Injectors are thought of as simple devices. You grab a set of XYZ injectors off someone's website, adjust your global fuel scale and deadtime tables based on what they told you the injectors flowed and drive off.
But if you've actually tried this, you probably already know it doesn't always work out that way.
This page is intended to explain why it's just not that easy and to explain why the services we provide can help, at least a little bit and at least with Mitsubishi ECUs.
It's also intended as a reality check to some extent as to what's physically possible and what's not.
We've spent the better part of a year developing a new type of test stand and control software. This is all 100% custom work using our own low-level device code and laptop control software. With this stand we've been able to test a huge number of different scenarios and combinations that were previously not possible simply because of the time required to do them.
We've worked closely with Fuel Injector Clinic getting a variety of different injectors to test with and bouncing ideas back and forth. So we have a huge collection of data involving a large number of injectors, fuel types, battery voltages, driver types, etc.
Our primary focus is on the Mitsubishi ECUs. We're uniquely positioned to provide data to the Mitsubishi guys (DSMs, EVOs, 3G Eclipses, etc.) because we're the only company we're aware of that has built an entire test stand around these ECUs. And, yes, the specific details about the injector driver circuit you use for testing does matter. See below for more details or click here.
We can test with peak/hold drivers if you want (it's a simple plug-and-play effort on our stand), but our default is to use factory Mitsubishi ECU drivers in all our tests. So the numbers we come up with are as directly related to these ECUs as you can get.
Our goal is to provide customers with a new level of service that simply wasn't possible before. We built our test stand and developed our software around this one key goal. We want to get you data that is as relevant to your specific configuration as we can.
Let's start with a quick explanation of “the numbers”. Most factory ECUs model injector flow as a simple linear (straight line) approximation. If we plot out the measured flow rate of a stock set of DSM injectors and then show the linear approximation on top of it, you'll see why. The two line up extremely well.
The slope of this line indicates basic injector flow rate. Larger injectors will have a steeper slope. Meaning you get a larger increase in flowrate (y-axis or “rise”) for each increase in injector pulsewidth (x-axis or “run”).
Where this approximation line crosses the x-axis is what we call “deadtime”. That's the point of estimated “zero” flow (y-axis value of 0 cc/min).
It gets tricky, though, because this “deadtime” number is entirely abstract. It doesn't really represent the zero flow point of the injector. It's just the offset used to make the approximation line a “best fit” to the measured data. The image below illustrates this idea.
Flow testing injectors is not easy. Well, it's easy to grab basic flow data and post it up. But it's not easy to drill down into the details that really affect idle and part throttle driveability and figuring out why one set of injectors on one car seems to behave so different than another set of the same type of injectors on another car.
Nobody in the aftermarket community does this right for everyone and we're not claiming to be the exception. The whole problem is just too large and the operating environment (your car) is just too uncontrolled.
The best we can do here is to explain many of the things that make the process difficult and to explain what we do above and beyond anyone else to get you a lot closer out of the gate.
First, let's review some of the things that make getting exact numbers for your exact situation really hard.
|Low pulsewidth variation from one injector to the next is common (click to read)|
|Different injector driver circuits produce different results (click to read)|
|Fuel pressure affects deadtime as much as flow rate (click to read)|
|Voltage offset tables need to be customized (click to read)|
|Even fluid properties play a role (click to read)|
OK, so injector flow is not simple after all. And even with careful measurements on a stand, unless you *know* the exact fluid properties of your fuel and you know that the stand was using the same driver as your ECU and you get all the data related to voltage offsets and fuel pressure effects, your personal results are still going to vary a bit.
So what can you do about it? Well, you need to try to control those variables as best you can. And that starts with getting as much data as you can about the injectors you're buying.