HappyGA

okay,

we all know about different size injectors, but what I fail to understand is the way injectors are supposedly classified.

You hear of injectors being called out by different HP's. Like 60HP injectors, and 90 HP injectors, and 120 Hp injectors.

Are these numbers what they are suppose to add if they were the only mod?

So if I dyno'd 250 hp, and then added a set of 90 HP injectors that should really put me at 340 HP.

I personally do not believe that this would be the case because of other factors that each vehicle will have.

Help me out on this. Don't get me wrong I believe these numbers a lot more than the RV275 injectors that are advertised on ebay as 300HP injectors.

Maybe a vendor can chime in and explain these numbers to me.

Mike D

Below is what Don M. wrote with regards to his injectors, hope this helps...

The Mach 1, 1.5, 1.6, 1.75 and 2 are all tested and verified on a stock turbo on the ETC ( automatic trans ) trucks for minimum HP gains. Differing years were used, but mostly the 99 truck was the major test bed in the early stages. Now, all years and models have been tested.

If you have an ETH ( 6 speed HO truck ) the HP ratings are all about 15 to 20 HP higher. So the normal 105 HP, Mach 2 in the ETC will make about 120 HP in the ETH.

This is using a box similar to the Edge EZ or Power puck.
So, if the EZ gives you around 60 HP, you end up with 60 HP plus whatever the injectors are rated at.

Example: Stock ETC trucks generally will dyno at the rear wheels around 180-210 HP. Add the EZ and this will increase around 50 HP. Sometimes less, sometimes as much as 65, but typically we dont see a 65 HP increase in peak numbers with the EZ. Now you are around 240-260. Add a 90 HP injector and the numbers will increase by a minimum amount the injector is rated for. Now you are at 340 or so.

All the Machs are rated and tested at the rear wheels. Typically the gained HP at the rear wheels is a conservative number. You always get the minimum but most of the time you get more.

Without the EZ or Puck box, the injectors can add enough fuel to cause the factory defuel and the HP ratings will fall off. The EZ is needed for boost fooling. Yes, the injectors can make the rated power without an EZ. Marcos ECM is the great addition and you can skip the EZ and is a good compliment over the EZ.

The Mach 1's are the only exception. You wont set boost codes or need any boost fooling with them.

The Mach 3, 4 and up sizes all need supporting systems to make the best power. Larger turbo, more powerful boxes, etc.

The power rating on the larger injectors was tested the same way as above, but instead of just needing a small box like the EZ, you now need a larger turbo, a larger more powerful box and a good fuel system.

Example: The same ETC truck now with a full size B-1 turbo, a TST box and a fuel system like the mechanical conversion or the electric stuff that is out there will typically give up to and over 600 HP using a Mach 6.

Stock ETC truck at 200 HP again. Add a large turbo at around 50 HP, a TST box at its rated 130 HP and you are now at around 380. Add a Mach 6 at 220 HP and you will be in the neighborhood of 600. Sometimes more. Actually we never see a 130 HP from the TST, usually around 120. And some turbos might get you 40. Some less. But you are now at a point where these systems need one another to make the most power.

You cant take a Mach 6 and drop them in a stock truck and get the full 220. The fuel delivery in the injector is there to do it, but the pumping loss, the back pressure with the stock turbo and intake airflow is just not there. On the other hand you cant take a large turbo and install it on a stock engine and have a power gain either. It will be doggy and slow for the lack of heat energy from stock fueling levels.

When we tested, we did it using the typical scientific method. Long log books with thousands of entries, all tests were repeated in multiples of 3's, and the test criteria remained the same with no changes. These were the minimums. The Mach 1.5 for example was tested using 3 trucks. Over 150 dyno runs were made on the 1.5's alone. Conditions were held the same for the 3 comparative runs for each sesson. All fuel was standardized. If the engine warmed after the first dyno run, we waited for it to cool. We tried several turbo and box combinations and were able to keep logs of which direction the tests were taking us. This included smoke output testing on the road, towing, and 1/4 mile time trials to compare dyno data back to the 1/4 mile times in terms of HP gains.

Much more testing was involved, but the methods used are still classified and will remain that way. LOL.

All this was used to test a single injector style, spraying angle, number of holes and flow rate. Once we made tweaks to any of the above conditions, the testing generally had to start all over again. Logging all data and results again and trying to compare back to what we had earlier. Looking for a direction to go.

Over the last few years, we have made in excess of 1500 dyno runs on the Mach injectors alone. This does not include the Flux CR injectors and nearly 900 customers we have now whom many have contributed to the input of the project with their own dyno data and drag race results. Using the weight of their trucks with the 1/4 mile times and the dyno data they get, we are all very much in agreement in the results.

I can typically tell you exactly what a combination of parts currently available of turbos, boxes and injectors will make in terms of HP on a DynoJet or at the track. DynoJet was chosen from the start for its repeatability. It may not give the load needed to spool large turbo systems, but we need a repeatable test bed and if the load given from a larger dyno helps the HP for others and gives better results than we got....so much the better for everyone involved.
In other words, if we can make the HP on a non load dyno and it be repeatable, thats what we needed/wanted.

Remember, an injector is nothing more than a valve that opens and closes. They are simple devices, but its that last percentage of change that can make a huge difference in overall performance. That last percentage of change is a massive undertaking if you plan on doing it correctly. Change one thing and the results can vary wildly. Thoudsands of hours of testing is need. Hundreds of gallons of fuel. Many many exploded turbos and combinations of broken boxes. Scheduling. Etc, etc.

Don~