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Power Strokes
7.3 Aftermarket
160/100 vs 205/30 Injector Testing
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[QUOTE="KCTurbos, post: 1528918, member: 13852"] Wow... did not even know anyone was commenting... I did not get any notifications until jbolen323 just posted. Something to keep in mind as was mentioned before. Good quality vs bad quality injectors have a huge affect on how they run... which goes both ways. When someone takes a 200,000 mile old set of stock injectors and swaps them out and see better fuel mileage and cooler egts it makes you wonder whether it was the injector size or quality of the injector. I know there are a lot of varying opinions on injectors. But I can tell you what we test and what we see from selling 1000s of turbos and 100s of injectors every year. Smaller nozzles like 30% work better 9.9 times out of 10 times when it comes to egts, towing, starting, haze at idle, fuel mileage, etc. The ONLY time bigger nozzles outperform is at WOT on a heavy race tune. I cringe every time someone contacts us with stage 2 injectors and wanting a turbo, especially with certain tuners who will not be named. Guess who is gonna be chasing egts/smoke issues forever LOL. I also hate it when guys hop on the forums and read about how giant nozzles are better in every way and end up with 250/200 in a tow truck that will never be raced. Then fight egts/smoke... yes that does happen. I know some of you guys that spend countless hours live tuning your truck, running superchargers, big turbo setups, etc... all LOVE the bigger nozzles. But when you sell 1000s of turbos and 100s of injectors every year you really start to see a trend of what works better for most customers. Not saying I hate big nozzles... but when a customer needs to choose between 30% and 200% for a stockish truck... I push them towards the smaller nozzles. It is a pendulum... as with any science going too small is going to suffer and going to big is going to suffer. At some point you are going to reach a certain efficiency and any larger/smaller will lose efficiency in that area. With regards to hybrids having higher injection pressure... that does not work out theoretically and we actually tested them back to back earlier this year on a different truck. Mods: KC 63/73/.84 turbo, CNC fab S2 hpop, 4 line feed kit, walbro fuel pump, BHAF air filter. 180/30 - 471hp and 1046tq. Only holds 2300 of ICP at WOT on max PW tune. Holds fine on any tune under 4.0ms 205/30 – 504hp and 1093tq. Holds a rock solid 3200psi of ICP at WOT no matter what tune is ran. What is interesting is that that 180/30 actually spooled up the turbo faster and brought the power on sooner. That kind of makes sense because the 205/30 hybrids are going to run a lower final injection pressure… at least they will compared to the 180/30 until the 180/30 run out of oil. Once the ICP drops with the 180/30s the 205/30s do better in every way. [ATTACH=full]177239[/ATTACH] This is a cool link for newbies wanting to know how the ICP is converted into final injection pressure and how hybrids work. [url]http://www.dieselhub.com/tech/heui.html[/url] One step further analysis for those who have ever done the math. 180/30 2300psi x 7:1 injection ratio = 16,100 205/30 3200psi x 5:1 injection ration = 16,000psi Interesting the ICP drops on the single shots just far enough for them to equal out to about the final injection pressure as the hybrids? One more step further... it is not all about holding ICP with Hybrids IMO... a lot of it has to do with how the fuel flows through the injectors and how long it takes to run the full stroke of a single shot A code. At some point you run out of time to stroke all the fuel out. Having a larger bore and shorter stroke makes it easier/quicker to get the fuel out. [/QUOTE]
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