With today's performance diesel injectors, the injection pressure is close to 35,000 psi, and you can use this pressure instead of just using large injection holes to achieve a large amount of fuel injection.
The diesel world of today is very different from the diesel world of 5-10 years ago, let alone further afield. Great changes have taken place in terms of diesel engine performance and the ability of engine manufacturers to manufacture diesel engines. Obviously, a key factor in maximizing the peak performance of a diesel engine is to increase the amount of diesel fuel burned. Nowadays, many diesel trucks seeking high-performance improvements run more powerful injectors and use multiple fuel pumps to keep fuel supply ready.
For old mechanical injection engines, you must modify the injector and/or injection pump. The new electronic injection system has many ways to increase the fuel entering the cylinder, but in the end, the power generation still comes down to the mechanical limitations of the injection components.
Lenny Reed, owner of Dynomite Diesel Products, said: "In order to generate X amount of power, you always need to burn a certain amount of fuel." Reach the required output. As far as today's situation is concerned, in terms of world performance, our injection pressure has reached 240 MPa (close to 35,000 psi), and you can use this pressure instead of just using large spray holes to obtain large quantities "
Regarding today's diesel engines, Reid also pointed out that they run cleaner than the diesel engines of a few years ago. This is also due to the new injector changes.
"If you notice that today's diesel trucks are driving compared to three or four years ago, there was a lot more smoke in the past," Reed said. "I remember not seeing the scoreboard at the end, to see who won and who lost. Today, the guys will be ready, get on stage, and then they take off and the whole process along the track is clean. This is largely Because we used smaller spray holes with higher pressure and still got the number needed to make the vehicle travel at any mph speed we need. This is one of the biggest differences now."
The pattern of diesel injectors includes HEUI, mechanical and common rail. Although the common rail system has become a new standard, mechanical injectors do not seem to disappear anytime soon. In fact, Reid said, the mechanical body is sold on Dynomite Diesel Products (DDP).
“We sell about 2,000 mechanical injection injector bodies every month, and we sell about 1,200 common rail bodies every month,” he said. "With the once super popular delete game now disappearing, people are now trying to figure out how to keep more of the former DPF content on the highway. I think this is what is driving all mechanical injection sales back up. In the past six months , Our mechanical injection sales almost doubled."
No matter what injector you are running, DDP can help you customize your injector based on horsepower goals and applications.
"Now that we have EDM, we can put any number of holes in it," Reed said. "We can make these holes in the size we need. We can customize anyone’s fuel injection system. It’s interesting to leave the mechanical injection for a while and then come back to it, because I have learned a lot about the entire injection process, pressure Knowledge of, duration and time. Now I have begun to research a lot of mechanically injected things, and these things work better than ever before."
The number of holes, hole size, spray angle, and other factors that help these injectors better deliver fuel and finally get performance rewards. DDP modified the nozzle and needle valve to achieve the best results.
"Inside the injector body, you can make a lot of gasket and calibration adjustments to change where things happen," Reid said. "You can pour fuel in from outside the door, or you can bring the fuel into a slower, more linear curve. Depending on the app, this is how you set up your body.
"On the mechanical side, one of the most overlooked things in the past is the needle valve. Some people cut off the end of the needle valve to get more quantity from it. But when the needle valve is just bitten off from the end, if you Remove too much and they will start to leak. For all the materials we make for the blanks, you can make many different designs, steps and shapes to the needle valves so that they atomize the fuel correctly. You can change the fuel according to the diameter of the needle valve Quantity. This is something we have been paying attention to for many years."
When it comes to the size of the hole, Reid said that bigger is not always better. In fact, the smaller the hole, the better the fuel atomization effect.
"If you compare a V8 engine with an inline six-cylinder engine, you get eight injectors instead of six," he said. "V8 has a smaller number of injectors per injector because they have more injector cycles. In truck towing applications, their air is restricted and they must use excess fuel to help cool the EGT. They will use more This power level requires a much larger fuel system. Along the same route and at the same horsepower level, a sled tractor will require a much larger injector than the tractor, which contains unlimited air or sub Nitrate.
"If your engine speed is 3,000 rpm, you would want the hottest tune to be about 2,500 microseconds. No longer. If the goal is to reach 600 horsepower at 2,500 microseconds, then you can use 30% nozzles. That's us One of the most common syringes sold.
"If you want to spin at 4,000 rpm, your piston speed will be greatly increased, and the duration or dwell time at the top will be greatly reduced. Now at 4,000 rpm, you really need to be between 2,000-2,100 microseconds Within the range, this will require a larger syringe. You may be over 60% to produce the same 600 horsepower.
"Now, if you have a UCC truck or a sled tractor with enough turbocharging to support 5,500 rpm, you need an injector that can reduce this power by about 1,200-1,400 microseconds, which can be produced by us Of the largest fuel injectors are about 850% or more."
The percentages associated with injectors need to be noted that, according to Reed, these dimensions are not universally the same from manufacturer to manufacturer.
"As the percentage ends, we have customers calling to ask us to provide a result of 5×12 or 400%. To be honest, if there is a way to get everyone on the planet to unite for testing procedures, then we can all use one language Talk, that would be great," he said. "The 200% from Dynomite may not be 200% from S&S, Exergy or Industrial Injection or any other company. When you call and want 200% to end, it’s really not in the same language. If I knew you were speaking Try to make X amount of power, then I can recommend a specific size injector to us."
In order to solve the problem of making customers guess what size syringes they need or provide them with all the options to choose from, DDP has designed a custom syringe order form on its website. The first question is how much horsepower they want to achieve.
Another thing DDP does to help customers achieve their goals is to use ejector pilot holes, which the company obtained a patent last year.
"The reason we made the pilot hole is that the smaller the spray hole, the higher the spray pressure, the better the atomization effect," Reed said. "If we can make a variety of apertures on the nozzle, and each aperture has a certain speed, it will find its best position there.
"For standard mechanical injection materials, no matter how big their diameter, you will have five or six holes. From this part of the tachometer to the part of the tachometer works very well, it may be affected in other parts of the tachometer .
"According to the pilot hole theory, they seem to start better, fuel economy is better, throttle response is better, they drive more like a common rail, and your total number still has large holes, so when you stand on the throttle, the fuel Take the path of least resistance, and the hole takes over and starts to generate momentum."
According to Reed, pilot holes have been very successful in many common rail applications and mechanical aspects, but more tests are still in progress.
"Now that we have manufactured high-quality blanks, we can start testing many complete configurations," he said. "We can test five holes, six holes, etc., because the more tests we perform, the better our products will become. The number of holes and the size of the holes are a big issue. Regarding the radius of the K factor when the fluid enters the nozzle hole, There are many, and there is a perfect K factor, but trying to measure it is very difficult. You can basically take it to where your formula works exactly the way it needs to be, and repeat the formula every time."
When it comes to such important things as the injector and fuel system of a diesel engine, Reid pointed out that diesel owners can do some simple things to help themselves avoid problems. That is, use fuel additives, check the water/fuel separator and make sure your injection pump can meet your expectations.
"It is always a good idea to use fuel additives such as cetane as a routine practice," he said. "It is good for lubrication. Any high-quality injector cleaner can help prevent premature problems. No one discharges water and fuel separators. We install injectors every day for testing. If people simply Turn on their water separator once a month, and they will do themselves a big favor.
"Finally, according to horsepower goals, jet pumps play an important role. If you don't have enough pumps, then you can have the largest syringe on the planet, but you still can't use your power." EB
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