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Message: [QUOTE="MorganY, post: 522542, member: 3115"] (not trying to sh*t stir, or get anyone angry) The injection pressure is always brought up because without a 3800+psi on ICP, the injection pressure at the TIP of the injector will drastically fall and you will lose horse power, even though you may have increased the capacity and nozzle size on your injector. Even with a 1000 psi drop in ICP you will see a 5-7k pressure difference of the fuel thats being injected at the tip, enough to lose horsepower from the lack of atomization. In more rare cases like myself, When ICP pressure is sustained 1800-2000psi lower than needed 3800 psi (even though its a only few thousand) that loss in pressure is drastically multiplied by a factor of 7 from the intensifier piston and plunger inside the injector ( "Even with 4Kpsi of oil in the rails and a 7:1 injection ratio the injector is probably only is injecting fuel in the low 20Kpsi area on a good day -HotRodTractor"). Think of the 6.0 injectors as a syringe. High pressure oil driving the plunger, and drastically multiplying the force being injected out of the syringe tip. I currently maintain 2000-2200psi at the ICP sensor via voltage at WOT on a healthy, stock 05+ pump at max PW.. That puts the injection pressure at the tip LOWER THAN 14,000-15,4000psi, HALF of what the fuel should be injected at the tip. If I were to dyno the truck, with my injectors (210/100's), I would be surprised if it had 350hp in it at WOT, just from the fuel not being burned properly from lack of atomization. And let me tell you, it smokes like a freight train at WOT. Thick, thick unburnt, un atomized fuel coming out of the exhaust. If ICP wasn't a big deal, there would be many guys running large conventional injectors on a stock oil system. Hence the reason the max conventional injector size on a stock oil system is 205cc's at max PW (Typically, RCD/MPD is said to have been able to push the limit on this) The 6.4's common rail system would be the same concept, yet simpler, because the pressure at the rail, is pretty close to the pressure being injected at the tip due to the HPFP. If one were to add 100 over nozzles to their 6.4, without extra high pressure volume, the rail pressure (also injected at the tip) would be under 20,000psi (similar to 3000psi of ICP on a 6.0), and the truck would lose more power than it would gaining from the larger nozzles (assuming pulse width did not change). [/QUOTE]