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Message: [QUOTE="golfer, post: 566106, member: 266"] I'm running a set of 200/200's... this combo dynoed 548rhwp on a stock HPOP. The 200% nozzle is really THE perfect nozzle for anything from 300rwhp to 600rwhp...but you do give up atomization at lower ICP pressures which can negatively impact fuel economy, and increase off-boost smoke. We haven't seen anything worth a chit from the 80% or the 100% nozzles, quite honestly...the 30%'s are crisp and clean...and will knock down low to mid 400s with small turbo upgrades...without the fuel efficiency penalty of the larger nozzles... from a technical standpoint, we use large(r) nozzles for engines that need to make power AT a higher rpm range... a larger nozzle allows more fuel to be injected into the cylinder, more quickly...and with the ever shrinking 'mechanical' injection window (with increase in rpm), 'large' nozzles simply become a necessity for making power at high rpm. we also tend to use smaller nozzles on more street/tow/fuel efficient oriented vehicles, unless the customer prefers a larger nozzle to support future plans & upgrades for the vehicle. Looking at the engine combustion process, and considering things like, volume of fuel injected, piston speed (rpm), timing advance, and cylinder pressure...we have a chart that makes it quite simple to calculate maximum (usable) pulsewidth for any engine rpm. Working backward from max/usable PW table, we're able to choose an injector (& nozzle) that works for 'a' particular customers application. As with anything, there is compromise when you chose "A" over "B"...you're always giving something up...be that peak power, fuel efficiency, or peak operating rpm, among others... turbo size, transmission style, driving habits (% of commute vs tow vs play) even vehicle weight and tire size should be considered when choosing not just an injector size, but a nozzle size. [/QUOTE]