Here's some data from a Supra we just finished with these injectors at 100psi base fuel pressure!

 

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1200's??? 1600's???

 

No 1200's or 1600's at 3 bar of fuel pressure, but with the right fuel pump setup, you can get over 1500cc/min out of these injectors as seen above with NRG's results on E85. Miller retuned the car again a couple weeks after that for more power and made 615whp on E85 with these injectors.

 

thanks for the fast service on the clips. I will be in touch for the injectors soon!!!

BUMP

 

I see on the T1 website that they are advertising these for Subaru WRX. Are they drop in replacement other than the clips? Also price for WRX version and what years fit. Thanks in advance.

 

We do have a drop in application for top feed WRX setups. The price is the same as on the site, no additional charge for the WRX modifications.

Also, some very good reading here, check it out.

http://www.injectordynamics.com/dyna...erization.html

 

Ok so different fuel rails are needed also when changing from the stock fuel system. Thanks for the quick response, the help is greatly appreciated.

 

Different rails are only needed if you have a side feed setup already. If your setup is already top feed, these will drop right in.

 

Plug and play adaptors now available for OBD2 Hondas!
http://www.t1raceparts.com/OBD2_Honda_to_USCAR_adaptor_p/obd2%20uscar.htm

 

Some great gains with the ID1000's on an n/a car!

https://honda-tech.com/forums/all-motor-naturally-aspirated-44/b20vtec-basic-allmotor-build-%2Aaustralia-12-9%40108mph-%2A4-2-09-a-2488946/

 

Bump for Tony.

You are a great contributor to our industry man :-)

 

 

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Plug and play wiring adaptors now available for most applications.

 

Hey KENetics,

Sorry for the delay, just managed to get back to a computer with a bit of time.

First off, there are a couple different ways to modify these injectors to get the desired flow ratings. I've seen them done both ways from other people who are selling and modding them. The way we do them results in a narrower spray pattern, about 5 degrees included. The other way results in a wider spray pattern, closer to 20 degrees. In dyno testing, every application we've tried both ways has made more power with the narrower included angle. Our assumption is that this is the result of less 'wall wetting' and the fuel actually atomizing better. The 'other guys' don't show pictures of the tip of the injector so I can't say who's doing what.

Besides that, the bigger difference in the Injector Dynamics injectors and everyone else is the testing and pairing process.

The "standard" injector testing is to flow an injector into a graduated cylinder for a pre determined amount of time, generally 15 seconds. The injector is run static (full on) for this time period. The flow is then multiplied by 4 to get cc/min. For one, it's difficult to get exact readings this way, but more importantly, it doesn't take into account ACTUAL flow from the injector in its working environment. Since the injector has to open and close every single engine cycle, the amount of time that the injector is open and fuel is not flowing (dead time) can have a significant affect on fuel flow if the dead time varies a bit from injector to injector. Dead time is explained much more in detail on the ID website. So, since not only fuel flow, but also injector dead time is measured on every single ID injector, the injectors are paired by both flow and dead times. IT IS IMPOSSIBLE TO PROPERLY MATCH INJECTORS AND HAVE 1% FLOW VARIANCE OR LESS IF YOU'RE NOT MEASURING AND MATCHING BY DEAD TIME. Anyone who claims to do so is doing just that, making claims...

Here are some data sheets from some testing. We do injectors in batches of 100-200 injectors. This first graph is injector flow rate vs. pulsewidth of every 10th injector out of 100. BTW, out of 100 injectors, we'll only get about 70-80 that are close enough to 'match' to ID standards. We have an average of 40-50 injectors that are 'strays' that get worked in with a batch when they fit in. Rest assured that every set of ID injectors is matched the way they're marketed.



Now if you pay attention to your datalogs, you'll see that most of the life of the injector is spent in the low pulsewidth area. Idle, cruise, etc. THOSE FLOW VARIANCES WILL NEVER SHOW UP IN STATIC TESTING. A huge part of why these injectors work so well is that they're so well matched. You have to agree that a 4-10% fuel flow variance from cylinder to cylinder at idle and cruise will have a big affect.

Here is a set of 4 properly matched by flow and dead time.



At the end of the day, Injector Dynamics has proven performance and backed everything up with data. The rest of the guys jumping on board with these injectors are not only trying to claim the same performance, they're using terminology that was introduced by us with these injectors. I can assure you that the competition selling 'the same' injectors has not done testing to measure 'dropplet size' (a term Paul came up with to describe what we was seeing), linearity, low pulsewidth extension, etc. The name 'top hat adaptors' is something Paul came up with to describe what he had in mind to a Porsche racing team before they were ever made. To see others selling injectors using these terms is frustrating as I'm sure you can imagine. I'm not sure the best thing to relate it to, but maybe look at it as you busted your *** on a very hard exam and then somebody comes up and copies it and gets the same grade you do.

If you want a 1000cc injector that's done no better than any other 1000cc injector on the market, there is one for you. If you want a proper set of 1000cc injectors and want the results of a smoother and safer running engine, then the ID injectors are for you. If you have technical questions about these injectors or fuel injection in general, call the people you're deciding between for injectors and see who knows what they're selling and who doesn't. If someone answers "hello" and doesn't have a shop address listed, you're know who you're dealing with....

We're trying to educate the public so you can see that there is a difference and that claims of 1% flow variance are impossible in the real world if you're not matching by flow and dead time and dynamically testing the injector.

 

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Just finished tuning a car with a Motec M4 and 8 of the ID1000's. Running 2 per cylinder, not staged. No bullshit, the car idles and drives like it's got 1 set of these. SSSSOOOOOO much better than 1600's it's not even funny!

 

We now have our EVO 10 application available. Intro price of $460/set WITH plug and play wiring adaptors!

 

i saw this for myself!

 

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