Matthew, what is the maximum acceptable deviation percentage that is sent out the door to a customer?

 

We are always learning and working to improve our processes to give the customer the most value. Our last stock build had a max discharge deviation of 0.89% and an idle deviation of 4.74%. I can't promise a customer would notice the difference between the two sets. We make them better because we can and it is who we are. We want you to have the same injectors we would put into our own 7.3's.

 

Understood and I appreciate the honest and straightforward answer.

 

The free testing we do for new Alliant injectors is added value for the customer. We run them the same way as the injectors we build to identify any issue with the injector before the customer installs it. Of course, the customer can decline the free testing if they don't have the time to wait for test results.

 

I bet the customer would notice. At WOT there is lotsa noise and not much deviation. But at idle when noise is minimal and deviation maximal, heck yeah you'd hear that.

Too late now I imagine, but a neat follow up test would be slap the injectors into a truck and measure perdels. Stick the ****ty one in a safe hole, like anything other than 3 5 and 8. Curious to see how a problem stick like that would measure up under that test.

So yeah, please go do several hours work just to satisfy my idle curiosity.

 

@Bitterroot Diesel given same ICP, same injector CC, will an A code flow more fuel per time than a hybrid? Or is it the other way around?

 

This is pretty normal for the new injectors we have tested. This may even be normal for other injector builders. I couldn't say because I don't know any other builders that provide flow data with their injectors, or measure to the level we do.

@DZL JIM provided data that shows the A code will flow more (higher injection pressure). My curiosity will lead us to repeat the test with very controlled environment to see if we get the same or a different outcome.

 

That will be a fascinating result to see. If the A code, even with an ICP drop, still sees a final injection pressure higher than the hybrid, it'd call in to question the worth of 30% hybrids over 30% A codes. That being said, I think I read somewhere that the hybrid piston travels less distance than the A code, and calculated injection pressure doesn't account for the geometry differences.

The real metrics that would be helpful for future injector buyers like myself, would be seeing flow rate comparisons vetween A codes and hybrids at various ICPs. This would help to establish the conditions in which the hybrid outperforms the A code and vice versa, from which the buyer could see which type fits their usage conditions the best.

 

 

what kind of symptoms would this produce? I ask because I installed brand new alliant 160s last year and I am still battling a icp and ipr duty cycle fluctuation at idle. I've done everything i know to do with no luck.

 

Poppet valves needs seating time in new injectors.
DZL JIM can say more about that.

Bitterroot,If you are using shims to correct new injector deviation..

If nozzle spring shims have been changed,after poppets have seated,flow will be different?
Or If poppet shims are changed,can poppet ever seat properly?

 

Same size nozzle (very important) too? Then yes, A codes flow more up till they empty.
So I have to ask, what is your concern?
Typically A code injectors will have less cc max ability than a Hybrid anyway, just based on typical cc and nozzle builds. You're not choosing between a 200/30% A code vs 200/30% Hybrid. Stroked A codes were proven years ago to not perform very well, hence why you won't find any 200/30% A codes on anyone's website. (Well anyone that knows better.)

So, a 180/30% A code flows about 155 cc at 2.5 ms, a 200/30% Hybrid will flow about 135 cc in 2.5 ms. As you can see the overall cc capacity is not relevant in this comparison, but the A code flows more per that given time.
The 180/30% empties at around 3.0 ms, the 200/30% empties around 3.5 ms. At around 3.0 ms I'd guess the 200/30% is pretty close to 180 cc I've never checked that specifically. Hybrids in general take more pulse width to empty or reach a desired cc flow, but when combined with proper tuning it's not an issue. They have less stroke so less oil needs to get in and get out. And the mathematical drop in the injection ratio is not realized, the Hybrids just perform very well overall.

Me recommendation for customers: If you already have a bigger HPOP like and Adrenaline then go with a 180/30%. If you don't want to change your HPOP then go with a 200/30% Hybrid. It's as simple as that. They will both be a kick to drive and can tow very well with proper supporting mods and good tuning.

 

Ask @ESwift about the differences with injectors he had vs the ones we build him.

The injectors shown need better calibration to be balanced. Will the customer feel the difference? Probably not. Will the engine live longer with more balanced injectors? I think so.

 

I can’t wait to get the injectors I have on order from bitterroot. If they work as good as I expect I’ll be doing my other 7.3

 

My new alliant ad30 from bdp idle very smooth. I was coming from new alliant ac's that werent flowed, they were quite good as well, but the ad30 are super smooth.
My other name brand 180/30 remans are terrible in comparison.