Finally, a great solution for people that need more than 1500cc/min!!
Description
2200cc/min @ 43.5 psi (3 bar)
Design pressure of 7 bar (101.5)
3700cc/min @ 130.5 psi (9 bar)
Ideal for methanol applications: 1 injector per cylinder for all but the most demanding applications, while maintaining control during idle and off idle conditions.
Low pulse width extension: the extra fuel you need without sacrificing the bottom end, or a large investment in the fuel delivery system.
High impedance – no injector resistor or injector driver is needed
Most linear flow in its class
Great atomisation
Each injector includes the necessary adaptor top and electrical connector. The adaptor tops mechanically lock to the injector and also incorporate a 7 micron replaceable filter.
The price listed is per injector. Please order the quantity needed for your application as well as list the application in the comment box so we can assure that you get the correct accessories for proper fitment.
Bosch 1600cc Vs ID2000 (1st chart)
"My car idles horribly with 1600cc injectors, how could it possibly be better with a 2000cc injector?"
The answer is linearity and low pulse width extension. Check out the first chart to see the response of the Bosch 1600cc injector compared to the new ID2000.
Now you know why it can be so difficult to achieve a smooth idle with Bosch 1600s! …Unless you didn’t bother to look at the chart!
Recovery Time and Maximum Linear Duty Cycle
Low pulse width extension is just half the picture. We also need our injectors to deliver when we stick our foot in it. Every injector has a definable characteristic called the recovery time.
The recovery time is the amount of time that we need to let the injector "rest" between pulses if we want to maintain linearity.
Looking at the first chart, you can see that the Bosch 1600 starts to deviate from linearity at about 7.9 milliseconds while the ID2000 will run up to about 9.2 milliseconds before it starts to go steeply non linear.
The ID2000 will maintain linearity up to 94% duty cycle while the 1600 is limited to 84.25%, and when it does go non-linear, it does so very abruptly!
Siemens Deka 110333 Vs ID2000 (2nd chart)
Recently the Siemens Deka 110333 showed up on the market. It was a nice improvement over the Bosch 1600. The atomisation wasn't great, and there was a fair amount of non linearity down low due to valve bounce but it was certainly an improvement and you could get decent results on large displacement motors.
Looking at the graph, there are several things here worth noting. The first is the flow. The Siemens Deka flows 2390cc/min and the ID2000 flows 2224cc/min which explains the higher flow values at the right side of the graph.
Looking at the Siemens Deka, you can see that the flow deviates sharply from linearity starting at 1.45 milliseconds where the flow is 192cc/min. While this will get the job done on a 500+ cubic inch Chevy big block, we're going to be well into the "ugly" range of the injector on a smaller engine. If using the Siemens Deka at these lower pulse widths, we would be dealing with the same problems that we have with the Bosch1600s, but to a lesser degree.
The ID2000 extends cleanly down to 1.07 milliseconds and 88cc/min which is less than half the flow of the Siemens Deka. Therefore the ID2000 will certainly give us the extension needed for smaller displacement motors.
High Pressure Performance (3rd chart)
Most injectors will run at higher than design pressure as long as the voltage is within a reasonable range. This increases the flow, but typically degrades the linearity and destroys whatever low pulse width control the injector had.
With a design pressure of 7 bar (101.5 psi) the ID2000 is quite comfortable at high pressures, and maintains exceptional linearity and low pulse width extension at pressures exceeding 130 psi.
This allows for the use of one injector per cylinder in all but the most extreme high horsepower methanol applications. And it does it while maintaining control during idle and off idle conditions.
Matched Sets
Just like the rest of the Injector Dynamics line, they are modified and tested in groups of 200. They are tested from zero pulse width to 100% duty cycle, and matched across the pulse width range.
The matching process is based on the dynamic flow of the injector not the static flow, and all sets are matched to +/- 1% from 2 milliseconds upwards...
The result is injector sets that are matched as well at idle as they are at maximum duty cycle.
It should be obvious that this is the only type of matching that relates to performance on a running vehicle.
Injector Dynamics is the only company performing such detailed testing.
Flow rate and dead times (4th chart)
Thanks to Mark Conte at Real Street Performance and Paul Yaw at Yawpower/Injector Dynamics for this information.
