I second this!

 

Why? I did it over 4 years ago and dont see a need to do it again.

 

Ahhh okay. Sorry!
I haven't owned My Evo for 4 years! I definitely have these FIC's on my list now

 

No worries.

The thing about that test is it wont show anything like this anyway. Fuel Injector Clinic and ID both latency match their injector sets, use similar Bosch based products with their own unique process. Flow is flow and until the SP line there wasnt much that made them stand out from each other besides the ID1000 having a hot start issue and the FIC900 being okay.

I prefer Fuel Injector Clinic over ID and have been very vocal about it. Anything I would do in that test could be called based on bias so its unlikely to ever happen again.

aaron

 

well damn 1650 will only get me like 700whp mustang dyno i would love to use the SP lineup tho but i think im going ot need 2150cc

 

Ah okay I didn't know that either. When you guys get them in, can you make a HP recommendation for injectors? I want ones that will be up to 650whp dynojet max E85 & 500-550 92octane.

 

Good to see new Technology. Thank you for sharing the test results

 

Was injector timing optimised for each run?

E&H Motors optimises the injector timing for every car they tune, here is one of the dyno sheets were injector timing is the ONLY thing that's changed:

 

The only high impedance injector that can support 650whp on e85 is a set of 2150s, otherwise its big low impedance.

There is no injector phasing control in the stock computer so its whatever is there factory, if I understand your question.

 

I have been waiting for such useful information to be posted as I have seen numerous instances of stock injectored Evos make good power on 91 only to see the numbers go down slightly when bigger injectors are put in. It was a tradeoff that owners were willing to live with in order to make full potential of the injectors on E85.

 

Thanks for taking the time to do this testing and post about it here, the results look great! We're excited to finally be able to release the 1050cc SP Line injectors and hope to soon be able to offer larger sizes in this line which we know are in high demand right now. This line of injectors include ASNU’s proprietary diffuser plate and Fuel Injector Clinic’s Data Match Technology, which is proving to be a winning combo.

We have these listed on our site for the Evo X and some other applications now but they are available for all applications and we'll have the website updated to reflect that in the next few business days.

See them for the Evo X on our site here: http://fuelinjectorclinic.com/evo-x?product_id=2037



The GT-R guys have been having great results with these also, there's a big buzz about these injectors in that market and I'm sure it will spread quickly in other markets as well now that more info is being released about them.

These 1050cc injectors should support roughly 550 whp on a 4 cylinder turbo on gasoline, and roughly 425 whp on E85, at 43.5 psi of base fuel pressure. They can of course support more power if you turn your fuel pressure up, or you can hang tight for the larger versions of these injectors to be released.

We'll post more info as we have it!

 

We posted a press release on these injectors in a separate thread, just wanted to link it here for anyone curious about more info on this new injector line:
https://www.evolutionm.net/forums/ev...hits-mark.html

 

Or you could say you "centrifugal advanced" the timing.
Reminds me of my old 1965 Hi-Per Mustang which only had centrifugal advance, no vacuum advance. It was a great running car. It just didn't get very good gas mileage.

 

If the fuel is better atomized by the injector it's likely to be more volatile, and therefore need less ignition advance. This should have the same result as increasing the ignition timing on the lesser injectors, no? On our cars that are sensitive to +/-1deg this stuff matters.

It seems the only way to really go back to back is to watch where the BMEP peaks, and area under the curve. Not an easy task...

Aaron, can you comment on the effect of using these injectors on an octane limited set-up? Specifically I'm in CA where we drown on poor 91.

 

It was octane limited here, albeit to 92 octane. Since Cali 91 seems to tune slighltly worse than our 89 I can imagine this would have the effect of allowing more timing for a given boost level. 21whp/21 ftlbs is normally 2* or so being added in on a setup near the limit of the fuel.

I didnt lessen ignition advance between the tests but if I understand what you mean is it would make the same power at less timing, therefore the same timing is more power.

I agree with what you are saying about "back to back" but we could quickly get into semantics concerning what is a true back to back test. BMEP is not a practical way to do it, so leaving everything "locked" and only changing the injector was the closest to a true back to back. It all was done within an hour on the dyno in a well ventilated cell with identical temp and humidity.