sureflow injection

[powerSmokin]

continued...
The sureflow operates at a 6:1 injection ratio as does a B code. The internal components are much lighter than the B code. Spring rate is also much higher per length of stroke so time refill/evacuate is reduced.

Its refill rate is much higher than an A code or B code, and its empty rate is much faster than the B code or Hybrid.

 

[Tim @ P.I.S.]

Thank you. That is by far the best description I have heard of these injectors.

Just by some quick calculations it would seem that a set of 225/100/% would deff require a hpop upgrade to maintain "good" icp.

Does anyone have any Dyno #'s to go with these sure flow injectors?

 

[joebob3093]

I ran some 200/0s with stock turbo, e fuel and a modded 17. I put down a 340/787 that's with cales first attempt at tuning them.

 

[under pressure]

Thank you. That is by far the best description I have heard of these injectors.

Just by some quick calculations it would seem that a set of 225/100/% would deff require a hpop upgrade to maintain "good"


Wonder what a sureflow 200/200 needs for oil.

 

[CSIPSD]

I ran some 200/0s with stock turbo, e fuel and a modded 17. I put down a 340/787 that's with cales first attempt at tuning them.

And Chels beat you with a set of stock AC codes...

Just messin...

 

[Tim @ P.I.S.]

Wonder what a sureflow 200/200 needs for oil.

Just by some quick math it would sound like a SF 200 uses the same hpo as a 160 A code or 238 hybrid.

 

[joebob3093]

And Chels beat you with a set of stock AC codes...

Just messin...

that 38r has just a little more air then my stock turbo did.

 

[Derek@Vision Diesel]

A "hybrid" 200cc injector is a custom cut intensifier piston to allow a shorter stroke than what a 238cc hybrid has.

The 200 is perfect for the customer that want under 500 up and doesn't want to purchase an aftermarket hpop. We have seen 3000 psi icp With a stock 17* hpop.

Right on, great info! 3000icp at what DC?

Sounds exactly like what i need. 200/200 hybrid

I wouldn't advise a 200% nozzle with that small of a CC. Might as well do 300cc if you want that 200% nozzle.

continued...
The sureflow operates at a 6:1 injection ratio as does a B code. The internal components are much lighter than the B code. Spring rate is also much higher per length of stroke so time refill/evacuate is reduced.

Its refill rate is much higher than an A code or B code, and its empty rate is much faster than the B code or Hybrid.

Definitely good information, I just wasnt willing to post it myself as I wasn't sure how much information people are sharing in the injector world these days.

 

[psduser1]

continued...
The sureflow operates at a 6:1 injection ratio as does a B code. The internal components are much lighter than the B code. Spring rate is also much higher per length of stroke so time refill/evacuate is reduced.

Its refill rate is much higher than an A code or B code, and its empty rate is much faster than the B code or Hybrid.

Please clarify........
I thought a b code was 5:1, an a code was 7:1, I'm thinking thats a typo?

Time to evacuate is determined strictly by nozzle size and icp? or am i missing something? Always looking for more affordable options, for sure!
Are these using a "special" nozzle or is the faster refill/evacuation rate referring to the fuel/oil side mods?

 

[CSIPSD]

that 38r has just a little more air then my stock turbo did.

And you have a manual tranny so...

Just saying I was not impressed with the HP output for a 200cc injector.

 

[Morgan@Midwest Diesel & Auto]

A standard 7.3 injector no matter if its an AA or AD etc is 7:1. The 5:1 plunger and barrel is from the large body injectors of a DT 530. There for you get a hybrid from using the b-code plunger and barrel (5:1) in the a-code injector body.

You lose some nozzle pressure with the
Weaker 5:1 ratio but you can put out more fuel (cc) per-stroke of the plunger and barrel.

A 6:1 custom made plunger and barrel is kind of a medium of the two. It will out put more fuel per stroke than the 7:1 but its nozzle pressure is higher than a 5:1.

The cc of fuel per 1000 stroke is basically the area of the plunger face mulpilied by the total stroke of plunger. You can physically measure them and get a good accurate reading of what the injector should be able to flow in a perfect situation. IE: the 300cc injectors that I last built measured 327 but actually flowed 318 average. You will have some loss depending on your nozzle size and varies other parasitic factors. In the end when someone rates and injector it typically will not be that exact. Some peoples 300/200 may flow 290 and others flow 310. You stroke them by the length of the intensifier piston. There are numerous ways and combinations and most everyones are a little different.


Im no expert but maybe that clarifies to some.

Sent while hooked to something, somewhere, with my foot through the floor!

 

[Dmstrucks02]

In for more information!

 

[Derek@Vision Diesel]

And you have a manual tranny so...

Just saying I was not impressed with the HP output for a 200cc injector.

the stock nozzle plays a large roll. No way can you empty a 200cc injector with a stock nozzle in a reasonable pulse width.

I honestly wouldnt consider that injector to be much more than a stage 1 A code.... other than operating more efficiently. But it would surprise me if he was using more than 160cc of the fuel available.

 

[Buffalo444]

Pm sent Derek

sent from the rust monster

 

[Derek@Vision Diesel]

Pm sent Derek

sent from the rust monster

PM returned!

 

[CSIPSD]

the stock nozzle plays a large roll. No way can you empty a 200cc injector with a stock nozzle in a reasonable pulse width.

I honestly wouldnt consider that injector to be much more than a stage 1 A code.... other than operating more efficiently. But it would surprise me if he was using more than 160cc of the fuel available.

Agreed... Which is why I think its asinine to put a stock sized nozzle on anything but a stock injector.

Only reason Chelseas AC's dont have a 100% nozzle is we were under a time crunch.

 

[psduser1]

A standard 7.3 injector no matter if its an AA or AD etc is 7:1. The 5:1 plunger and barrel is from the large body injectors of a DT 530. There for you get a hybrid from using the b-code plunger and barrel (5:1) in the a-code injector body.

You lose some nozzle pressure with the
Weaker 5:1 ratio but you can put out more fuel (cc) per-stroke of the plunger and barrel.

A 6:1 custom made plunger and barrel is kind of a medium of the two. It will out put more fuel per stroke than the 7:1 but its nozzle pressure is higher than a 5:1.

The cc of fuel per 1000 stroke is basically the area of the plunger face mulpilied by the total stroke of plunger. You can physically measure them and get a good accurate reading of what the injector should be able to flow in a perfect situation. IE: the 300cc injectors that I last built measured 327 but actually flowed 318 average. You will have some loss depending on your nozzle size and varies other parasitic factors. In the end when someone rates and injector it typically will not be that exact. Some peoples 300/200 may flow 290 and others flow 310. You stroke them by the length of the intensifier piston. There are numerous ways and combinations and most everyones are a little different.


Im no expert but maybe that clarifies to some.

Sent while hooked to something, somewhere, with my foot through the floor!

So, in theory, the best of both worlds. Is this a hybrid or bcode nozzle then? As that, from my understanding is what actually controls flow rate? Paired with the 6:1 ratio, which helps maintain better injection pressure?
I'd like to see some dyno numbers with a bigger nozzle.

 

[Morgan@Midwest Diesel & Auto]

So, in theory, the best of both worlds. Is this a hybrid or bcode nozzle then? As that, from my understanding is what actually controls flow rate? Paired with the 6:1 ratio, which helps maintain better injection pressure?
I'd like to see some dyno numbers with a bigger nozzle.

A hybrid is a cross between a standard a-code injector and a b-code plunger and barrel. The sure flow is neither, it is its own version. It is in between the hybrid and standard injector types. A good all around injector but mainly not for all out performance.

Sent while hooked to something, somewhere, with my foot through the floor!

 

[PSDEng]

You lose some nozzle pressure with the
Weaker 5:1 ratio but you can put out more fuel (cc) per-stroke of the plunger and barrel.

But honestly....not that much.....

 

[Hotrodtractor]

A standard 7.3 injector no matter if its an AA or AD etc is 7:1. The 5:1 plunger and barrel is from the large body injectors of a DT 530. There for you get a hybrid from using the b-code plunger and barrel (5:1) in the a-code injector body.

You lose some nozzle pressure with the
Weaker 5:1 ratio but you can put out more fuel (cc) per-stroke of the plunger and barrel.

A 6:1 custom made plunger and barrel is kind of a medium of the two. It will out put more fuel per stroke than the 7:1 but its nozzle pressure is higher than a 5:1.

Quick clarification 7:1 is an A-code, 6:1 is a B-code, 5:1 is a hybrid.

Just because an injector has a lower injection ratio doesn't mean it will have a lower injection pressure under certain injection conditions. As ICP increases and the injection speed increases - you get a drop in oil pressure due to flow through the poppet of the injector - this pressure drop can be high enough that the lower injection ratio injector with its lower oil volume (and consequently flow) requirements can get a higher oil pressure to the intensifier.

If all else is equal on a pair of injectors except for the injection ratio - if you take the ICP high enough - you will get more actual fuel injection pressure at the tip on the lower injection ratio injector. Under low ICP conditions the higher injection ratio injector will have the higher injection pressure.

Hope that makes sense... lol