I would ask some questions first about fuel output (cc's), nozzles size, and if they are new nozzles or used enlarged nozzle (used enlarged are bad bad bad!!)

Correct on the holes. 7 is standard powerstroke issue. 5 hole are for the IH 530 and maybe the 466

 

I'm no expert Erik but I might guess that this company is saying 90hp w/o any other mods.Most others claim 100-150hp gains with IIs when you have supporting mods(progamming,exhaust,proper turbo,etc).This company might be advertising 90hp with just injectors considering that stage 2s flow almost double the fuel in less time do to larger holes that shoot fuel faster.Remember that stock injectors will only gain about 80hp with any tuning for the most part.

 

Okay, so this is all good. But how can thay claim that their injectors flow 80% more than stock?

 

they don't. They claim their nozzles flow 80% more than stock nozzles

 

If there 160cc inj that is @ 80% more than stock 90cc.80% of 90 is 72,70 +90=160.

 

Nice work!! I like a concise explanation!! Thanks! So is it standard accross the board if they are stage 1 or 2 injectors?

 

Standard, no ,these #'S are based on Rosewood Diesel aka DIY injectors, but many do follow the same specs. Like Tim said ask what flow the injectors are specificly if they can't give you a staight answer be leery. You haven't mentioned a price just a really good deal even used stage IIs run 500+complete. Research alittle more and ask more??s here if needed. Good Luck.

 

Stolen Inj Info. Oops

Larger nozzles- By installing larger nozzles you are makeing the nozzles less restrictive so that more fuel will flow out of them with everything else being the same. Stock injectors with stock programming and larger nozzles will get more fuel out and make more power. Stock injectors only modified to have more fuel capacity with stock nozzles and stock programing will run exactly like stock injectors. In this case the only way to get more fuel out is with a chip to extend the open time of the injector and/or increase the Injection Control Pressure (ICP) to push more fuel out the nozzle. On the same note if you say make a hybrid (installing a larger 7mm plunger and barrel out of a DT466/I530E injector) and leaving the intensifier piston the same will effectively reduce your injection pressure. This less injection pressure will make less pressure at the nozzle and will actually flow less fuel with a stock nozzle than a bone stock injector. So to get the fuel out without a chip you would need larger nozzles.

There is also a point where the stock nozzle just wont flow enough fuel to get the desired amount out in a realisitic time frame. That's why high capacity injectors require larger nozzles to use that capacity.

Codes- All powerstroke and T444Es come with A code injectors. A code injectors have a 6.0mm plunger and a 16mm intensifier piston. What this does is multiply the ICP so that injection pressure is adiquate but not having to have huge amounts of ICP like say in the 20,000 psi range. This difference give you approximately a 7:1 difference and therefore increases your injection pressure 7 psi for every 1 psi of ICP.

All DT466s and I530E injectors are B codes. Of those some DT466s and all I530Es have a 7.1mm plunger, hense more fuel per mm of stroke, with a 17.5mm intensifier piston. This gives you approximately a 6:1 ratio. So no it will not have quite as high of ICP as as the A codes but it's not as bad as it could be. However due to the larger intensifier piston they reqire much more high pressure oil to make the piston stroke the same distance. This is why you need a high pressure oil system with a higher capacity.

Hybrid injectors are taking the 7.1mm plunger and barrel out of a BD code I530E injector and installing it into an A code injector with a 16mm intensifier piston. As you could imagine the down fall is that the injection ratio is dropped to approximatly 5:1 further decreasing injection pressure. However with the smaller intensifier piston it requires no more oil than an equivilant A code yet it flows the same amount of fuel as a B code. The result is much more fuel capacity without the need for more high pressure oil volume.

A codes and B codes can be further broken down as well.

A and AA injectors came in the '94-'97 non-california trucks. They are all 90cc injectors and are single shots.

AB injectors came in the '97 cali, and all early '99 trucks. They are split shot injectors meaning they fire a small pilot shot before the main shot. These injectors flow 130-135cc of fuel.

AC injectors are found in the high torque version of the T444E and do not come in any Powerstrokes. They have the same internals as the AB injectors with the exception of the single shot plunger and barrel. However due to them being single shot injectors they flow 160cc. This is due to the way the split shots work. They have a small passage that opens, much like a port in a two stroke engine, that are uncovered that bypass the injection pressure out the side of the barrel instead of out the end through the nozzle. Because of this pause a portion of the travel of the plunger does nothing for injecting fuel so a split shot injects less fuel for the same amount of travel as a single shot.

AD injectors are also split shot but flow 135-140cc of fuel due to a slightly longer plunger stroke. These are found in all late '99-'03 Powerstrokes and T444Es.

AE and AF injectors are essentially the same as AD injectors but were called a long lead injector that was used as an attempt to cure a "cackle" issue many people complained about.

BA, BB, and BC injectors are essentiall all the same and are the same as AC injectors but are found in some DT466s.

BD injectors are the only B codes with the larger 7.1mm plunger and barrel that are single shot injectors. These are the injectors people are usually talking about when they are talking about putting I530E injectors in their Powerstrokes.

BE injectors are essentially the same as the AD injectors but found in some '97-'99 DT466s.

EF, BG, BI, BJ, BN and BP injectors all have basicly the same capacity and are split shots. However the nozzles vary on them depending on application. They can be found in many DT466s and I530Es.

Bill

 

Bill,
that is the info I was looking for from tdg awhile back, Thanks for listing the injector info cool stuff..

 

I am a little confused on all of this also. My local diesel guy says he can build injectors for whatever HP. We talked about him building me an 80 HP set, he says thats about as far as I can got with my HPOP. Now, is that a 80hp gain with just injectors or the ability to allow 80hp to be produced with programming and other supporting mods such as intake and unrestricted exhaust. In other words with just programming we can gain approx 85 hp on stock injectors, so with 80hp injectors plus programming equals an 165 hp gain? Someone please clarify. I guess tell us/me what is the most HP we can make with a stock HPOP, programming, injectors( ones compatible with the stock HPOP) , intake and exhaust.

 

Horsepower is all relative when you think about it. No two trucks are the same. This is why Tony Wildman doesn't "label" his chips with HP because it's all BS. Your diesel guy shouldn't be building you injectors for HP, rather flow rate in cc's. If your doing injectors, bare minimum supporting mods are free-flowing exhaust, DP, Intake and GAUGES. Without that, you won't be able to flow enough air in to make good combustion, of hot exhaust gasses out without the EGT's getting to high. As a recap, a good injector builder really shouldn't give you HP predictions, unless they are a ROUGH ballpark and w/ supporting mods.

-Robb