- In the past decade we've seen a huge improvement
in both the quality of the injectors available to us
in the aftermarket,
as well as the knowledge surrounding how these
injectors work and how we need to deal with those
in our aftermarket ECUs.
We're here with Tony Palo from Injector Dynamics
to talk about Injector Dynamics' new X series of injectors.
So Tony for a start, ID, Injector Dynamics,
you guys have been in the market for a long time now.
I feel like you've really forced the level of knowledge
in the industry as a whole to come up.
So you started out with products like the ID1000.
And that's a really well known injector.
It's really popular, it did a great job.
So what's driven you to move to the new X series
of injectors?
- Well you know this started out small,
the ID1000 was the first product.
And it did great, it built a great reputation.
And over the years that's opened up some doors
for us to work very closely with Bosch Motorsport.
And the ID1000 was a modified smaller injector.
And we wanted bigger stuff.
And so when we got to start talking to Bosch,
it was, you know maybe we can build something
a little bit bigger.
The ID1300 was our first fore into a custom piece.
So that was designed for us to our spec.
We went back and forth in the development process
and did a bunch of testing and decided what we wanted.
So that started the X series of injectors which is not
modified smaller injectors.
They're motorsport specific pieces.
- I just wanna stop there because there's an important
distinction here that I think there's
a lot of misunderstanding in the greater industry.
Obviously the injector market has exploded,
there's a lot of manufacturers or suppliers
I should really say out there supplying injectors
to our enthusiasts.
And the X series are a bespoke injector that is only
available from Injector Dynamics,
this isn't a remanufactured production product, correct?
- That's correct, everything in the X lineup
is manufactured for us by Bosch Motorsport to our spec.
Can't buy it anywhere else.
And they are unique from anything else that they offer.
- And my understanding as well is that even while you're
working that closely with Bosch Motorsport to design
and develop these injectors,
some of the internal componentry is actually still being
constructed by Injector Dynamics is that right?
- Yes we actually manufacture some of the internal
components that Bosch then uses to assemble
the injector with.
We did that because we kind of had an open book into
what Bosch has available in the UB14 series.
And it's not good enough to make the ID1700.
So we needed to improve some things in there
and we figured out a way to do it
and we manufacture those.
- OK so in terms of coming up with a design
or developing an injector that flows in this case
1700 plus cc's depending on your differential pressure.
And still allowing good control down at small
pulse widths, supplying small quantities of fuel
so that the engines will still idle.
Those two very different aims there,
still being able to supply a huge amount of fuel
and maintain idle.
How do you go about that and where are the
sort of priorities placed on that injector's design?
- Well depends on the size.
So obviously the 1050X and the 1300X2,
those are, they're gonna be based around
a lower horsepower car.
So if somebody wants a bigger injector,
we have that available.
When we start getting into the ID1700 and the ID2000,
it's a race car, it makes a lot of power,
we get the flow that we need and we do the best
that we can down low.
And we're able to fully characterise that.
And that's what most of the development process is.
We need to make sure this thing opens
when you crank your car and it's got five bar fuel pressure
at nine volts, and that's not the case with a lot
of big injectors.
So you run into situations where the injector
won't even open.
- So just to talk about that there,
I think that's something that is overlooked a lot.
Obviously when our engines are running,
typically we can expect around 14 volts,
the charging system.
But as you've just mentioned quite often
particularly if you've got a weak battery,
you might get down to nine or 10 volts
during cranking and if you're running those very high
fuel pressures which a lot of people are these days,
that higher differential pressure across the injector
makes it harder for the injector to physically open.
Hence when the battery voltage drops,
this is the situation where the engine may
struggle to start?
- Correct.
- Now moving on with that as well,
you've talked about the characterisation
and the linearisation.
Can you just talk a little more about what exactly
that means and how that's going to affect
the average tuner?
- So the short story is injectors have a linear
operating range.
When you're in that range and the computer
wants a 10% change in fuel,
assuming the injector offset is set correct,
you actually get 10%.
But that's not the case in the lower range.
The bigger the injector gets, the more into that lower
non linear range you are at idle and at light load.
And so if you don't have any kind of linearisation
done there, some ECUs do it, some ECUs don't,
so we provide all that characterisation information
for an OE ECU, Motec M1,
any of these ECUs that have it.
And that makes everything predictable,
it makes everything work exactly like it's
supposed to down there.
- So if you don't have that linearisation
or characterisation data then you can expect
first of all a funny shape to your fuel curve,
potentially down at those low flow areas,
where you're effectively fudging or baking
in an error into that fuel table.
And then of course all of those corrections
like you've just talked about won't work correctly.
Now in terms of the fuels as well,
we're seeing a move now from a lot of people
moving away from pump gas,
ethanol blends are becoming more and more popular.
As well as some of the nastier race fuels,
and this can be a potential compatibility problem
with some injectors.
How do the X series handle those fuels?
- The X series were designed with that in mind.
Ethanol is huge now.
Ethanol is not the best lubricant.
And all of our internals are corrosion resistant
against ethanol.
We're talking about pieces that have lift
measured in microns.
So they're very very tight tolerance pieces.
They don't do well with contamination
and lack of lubricity.
So that was the key with all of our X series.
- So again as you were saying earlier,
a true motorsport injector designed from the ground up.
Now just to talk about one of the products
that you've got a very close competitor to,
the ID1000 versus the 1050X.
So if someone was to upgrade from an existing
ID1000 to the 1050X,
can we expect any differences that would be noticeable?
The dynamic flow's gonna be higher
as well as the static flow.
It's about 5% more flow.
A lot more pressure capability.
The 1050X is good to 10 bar.
So there's a lot more capability.
The linearity is slightly better.
But in the end you just get slightly more flow
with no loss of performance on either end.
- Of course we're also seeing a drive for engines
to make more and more power.
Particularly when we're running on fuels
such as E85 or methanol where we physically
have to inject a much higher volume of fuel
to make or support the same amount of power.
We need to see bigger and bigger injectors.
So the ID1700 obviously you can increase the fuel
pressure that will effectively flow more fuel.
Have you got anything bigger in the pipeline
or is that about as big as you can really go?
- So the 1700X was as big as we could get.
1700 wasn't necessarily the goal,
make the biggest we can that performs well,
and that's where we ended up.
We do have some bigger stuff in the works though.
We expect an ID2000X to come and potentially
something even bigger than that.
- OK well exciting times.
Definitely your products as well as the data
that you provide to the tuners makes our lives
a lot easier and hence we get a car that runs better.
Now if our viewers want to find our more about
the X series injectors or any of the Injector Dynamics
products, where can they go?
- injectordynamics.com everything you wanna know
will be there.
- Awesome thanks for the chat Tony.
- Yeah thanks
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