Injectors - What's the Latest?
09-04-2009, 08:36 PM
#31
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Recommendation from many is to use a 9V battery to test-trigger injectors, especially if you are going to hold them open/energized for any length of time. There's a lot of voltage drop in the system, so 13.5 is never atually seen at the injector coil. Plus in pulse operation, they spend a lot of time de-energized anyway. 9V battery seems like a real safe bit of insurance.
09-04-2009, 09:22 PM
#32
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Hi Mike, as always it's a pleasure hearing from you 
I'm not sure which way I'll go ... I have local flow tester companies andthey are very reasonable. The 75 bux/set is very enticing but they are used. Effectively therefore it is 75/set to flow .... better than the 200 or so for mine.
All the best and thanks for your advice (and others)
Heinrich
I'm not sure which way I'll go ... I have local flow tester companies andthey are very reasonable. The 75 bux/set is very enticing but they are used. Effectively therefore it is 75/set to flow .... better than the 200 or so for mine.All the best and thanks for your advice (and others)
Heinrich
Recommendation from many is to use a 9V battery to test-trigger injectors, especially if you are going to hold them open/energized for any length of time. There's a lot of voltage drop in the system, so 13.5 is never atually seen at the injector coil. Plus in pulse operation, they spend a lot of time de-energized anyway. 9V battery seems like a real safe bit of insurance.
I also found THIS THREAD started by some guy who called it the 'official fuel injector thread' with some great stuff in it.
09-04-2009, 09:29 PM
#33
Nordschleife Master
Yep, AFAIK most modern injectors take 12V.
I use a regulated benchtop 12V power supply, and have a small box I put together that takes the input and has a switch and a button on it, so I can either pulse power by pushing the button, or switch it on for things that require continuous power like the electric seats when they're out the car.
I use a regulated benchtop 12V power supply, and have a small box I put together that takes the input and has a switch and a button on it, so I can either pulse power by pushing the button, or switch it on for things that require continuous power like the electric seats when they're out the car.
09-04-2009, 09:29 PM
#34
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On a side note, yes I think that injector do have some finite lifetime and a set of new injectors will definately give a performance boost.
Also on a side note the only reason I went with new injectors was due to my megasquirt conversion and I wanted to eliminate any potential doubt in the fuel side of the conversion.
09-04-2009, 10:04 PM
#35
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I am running the ford 24# injectors on my 84 euro. I have two thousand miles on them and everything is fine so far. I machined up an adapter set that will still let you use the stock fuel rail. I sent pictures of my adapter set to to Roger at 928rus. He is interested in them. My problem is that I had to tweek my steel fuel lines a bit to get everything to line up nice. I do not know how consistent the steel fuel lines will be from car to car and I would hate to have installations not be plug and play. I need to get back to this and figure out if my solution will be a feasible solution for others. My biggest problem is having the time to do it.
On a side note, yes I think that injector do have some finite lifetime and a set of new injectors will definately give a performance boost.
Also on a side note the only reason I went with new injectors was due to my megasquirt conversion and I wanted to eliminate any potential doubt in the fuel side of the conversion.
On a side note, yes I think that injector do have some finite lifetime and a set of new injectors will definately give a performance boost.
Also on a side note the only reason I went with new injectors was due to my megasquirt conversion and I wanted to eliminate any potential doubt in the fuel side of the conversion.
Did you find that the Ford injectors were any taller/shorter than the factory L-Jet models?
09-04-2009, 11:31 PM
#36
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How can you tell???
By the way, here's a good injector resource: http://users.erols.com/srweiss/tableifc.htm
Here's a Canadian firm that I have found to be a good source of all things fuel related: http://www.racetronix.biz/items.asp?...atus=0&Tp=&Bc=
Here's something that I'd like someone to try. Genesis has these new dual cone spray pattern injectors. For our siamesed 4-valve intake ports, those would be ideal. The spray pattern would hit the back of the valves and disperse perfectly from there, cooling the valve in the process. Most of those are EV6 connectors, but if someone finds a model with an EV1 connector, those should be tried out. I called around and the max size is 440 cc or 39lb/h, so these are not for me. If they'd make them bigger, I'd be all over them.
Here's a Canadian firm that I have found to be a good source of all things fuel related: http://www.racetronix.biz/items.asp?...atus=0&Tp=&Bc=
Here's something that I'd like someone to try. Genesis has these new dual cone spray pattern injectors. For our siamesed 4-valve intake ports, those would be ideal. The spray pattern would hit the back of the valves and disperse perfectly from there, cooling the valve in the process. Most of those are EV6 connectors, but if someone finds a model with an EV1 connector, those should be tried out. I called around and the max size is 440 cc or 39lb/h, so these are not for me. If they'd make them bigger, I'd be all over them.
Just had a look at the site, How can you tell that they're Canadian? All the contact points are web based.
09-05-2009, 01:42 AM
#37
Team Owner
I have put in a few sets of the 4 hole injectors, I note a bit quicker throttle response from the S4 engine, it also seems to start easier.
I would figure thats due to the same amount of fuel being dispersed over a bigger area, so the air is more saturated
I would figure thats due to the same amount of fuel being dispersed over a bigger area, so the air is more saturated
09-05-2009, 07:25 AM
#38
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I feel like you should be right, but the old ones were replaced for a reason, right?
A true test (and one I'm sure no one would run just to find out) would be to install new stock injectors, test it, then install new 4 hole Ford injectors (or whatever) and test it.
09-05-2009, 10:01 AM
#39
Nordschleife Master
09-05-2009, 11:22 AM
#40
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Injector Service
Had persistent "miss" (under load and at idle) when I started the '88 S4 this spring. Ran Techron through the fuel system. Problem remained.
Replaced spark plugs (seven looked good, one was fouled). No joy.
Replaced ten year old aftermarket plug wires (insulation was split on one) with Beru's. Car still ran poorly.
Sent stock injectors to Marren for cleaning and refurb. Injectors re-installed; now car runs like it should.
Replaced spark plugs (seven looked good, one was fouled). No joy.
Replaced ten year old aftermarket plug wires (insulation was split on one) with Beru's. Car still ran poorly.
Sent stock injectors to Marren for cleaning and refurb. Injectors re-installed; now car runs like it should.
09-05-2009, 07:53 PM
#43
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Recommendation from many is to use a 9V battery to test-trigger injectors, especially if you are going to hold them open/energized for any length of time. There's a lot of voltage drop in the system, so 13.5 is never atually seen at the injector coil. Plus in pulse operation, they spend a lot of time de-energized anyway. 9V battery seems like a real safe bit of insurance.
09-05-2009, 08:49 PM
#44
Three Wheelin'
The disk type (4 hole) injectors open quicker than the pintle type. They'll give more fuel at short pulse widths than the pintle injectors. Not much difference at higher power longer pulse widths.
09-05-2009, 09:33 PM
#45
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