Reply to thread

Message: [QUOTE="Chatham036, post: 1399439, member: 13047"] All we can do is calculate the final pressure at the nozzle. There is no feasible way to measure the actual pressure. [INDENT]"isnt the nozzle opening the 'restriction' in the 'pressure is a measurement of restriction'?"[/INDENT] There is definitely a lot of math to back up the fact that a larger nozzle will flow greater volume. With the intensifier piston traveling at a set rate from top to bottom in one injector to the next, you would see a final injection pressure drop with larger nozzles. One thing you may not be taking into consideration is that as the final drive pressure is reduced from the larger nozzle, the intensifier piston will then move more quickly from top to bottom in attempt to balance out the injection ratio. [INDENT]"I think there is enough simple information out there." [/INDENT] I thought so as well until I started getting feedback from my customers who were having excessive EGT issues when towing heavy weight. Someone, somewhere told them they could tow unlimited weight with a 180cc/100% injector without the concern of EGT. So they slapped a set of stage twos in then over fueled the rest of the system. [INDENT]"timing got glossed over in this as well."[/INDENT] Yes it did. The target audience for this article is for the person who just wants a little more power while still being reliable with the ability to tow heavy. 95% of these people typically do not have a solid understanding of timing advance that would constitute as a solid foundation to elaborate off of. Particularly when we start talking about the inherent timing advance from a larger nozzle in it's relation to the desired timing advance through the tuning. Then there is the conversation on how temperatures effect timing. Then the conversation on compression ratio in it's impact on pressures. But that still does not cover the topics needed for that conversation. You also have to consider the point of injection in it's relation to the point of combustion which will subsequently lead us down the road back to intensifier pistons and ICP. All this and the topic of timing by RPM is still not even grazed upon. In conclusion, the goal of this article is for the average Joe and to simplify the topics enough to be palatable to them in a way for them to digest the information. [/QUOTE]