Finding Injectors for my IDI?
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Joined: Mar 2014
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Finding Injectors for my IDI?
I want to replace the Injectors in my 7.3L IDI with some bigger/higher performance injectors. I just cannot find any sites that sell any. I went to Powerstroke performance and Southeast Power and they know nothing about the IDI's or much about injectors so i have no more idea's. Is there any sites ya'll know that have injectors like the ones i need? (Btw only sites with new Injectors no Remans)
i ain't rite
Joined: Mar 2005
Posts: 65,507
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From: Marlboro Mental Hospital.
unless you plan on building a hybrid injector pump, putting larger injectors will not do anything for you.
stock injectors will handle anything a stock injector pump can deliver.
stock injectors will handle anything a stock injector pump can deliver.
Elder User
Joined: Dec 2011
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From: Kodiak, Alaska
I agree these are not like powerstroke injectors. your IP gives you the muscle to run the high performance injectors. If you're going to replace your injectors I would recommend replacing your pump at the same time. The way I understand it, new injectors will wear out an old pump and a new pump will wear out old injectors. So why not replace both at the same time with go fast parts? It is still less expensive than a set of powerstroke injectors.
Elder User
Joined: Dec 2011
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From: Kodiak, Alaska
Fleet Owner
Joined: Jul 2006
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From: Mi'kma'ki
i like good old school oem turbo g codes in chip truck.log truck no doubt will get the same when the time comes.
1993 1994 Ford 7.3L Injector
1993 1994 Ford 7.3L Injector
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Postmaster
Joined: Dec 2011
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I recall a comment somewhere around here where it was admitted that all the different codes mean nothing -- the injectors are all the same.
Whether they are or not, I'm pretty sure you could take the oldest 6.9 code injectors(rebuilt, of course), and run them on your super 180CC pump, and they'd do just fine. It's the pump volume which is limiting here, not the injector.
Also, the biggest problem here is that your IDI -- even with old injectors and a stock pump -- is not limited by either. You can have that setup produce more than enough fuel to burn.
The problem is air. If you want to be able to burn any extra fuel, you need more air. /lots/ more air.
This means a turbo.
Whether they are or not, I'm pretty sure you could take the oldest 6.9 code injectors(rebuilt, of course), and run them on your super 180CC pump, and they'd do just fine. It's the pump volume which is limiting here, not the injector.
Also, the biggest problem here is that your IDI -- even with old injectors and a stock pump -- is not limited by either. You can have that setup produce more than enough fuel to burn.
The problem is air. If you want to be able to burn any extra fuel, you need more air. /lots/ more air.
This means a turbo.
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Postmaster
Joined: Dec 2004
Posts: 2,941
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From: Maple Valley, WA
The injectors are similar in size to a "would be" 5x.019 DI injector as far as nozzle cross-section is concerned. Nozzle cross section is what determines the flow of the injector, and therefore how much fuel can be delivered in a certain amount of time.
On a Cummins Application, 5x.018" injectors will support over 800hp.
Needless to say, we have plenty of fuel flow through our injectors.
Where performance comes in in our injectors is tuning pop-pressure to the amount of total fuel delivery, this determines the rate of burn and how fast the fuel exits the pre-chamber. The idea is to achieve the best burn rate possible for the power range you normally drive in, this equates to more power, better mileage, and a cleaner running truck.
On a Cummins Application, 5x.018" injectors will support over 800hp.
Needless to say, we have plenty of fuel flow through our injectors.
Where performance comes in in our injectors is tuning pop-pressure to the amount of total fuel delivery, this determines the rate of burn and how fast the fuel exits the pre-chamber. The idea is to achieve the best burn rate possible for the power range you normally drive in, this equates to more power, better mileage, and a cleaner running truck.
Postmaster
Joined: Dec 2004
Posts: 2,941
Likes: 30
From: Maple Valley, WA
I recall a comment somewhere around here where it was admitted that all the different codes mean nothing -- the injectors are all the same.
Whether they are or not, I'm pretty sure you could take the oldest 6.9 code injectors(rebuilt, of course), and run them on your super 180CC pump, and they'd do just fine. It's the pump volume which is limiting here, not the injector.
Also, the biggest problem here is that your IDI -- even with old injectors and a stock pump -- is not limited by either. You can have that setup produce more than enough fuel to burn.
The problem is air. If you want to be able to burn any extra fuel, you need more air. /lots/ more air.
This means a turbo.
Whether they are or not, I'm pretty sure you could take the oldest 6.9 code injectors(rebuilt, of course), and run them on your super 180CC pump, and they'd do just fine. It's the pump volume which is limiting here, not the injector.
Also, the biggest problem here is that your IDI -- even with old injectors and a stock pump -- is not limited by either. You can have that setup produce more than enough fuel to burn.
The problem is air. If you want to be able to burn any extra fuel, you need more air. /lots/ more air.
This means a turbo.
I was Running a set of B-codes (That I re-did of course) with a 2400 pop on my truck with the first DB4 I had.
Postmaster
Joined: Dec 2011
Posts: 3,860
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Remember that everything in our system works on pressures. If your IP wears and doesn't build up to your 2K PSI pop pressure until a tiny bit later, you've just retarded your timing.
I can't say exactly how much, but I do know I've gotten extra power out of worn engines with a little more advance, and that things change quite a bit when you switch out IP or injectors.
Also, do note that timing is the single most important thing in our engines:
One of our IDIs will /run/ in quite a wide range from where it should be, but you lose power and fuel economy on both sides of the optimum point.
Postmaster
Joined: Dec 2004
Posts: 2,941
Likes: 30
From: Maple Valley, WA
The only thing to be aware of is that any changes(or, honestly, wear) will change your injection timing, and you'll want to re-adjust your timing to compensate for it.
Remember that everything in our system works on pressures. If your IP wears and doesn't build up to your 2K PSI pop pressure until a tiny bit later, you've just retarded your timing.
I can't say exactly how much, but I do know I've gotten extra power out of worn engines with a little more advance, and that things change quite a bit when you switch out IP or injectors.
Also, do note that timing is the single most important thing in our engines:
One of our IDIs will /run/ in quite a wide range from where it should be, but you lose power and fuel economy on both sides of the optimum point.
Remember that everything in our system works on pressures. If your IP wears and doesn't build up to your 2K PSI pop pressure until a tiny bit later, you've just retarded your timing.
I can't say exactly how much, but I do know I've gotten extra power out of worn engines with a little more advance, and that things change quite a bit when you switch out IP or injectors.
Also, do note that timing is the single most important thing in our engines:
One of our IDIs will /run/ in quite a wide range from where it should be, but you lose power and fuel economy on both sides of the optimum point.
It retards the opening slightly, but also makes the injector close earlier... Techincally, as far as a pulse meter is concerned, there is no difference, peak pulse happens in the same spot.
This is what I was getting at with injector duration and tuning it to total fuel flow in your "sweet" spot.
If you inject fuel at a higher pressure, it will move volume faster, that's why its equally as short on the back end as the front end.
The idea is optimal timing, in more than a "Retarded/Advanced" mindset...
i ain't rite
Joined: Mar 2005
Posts: 65,507
Likes: 5,565
From: Marlboro Mental Hospital.
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