Formerly known as cc. We have spent many hours to convert our standard injector offset and flow data provided with every set into this format for your ease of use, so we hope that it makes our injectors a popular choice for you, and your customers if you are a tuner or performance shop! You need to make sure you choose the correct table for the size of injector that you are using. If you are choosing an injector larger than the maximum values allowed in the GM ECU software, you will need to scale not only the injector values, but various others to accommodate the larger injectors.
Fuel Injector Flow Rates & Pictures
Please do not be alarmed when you see these values, and if you are concerned with what you see, please feel free to call or email us, and we will explain how we arrived at the values entered. Please realize that the values in the tables are carefully chosen from data for a median set. What that means is that we will have tested a large group of injectors usually 50 or more and then picked a set in the middle of that group, then tested that complete set through the range of pressures and voltages listed in the OE GM tables and then populated the attached tables based on the average values of that median set of injectors.
Important for you to note is that the values in the attached tables are averages, and that the set you receive may need small adjustments to correct the values for your particular set. All values listed in the tables attached assume you are running the OE GM 58psi system when applicable. You are NOT required to adjust any of the provided data because of our policy to list flow sizes at Genesis 2. Mini R52R Fuel Injector Clinic Search.
Formerly known as cc Click above for data.Many sites have fuel injector flow data but most of the data was copied from various places using different methods, test pressures, fluids, etc. Click here to read why shops get varied results. This data was obtained from actual flow bench testing at our shop and should be used as a guide only.
WitchHunter Performance shall not be held responsible for any errors. All flow tests were performed at In some cases the readings are an average of many tested injectors. This data may not match the other published data. The injector information here is provided for your convenience, so feel free to link to this page. Copying or republishing any pictures or test data is not permitted without written authorization from WitchHunter Performance.
Click your Back button to return. Click here to read why shops get varied results This data was obtained from actual flow bench testing at our shop and should be used as a guide only. By accessing our data, you are agreeing to the above conditions. Bosch hose-end CDH K.Remember Me? What's New? Results 1 to 6 of 6. Thread Tools Show Printable Version. These injectors have been tested to flow about the same amount as deka 80s.
I found a tune in the repository with deka 80s and copied the injector settings. Could the short pulse width be messing with my idle? The car seems to run fine during cruising.
I noticed the idle dips right when I let off the brake to start moving. It sounds like its about to stall. Setup: 5. Attached Files The fuel injector itself electrically is the same from stock, the only differance is the new flow rate since they are decapped.
Use stock flex fuel data, only change the flow rate vs kpa. Also, if you are using a return style rail, you flow rate will be flat the same accross the table since the vacuum regulator keeps the pressure the same in relation to manifold vacuum. Yup, that fixed it. If you have a return style fuel system with a boost reference reg the the IFR table should be one number accross the whole table. If you have a dead head fuel system with no return and constant fuel pressure then it should slope.
Easier way to do that is select the entire factory IFR table values and multiply them repeatedly by 1. All times are GMT The time now is PM.While the injector characterization data used by General Motors is surrounded by mystery and misinformation, its purpose and practical use is actually quite simple.How to Decap LS Injector's and Why
It is important to understand that the fueling calculations used by GM are based on an air mass per cycle which is then converted to a fuel mass based on the requested air fuel ratio.
This is true whether the system is using directly measured airflow from the mass meter, or calculated air flow based on engine displacement, atmospheric conditions, and volumetric efficiency. Once this fuel mass is determined, calculating the pulse width required to deliver this exact amount of fuel is quite simple… if the dynamic characteristics of the fuel injector are known. And as we at Injector Dynamics have been preaching from day one, it is the dynamic injector characteristics that matter.
The various tables offset, flow rate, and low pulse adders provide a mathematical model of the fuel injectors dynamic response. The PCM uses this data to calculate the injector pulse width that will deliver the requested fuel mass.
At this point it is important to note that this data, if it is to be accurate, comes from dynamic characterization of the fuel injectors in a controlled environment, with equipment capable of measuring the injectors nuances and non-linearities. To hit a target air fuel ratio ofwe need a corresponding fuel mass of. Knowing that our fuel injector has a static flow rate of Looking at the red trace below, which is the raw flow vs pulse width data from our injector, we can see that substantial error exists.
The actual fuel delivered by a 6. This flow error is caused by the offset that exists between the actual flow from the injector and the the theoretical flow based on our static flow rate shown in white. This offset exists with all injectors and needs to be accounted for if want our fuel calculations to be accurate.
Because this offset is constant across the majority of the injector operating range, we can correct for it by adding it to our calculated pulse width value. We have now corrected the flow across most of the operating range, and can expect our calculated pulse width to deliver the requested fuel mass as long as our injector flow rate, and offset is known. What complicates the issue is that the flow rate varies with differential pressure, and the offset varies with voltage and differential pressure.
These values need to be defined across the entire range of operating conditions if our fueling calculations are to be correct at all times. This is done by testing the injectors across the appropriate range of voltages and pressures, and populating the 2 dimensional flow tables, and 3 dimensional offset tables in the PCM software. Below 2 milliseconds we have a situation similar to our initial conditions where there was an offset between the actual flow, and theoretical flow of the injector.
Unlike the offset within the linear operating range of the injector, this is not constant, and cannot be corrected for with a single value. The solution is the low pulse adder table which offers offset values that vary with pulse width, correcting the lower non-linear operating range of the injector. With the addition of these values we can achieve nearly perfect fueling down to practically zero flow, and the PCM can do its job of calculating and commanding the correct air fuel ratio under all operating conditions.
This is a good time to stop and reflect on the enormity of data required to do this. Generating an accurate dynamic injector model takes us approximately 40 man hours under carefully controlled conditions, with equipment designed specifically for this purpose. Do you really think that these values can be determined experimentally by driving the car and tweaking values to reduce your short and long term trims? Knowing that your mass air calibration and VE table values will inevitably be altered as a result of your performance modifications, an accurate fuel model is the last reference point available to you.
Without it, you are truly left without a clue. And while companies like Vortech Engineering have paid us hefty test fees to generate accurate injector data for their emissions legal performance kits, we provide it for free with all Injector Dynamics injectors.
When we do that, we get the following flow vs theoretical pulse width plot.Remember Me? What's New? Page 1 of 2 1 2 Last Jump to page: Results 1 to 20 of Thread: tuning help! Thread Tools Show Printable Version.
Post the tune. It's A very steep learning curve to figure out stuff with a turbo engine. And can end up being expensive. Originally Posted by Ben C. Post tune Mmkay, so everything is wrong. Nothing is going to work right when nothing has been changed. Click the OS tab. If under psi go with the 2 bar. Follow all the directions that is says too.
SAVE the stock file somewhere so you can always revert back to stock if something went wrong with your tune. Once the 3 bar OS is applied you have to change the tune for everything else you bought. Input the injector flow rate for whatever those injectors flow at, at whatever fuel pressure you are running.
If 58psi, input the flow rate at 58psi. This a one time thing, do not change it again. If you are running a boost referenced regulator you need to setup the IFR slightly different but if it's a solid 58psi, then the table is one value. The 3 BAR map sensor you bought must have matching data in the tune.
Unlike right now you are trying to run a 3 bar map with 1 bar map settings. If it's the 3 bar GM brick style input that data into the linear and offset settings. Change the cylinder volume from the 4. You must create your VE table once you upgrade operating system. If the table is a solid number or blank you must copy over the stock data into the kpa section.
Then click kpa row and input a value of just say all the way across. Then highlight from kpa down to kpa, click interpolate section to create a starting point. If 2 bar highlight from down to kpa. You will have to setup the boost enrichment tables and timing curves for boost as well.This is the cheap way of getting more fuel into your engine that is required when making more power than the factory fuel injectors can support.
You are removing the pintle cap to increase flow through the injector. The factory uses pintle caps to restrict the flow of injectors and to help flow match injectors. By removing the pintle caps you are unrestricting the flow through the injector.
Because of this modification their may be flow variance between injectors. This is due to the fact that before the stock pintle cap was the fuel flow equalizer through the fuel injector from the factory and now after decapping the fuel injector, the only thing that is now making the injectors flow the same is the factory machining tolerances within the injector.
If you have a spark plug that looks like its noticeably richer or leaner than other cylinders, I recommend modifying another factory stock fuel injector of the same flow rate and part number, having it flow tested, swapping the problem injector out and testing again.
Ok onto how to do this modification. Heres a video for the visual learning people out there:. Now for what cant be seen in the video. In this photo you can see the dark ring inside the black fuel injector O-ring retainer. This is the friction weld that holds the pintle cap onto the injector. This is what needs to be ground off. So heres a visual reference of the pintle cap half off the injector. The part you see in the middle of the completely decapped fuel injector is the pintle.
You just want to grind off the friction weld that holds the pintle cap on and nothing more. So that is how you modify your fuel injectors to flow more fuel, now heres the proof this works. The injector part number is I modified 8 of them and then sent one out for flow testing to witchhunter. Here are the returned test results:. So from these test results, we can see at Using witchhunter. Now for us LS engine guys, our factory fuel rail pressure is 58psi, so I used witchhunter.Which is commonly encountered at idle and even during cruise conditions.
So, before jumping into the more technical stuff you at least need to have a basic understanding of the operation of modern fuel injectors. The bigger the injector, the more pronounced and widespread the nonlinearity becomes.
They then use these renderings to make an estimation of how much fuel came out. At the OE-level, the flow and dead time matching process is much more lenient.
The average high quality aftermarket fuel injector manufacturer flow matches within 2 to 3-percent, but cannot test for offset in production quantities.
The red box represents the OE-level of variance allowed when matching is done by manufacturers like Bosch and Denso; green, the variance typical by the majority of the aftermarket; blue, the variance allowed by Fuel Injector Clinic. Research And Development. An example of the raw hexadecimal code found in most modern automotive ECUs, read using the hex code disassembler and debugging software, IDA.
This is the data that aftermarket engineers sift through to find addresses for important tables such as ignition timing, VVT, injector compensation, etc, which can then be used to build a single or multidimensional table in third party tuning software to make adjustments. The ECU in your vehicle automatically assumes that the fuel injectors operate on a linear line from a pulse width of 19 ms down to 0 ms, which is shown as the dotted red line on the graph below.
We highlighted the correct offset value in red. It should be noted that in order to download the Accesstuner software, Cobb requires you to at least have a basic understanding of ECU calibration.
Delphi Fuel Injectors Flow Rates
Finding The Outliers. No longer just matching sets in the linear zone to 1-percent in dynamic flow and 2-percent in offsets. While still idling rich due to their large size, the car drove much more predictably and smoothly around town and at idle. Fuel Injector Clinic was able to collect valuable information from this test that will be used to further refine their injector matching process and better the industry as a whole.
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