all drag, inevitable though it be, any drag is too much drag.

Years of experience, of trial-and-error, of instinct and increasingly precise computer science have brought to the fore methods to make the airframe less resistant to engines’ influence.

API uses one of the simplest looking solutions for one of the most persistent of drag sources: Those horizontal vortices that spiral off each wing tip. These so-called “horizontal tornadoes” act like elastic bands to hold back each tip of an airplane wing.

At low speeds, those vortices cover enough area to serve as a significant hazard for any aircraft too close in-trail; at high speed and high altitudes, the vortices stretch thin and spin at a higher rate, still generating a hazard albeit a smaller one. And this view may change, given research from Canada that shows how vortices in shear layers may actually grow strong enough to damage an airframe. So reducing the power and influence of tip vortices improves both aircraft performance and, theoretically, the safety of any following aircraft.

In 1991, API’s founders Joe Clark and Dennis Washington hit on a way to improve an existing attempt to clean up tip-vortices: The winglet. The use of sharp angles in the transition between wing and winglet often generated its own negative impact.

Realizing that the air moving span-wise and aft along a wing needs a smooth transition area to depart the wing cleanly, the new company worked on perfecting a large-radius transition into what came to be called “Blended Winglets.”

What makes the wing-like appendage work goes beyond the large curve that transitions the wing surfaces from horizontal to vertical.

The cord, taper and sweep of the winglets also factor into the shape, direction and speed of air leaving a wing at its tip. After extensive testing and refining, the company landed its first approval for the Blended Winglet and other aerodynamic mods for the first Gulfstream business jet, the GII.

Performance Payoff: GIISP gives more of what we fly for

Indeed, those mods work at many levels from which the operator can choose results most desired and fly accordingly. Faster? Farther? With more? From less? The operator of a GII with Aviation Partners’ Blended Winglets can match the flying to the desired outcome. And these are outcomes worth going out for.

Aviation Partners designed its product, the GIISP winglet, with a higher aspect ratio to help lower high-speed drag but without sacrificing solid low-speed characteristics and high-speed buffet margins. The company uses a design that optimizes aerodynamic loading while avoiding vortex concentrations that produce drag.

Compared to old-style winglet designs, Aviation Partners’ product demonstrated an effectiveness level more than 60% greater than conventional winglets of the same area but with angular transitions.

And you really do get something for the money, weight (less than 200 pounds) and downtime (about two weeks). The effect of the blended winglets’ drag reduction includes an increase in fuel efficiency of about 7.3%, which can translate into a range gain of about 200 nautical miles and an increase in cruise speed to Mach 0.8 from Mach 0.74.

Depending upon the speed you fly, you could save as much as 1200 to 1500 pounds of fuel on a typical 51/2 to 6 hour flight; you could also cruise up to 2,000 feet higher, thanks to the higher climb efficiency that the winglets bring.

As part of the GIISP conversion, Aviation Partners removes the GII’s standard wing fences and replaces them with three small “shark’s teeth” vortilons under the wing. This change further enhances low speed handling and increases operational safety margins.

The company uses carbon-fiber composite technology to enhance the structural integrity of the winglets and for the cleanest finish possible. In fact, there are other pleasant side effects from the blended winglets: Enhanced longitudinal and directional stability, which improves handling in rough air. But it is that combination of speed-increase and fuel savings that make the conversion worth the effort.

By the numbers, Aviation Partners reports these changes in fuel consumption and cruise speed:

* Fuel consumption reduced over 7% at speeds between 0.75 Mach and 0.80 Mach.
* 0.80 Mach for same fuel as standard GII at 0.75 Mach.
* 210 NM increase in range.
* 30 knot increase in speed.

And regarding improved handling, the company cites these enhancements:

* Faster climb to initial cruise altitude.
* Improved second segment climb.
* Two engine climb improves 5%.
* Single engine climb improves 10%- 12%.
* Better longitudinal dynamics improve handling at long range cruise speeds.
* Enhanced speed and altitude stability.
* Step climbs reduced or eliminated.
* Climb directly to FL410 or higher.
* Stalls more easily recognized and controlled.

Rounding out the conversion’s benefits are the near total lack of maintenance needed after what’s generally a brief time needed for the conversion. The company tells clients to expect downtime to install the GII Performance Enhancement System not to exceed 14 working days: 10 working days for the airframe mods, the balance to paint and finish the plane.

Depending on the use of the plane, the savings in fuel and time could well cover the costs of the conversion.

In fact, so effective is this design that Boeing Business Jets has entered into a joint venture with Aviation Partners to equip all new BBJs with Blended Winglets as standard equipment.

BBJ and Boeing 737 operators have found that higher speed and lower fuel consumption are only part of the benefits package. The ability to use shorter runways or carry more payload is an asset, as is the reduced emissions and smaller noise footprint brought to the Next Generation 737 through the use of the eight-foot-high Blended Winglets designed for the BBJ. And there’s more: Improved climb, more direct and less stepped; higher single-engine safety margins; lower operating costs and higher efficiency.

The technology is already expanding through the realm of Boeing 737 operators. And there are more than a few business-jet users with a ship that lacks such performance-enhancing hardware that would love to write a check that would save them money. Aviation Partners has more to come.

API’s latest drag reduction “twist”: Spiroid Winglets

With everything else going on, it might be understandable for an innovative company like Aviation Partners to cruise on its success for a while. But there’s nothing this company likes more than finding new ways to improve performance. The latest format for those efforts is something radical the company has been testing, a new concept dubbed “Spiroid Winglets.”

Resembling a large loop of rigid ribbon material attached to each wingtip, this completely looped structure has actually come out of the wind tunnel for its initial flight-test series on a G-II. In those tests the Spiroid Winglets reportedly reduced cruise fuel consumption by more than 10 percent. According to Dr. Louis B. Gratzer, designer of the Spiroid Winglets and former Boeing Chief of Aerodynamics, the Spiroid eliminated concentrated wingtip vortices, which represent nearly half the induced drag generated during cruise. On a wing with Spiroid Winglets, Gratzer explains, “vorticity is gradually shed from the trailing edge.”

According to API’s CEO Joe Clark, developing and certifying Spiroid Winglets likely will take several more years. But the already patented Spiroid-Tipped-Wing shows that there are new frontiers still available for improving our airplanes.

API has its hands full

At $520,000 for the GII, and slightly higher for the BBJ, Aviation Partners’ Blended Winglets may be one of those rare expenses that pays its way in the long run. That was the whole idea at the start – saving money by improving performance with reduced drag.

With the addition of the BBJ program, API is now full-tilt into meeting demand for both designs, even as it continues work on new projects. Fortunately, the events of the past six months hasn’t impinged on business aviation to the degree it did on the airlines – while making some operators even more interested in saving money with their existing birds. That combination of products for old and new business jets bodes well for a company that can markedly improve the efficiency of both. After all, saving money on flight operations is something that’s never a drag.

Business Jet Group Tries to Block FOIA Request

Former GM CEO Rick Wagoner (Getty Images) testifies before Congress on Nov. 18, 2008 after arriving in Washington, D.C. on a Gulfstream IV corporate jet (Wikimedia Commons). After being criticized for traveling by private jet, General Motors asked aviation regulators to prevent public tracking of its aircraft.

Remember last fall when the CEOs of General Motors, Ford and Chrysler flew on Corporate Jets [2] to Washington, D.C., to plead for a taxpayer bailout? The resulting bad publicity prompted GM to try to prevent the public [3] from tracking its planes in databases compiled by the Federal Aviation Administration.

That got ProPublica interested in how many other companies had asked the FAA to excise their planes’ tail numbers from records tracking private flights. So in December, ProPublica filed a request under the Freedom of Information Act for a complete listing.

Earlier this month, the FAA concluded that the information was public and planned to release the list on Tuesday. But on Monday, an organization representing corporate jet users went to court to block the release of the records.

The National Business Aviation Association filed a motion [4] (PDF) for a temporary restraining order on Monday in federal district court in Washington, D.C. The group, which learned of the request from the FAA, argues that the records should be exempt from disclosure because they contain confidential commercial information that was submitted voluntarily.

Releasing the list would also generate a higher level of interest in the companies that had tried to block public knowledge of their aircrafts’ movements, it said.

The information ProPublica is seeking would include the company’s name and address and the tail numbers of all the planes it wants blocked. The public already can research airplane ownership using the Aircraft Registry [5] posted on the FAA’s Web site.

To manage the nation’s air traffic, the FAA collects information from all planes that use the public airspace, including which airports the planes fly into and out of. The flight plans are public and some groups have posted them on their Web sites.

But under a little-known program called the Block Aircraft Registration Request Program [6], companies can request that their information be kept hidden to protect the security of their executives or to prevent disclosure of business trips that might affect stock prices.

Companies make the request through the business aviation association, which sends them to FAA each month. The FAA then reviews the requests and removes the planes from the public database.

The FAA reviewed the association’s objections to ProPublica’s FOIA request and determined on June 1 that the information did not qualify for an exemption.

“The NBAA list is not a trade secret, nor is it commercial or financial information within the meaning of the FOIA,” wrote Carol A. Might, director of system operations litigation.

The FAA stands by its position, spokeswoman Laura Brown said Tuesday. In court, a Justice Department lawyer representing the FAA agreed to withhold the list until the judge can hear arguments from both sides.

“We were pleased to learn earlier today that the FAA agrees that these documents should be disclosed under the Freedom of Information Act,” said Richard J. Tofel, general manager of ProPublica. “We can’t imagine why the list of companies that want to keep the movements of their aircraft a secret should itself be a secret. We’ve retained counsel to evaluate NBAA’s lawsuit, and are considering our legal options.”

Mark Duell, vice president of air traffic Web site FlightAware.com [7], said he wasn’t aware of any incidents in which an executive’s safety or competitive interests were jeopardized by the information his company publishes online.

“All the flights within the national airspace are using resources being paid for by everyone since it’s publicly funded,” he said. “It’s a freedom of information and transparency issue to us.”

The business aviation association did not comment further on its attempt to prevent the release of records, but released a statement supporting the blocked aircraft program.

The program is the result of years of negotiations with the FAA. In 1995, several private plane groups petitioned the FAA to limit the air traffic data to a need-to-know basis. With the Internet causing the number of Web sites posting the data proliferating, the association began working with the FAA on a system to protect the privacy of business jet users.

“The [BARR] Program was established over a decade ago in response to recognized security concerns and competitive considerations,” spokesman Dan Hubbard said in a statement. “NBAA has long supported the BARR program and believes the reasons for its creation remain relevant today, given that access to information about certain flights can be used to inappropriately impact the competitive landscape.”

Correction: This post originally misstated the name of the BARR Program as “Blocked Aircraft Registration Request.” BARR stands for “Block Aircraft Registration Request.”

Boeing Business Jet Charters, Luxury Private Jet Travel on Boeing BBJ Aircraft

Welcome to the world of Boeing Business Jets Charters. Boeing BBJ. At Boeing Business Jet Charters we believe in service by excellence. Success and wealth are created and earned and never a given commodity. We believe in redefining the business jet charter world and providing charter Boeing BBJ Aircraft worldwide.

At Boeing Business Jet Charters we call our clients, guests. Our highly professional staff is available for your needs and our in-flight staff are called, In-Flight Hosts who are highly trained professionals at the panicle of the air charter & hospitality industry meeting our strict standards.

We the ultimate Boeing BBJ & Luxury Private Jets Charter specialists, providing access to the world’s greatest ultra luxury aircraft. At Boeing Business Jet Charters we have access to over 200 privately & corporately owned luxury ultra large aircraft positioned all over the world so we can provide you several options to accommodate your needs through solid relationships with aircraft owners and thier considerable investment of over $60,000,000 USD / 46,000,000 Euro per aircraft.

Locating your best air charter option from a magnificent luxury 2007 Boeing Business Jet, Boeing BBJ, Private 757 or Private Boeing 767 from our worldwide air charter availability. At Boeing Business Jet Charters we specialize in large air charter groups with the ability to locate a private Boeing 747 with 100 seats, a movie theater, private staterooms all with showers and ultra first class seats. Need to arrange an air charter for a large group of 400 or more guests in First Class, Business Class, Coach Class seating ? we have access to private Boeing 777′s for your next corporate event and you’re only one call away from achieving that goal of luxury private air charter.

Specializing in high net worth clients, Heads of State, Fortune 500 Companies, Hollywood Celebrities and special travel events that include private air charter for the Cannes Film Festival, Superbowl, Wimbledon, Olympic Games, Corporate Events or Family Reunions, Boeing Business Jet Charters is your partner in luxury Private Charter Jets and only a call away from securing your Private Boeing BBJ Aircraft.

How to Start Your Own Helicopter Charter Business

A guide for the folks who really want to know.

Lately, I’ve been getting a lot of blog comments and e-mail messages from wannabe helicopter pilots. They’re seeing the reality of the current helicopter job market: too many entry-level pilots, too few jobs, low starting pay, and training that’ll cost them $60,000 to $80,000.

On Job Markets & Flight Schools

They might be reading about this in a post that remains the most popular of all time on this blog: “The Helicopter Job Market.” I wrote this piece just over two years ago, in March 2007 at the height of Silver State’s rise to power as a helicopter flight school. I was tired of seeing young guys (mostly) get conned by promises of $80,000/year jobs that just didn’t exist for newly minted commercial helicopter pilots. I wanted to warn them, but without actively speaking out against Silver State and the companies that had adopted their strategy to turn a quick buck. In all honesty, I didn’t want to get sued. I just wanted readers to consider reality before signing on the dotted line.

We all know what happened to Silver State. It was a Ponzi scheme of sorts that built a massive flight school on the money of tomorrow’s students. When students stopped signing up — due to their inability to get financing or a case of the smarts — and bills came due, Silver State collapsed, leaving many students in debt without their certificates and hundreds of low-time pilots looking for work. It’s a tragedy, not only for the people scrambling to pay the cost of the flight training they may or may not have gotten, but the dumping of so many low-time pilots on the job market made it easy for employers to pick and choose and drop pay rates. The best of the desperate got the entry level jobs they wanted. The others were left out in the cold.

And when the economy began to tank, even the employers cut back. Big seasonal employers at the Grand Canyon and Alaska hired fewer pilots than ever this year and even employers in the Gulf of Mexico began laying off pilots.

The Do-It-Yourself Alternative

Some wannabe pilots think there’s another way to build a flying career, a sort of do-it-yourself method.

Maybe they see from this blog that I didn’t go the usual route — that is, private pilot to commercial pilot to certified flight instructor to get that first 1,000 hours to get an entry level job, etc. Instead, I got my commercial ticket and started my own ( Charter Helicopters Flights ) helicopter charter business. Then I got a bigger helicopter and a Part 135 certificate and, for all appearances, seem to be happily raking in the dough while flying around in my own helicopter.

That’s what they see, anyway.

Lately, they’ve begun commenting on this blog and sending me e-mail, asking for advice. While requests for advice from new or wannabe pilots aren’t anything new, what is new is that the advice they want is about how to start their own helicopter charter companies. Apparently, they believe that since they won’t be able to easily get a job, they will be able to start their own business as a kind of “shortcut” to the career they want.

Here’s My Approach

So I’ve written this blog post to answer these questions from my experience. Here’s my step-by-step approach. If you’re looking for the secret of my success, you might want to print this out for future reference:

1. Spend $50,000 to learn how to fly helicopters and get a commercial helicopter license.
2. Spend another $30,000 to $50,000 to build time so you can fly safely under most conditions.

3. Spend $346,000 or more to buy a helicopter, about $10,000 per year to maintain it, and $12,000 to $32,000 a year to insure it.

4. Spend 4 to 24 months preparing the paperwork and working with the FAA to apply for a Part 135 certificate. Then take and pass a Part 135 check ride. Then repeat the check ride process every year.

5. Spend another $10,000 to $30,000 on advertising and marketing.

6. Take lots of calls from people who can’t understand why you can’t fly them around for the cost of fuel or want you to fly them for free or are trying to get you to donate to their charitable cause. Then get the occasional call that leads to real work for someone who appreciates what you do and understand what it costs.

7. After ten years and close to a million dollars spent building and maintaining your business, sit back and watch your investment in time and money languish in an economy where few people want to or can spend money on your services.
Get the idea?

At the Big Sandy Shoot
My $346,000 investment, parked at an event in the desert.

There’s an old saying:

I’m not complaining. It’s nice having a helicopter. It would be even nicer if I could afford to fly it whenever I wanted to.

But the simple reality is that starting a helicopter charter business is a huge money suck. My aviation business spends more money than most pilots earn each year. If I didn’t have another good source of income, I wouldn’t be able to afford having this business at all.

In Conclusion

If you think that starting your own helicopter charter business or Private Helicopters Services is a quick and easy, money-saving way to build a career as a helicopter pilot, think again. It’s neither quick nor money-saving.

But sure. It’s easy. Just add time and money.

New Ford Mustang Wheels For Matt

When you have a mustang it shows that you are someone that likes to modify their car a lot. With a mustang the options of modifying are endless. The possibilities are also vast and each time they are just as crazy. You can add some power to the engine or you can make the handling better by buying some Ford Mustang Wheel. These wheels can make the grip on your car a lot better. Therefore giving you better handling when you are burning it on a highway.

Matt had wanted new Ford Mustang Wheels for over a year now and it was starting to drive him crazy. He thought he was going to get them for Christmas last year but it did not happen, instead he got the new washing machine he and his family needed. It was not as though he was ungrateful for the washing machine or any of the other items that had to be purchased through out the year to provide comfort and necessities to his family, but he was really starting to get anxious about when he would be able to spend some time and money on ford mustang body parts to work on his old Mustang in the garage.

Now it was more than just the money, he could buy ford mustang body parts on-line or from a buddy of his that ran a small parts store, the most difficult aspect was finding time to work on his car. Of course, he wanted the new ford mustang wheel, that was more a matter of money.

However, what would the point be if he did buy ford mustang wheels for his car and then never had anytime to fix up the rest of it, even if he could afford ford mustang body parts too? He expressed his frustration to his wife and was not encouraged by her response.

She became angry and returned Matt’s frustration with her own and she had a lot of it. Matt’s wife was far less concerned about ford mustang wheels or ford mustang body parts than she was about not having any time to herself to exercise or paint, a hobby she had enjoyed for a long time.

It had been almost two years since the last time she painted anything and even longer, since she had taken a class at the gym, something she really wanted to do. It was clear that both Matt and his wife were feeling stressed and overwhelmed by all of their obligations to their jobs, children, marriage and families.

Matt considered the situation he and his wife were in and decided that something should be done about it immediately. It was ridiculous that neither one of them could spend any amount of free time doing the things they loved to do, the things that brought them peace and reduced stress. He was now more motivated than ever before to resolve the conflict and develop a plan because it involved his wife’s well-being along with his own, this no longer just had to do with ford mustang wheels and now he was not sure if it ever really did.

It was a wonderful change for both Matt and his wife when they realized that they could still make time for themselves and their hobbies. They cut down on extended family obligations, organized there family a little better so they operated more efficiently, which created more free time and finally they agreed to take turns with the children so that the other one could enjoy some time off.

Matt of course, spent his precious hours of free time in the garage working on his mustang and as a thank you to him, Matt’s wife bought him the ford mustang wheels that he had wanted so badly. Thankfully Matt then has never had to by another Mustang wheel since that day. By sorting themselves out they figured that they could spend more time on their hobbies while still making time for the whole family.
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Late Model Mustang Fuel Injectors

Understanding Fuel Injectors Is An Important Part Of Late-Model Mustang Maintenance

If you own an ’84-’09 Mustang, chances are beyond good that it has electronic fuel injection. Since the introduction of Sequential Electronic Fuel Injection (SEFI) in 1986, fuel-injection has been fitted across the board on Mustangs, both base models and V-8. Prior to ’86, the only fuel-injected Mustangs were the limited-production SVO and GT Turbo models with port fuel injection and the 5.0L models with Automatic Overdrive, which had Central Fuel Injection (CFI) with two throttle-body injectors.

Beginning in 1986, the Mustang GT had SEFI with eight 19-lb/hr fuel injectors and return-style fuel injection. In 1999, Ford went to a no-return fuel injection system with fewer parts and less hassle. Fuel injection requires virtually no maintenance regardless of all those TV commercials pushing cleaners; the rotating valve pistons are self-cleaning during the injection process. Unless gum accumulates on the spray head to disturb the spray fan pattern or an O-ring develops a leak, fuel injectors don’t need maintenance. And, for the most part, they require replacement only when they fail or when performance becomes erratic.

Fuel injectors are electromagnet (solenoid) operated valves located in each intake port that open when triggered by the engine’s computer. They operate in time with the engine’s firing order as each intake valve opens. If your Mustang has Central Fuel Injection, the two injectors operate in a buzzing, pulsing fashion in synch with throttle position and engine speed. As the throttle is opened and more fuel is required, injectors are operated for longer intervals, yielding more fuel above the throttle plates.

What size and type of Fuel Injector does your Mustang need? The answer depends on the model year, engine type, and performance demeanor. If you have a hopped-up 5.0L or 4.6L, you’re going to need a higher-flow-rate fuel injector to keep up with a hotter cam, larger heads, and free-flow exhaust. If you have a showroom stocker, you’re going to need exactly what your engine came with-19-lb/hr injectors, which are a butterscotch color. Injector flow rate is identifiable by color.

Fuel Injector Types

There are three basic types of fuel injectors you can expect to see on ’84-’09 Mustangs:EV1: This is the more traditional fat-body Bosch fuel injector used from ’84 to ’98 on 2.3L turbo fours, 5.0L High Output, and 4.6L SOHC/DOHC V-8s. It uses a two-pin Jetronic/Minitimer plug where the two pins are flat, not round.

EV6: Narrow, pencil-body Bosch injector used on non-return fuel injection systems from ’99-up. Uses USCAR two-pin plug with round pins.

EV14: Also a Bosch piece, which looks similar to the EV6 injector and uses the EV6′s USCAR two-pin plug. It differs from the EV6 in how it attaches to the fuel rail. The injector head is also more pronounced.

The Bosch EV1 injector was introduced in the ’67 Volkswagon Type 3 as the first electronic fuel injection system. This is the fat injector we see on ’84-’98 5.0L and 4.6L engines as well as the 2.3L Turbo Four.

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In 1992, Bosch introduced the EV6, which is thin like a pencil with the USCAR two-pin plug. Mustangs didn’t get this injector until ’99. The improved Bosch EV14 injector showed up in 2001. What makes the EV14 better than the EV6 are nice refinements that improve performance and reliability: improved spray pattern; a single molded body that will not leak; and fewer parts. The EV14 is interchangeable with the EV6. In fact, it is also interchangeable with the original EV1 if you use the Ford Racing M-14464-A8 USCAR/Jetronic adapter kit.