We are going to do a run of 3,000 copies and will be giving them away from our SEMA booth in November.  We will also give them away at local car events, to our dealers, and to many of our customers.  Check out the poster concept (left) designed by Ryan Klatt (turbo 240sx owner and graphic artist extraordinaire)

Deatschwerks makes injectors for just about every make and model so no matter what you drive, send us your picture.  The ones that don’t make the cut for the poster may be used in future marketing material or posted on our website, facebook, etc.  So no matter what, its a good way to get pics of your pride and joy out there for all to see.  Also, if your car is chosen, we will send you your own limited edition copy disgraced by the addition of signatures from all of our staff members.

Don’t forget to read all the stupid contest rules and regulations…

• Pictured car must be YOURS… dont send us pics of something you saw at a carshow no matter how cool it is.
• Picture must have been taken by yourself or submitted with the approval of the original photographer
• Pictured car must be running DeatschWerks injectors… of course
• Picture should be of the car only… no girlfriends spread out on the hood, and we definitely don’t want to see your ugly mug standing next to it!
• Pictures should be minimum size of 300dpi or 3 megapixels and in a jpeg format
• email all entires to info@deatschwerks.com with the words “poster contest” in the subject line
• Submission of your pictures automatically gives us the right to use in this poster and/or future marketing initiatives.

These phrases may excite the typical tree hugger but they put the average automotive enthusiast into a boredom induced coma.  All this environmental crap is just going to kill our hobby, right?  Well, not necessarily.  MPG and WHP are not mutually exclusive.  We (the collective auto enthusiasts) are always wanting more power out of our cars and whether we think about it or not, increased efficiency is usually how we get it .  For example, look at the most basic mods we do… free flowing exhaust and high flow intake.  Both not only yield you more power, but also improve your gas mileage.  This efficiency/power model carries over to fuel injectors too.  Many of the people I talk to about DeatschWerks wrongly assume that when our highflow injectors are installed MPG takes a nosedive.  They are shocked to hear most of our customers retain the same MPG as they had before the injectors.  In fact, many of our customers enjoy BETTER gas mileage after our injectors are installed along with a good tune.  And why not?  You’ve upgraded from an often poorly balanced set of injectors with a generic from-the-factory tune to a set of injectors balanced to within 1-2% variance and a custom tune made specifically for YOUR car.

A more timely fuel injection related example is Gasoline Direct Injection (GDI).  GDI, what it is, and how it works could easily be its own blog post.  But briefly, for those of you unfamiliar, put simply, it is the relocation of the fuel injectors from the intake manifold to the combustion chamber (see diagram)

There are many benefits to this new location, both from an efficiency perspective and performance perspective.  However, I assure you, the recent push towards small displacement GDI engines in many new cars was born out of the green movement, not the desire for the automobile manufacturers to bring us cars we can easily modify for more power.  But we benefit from the performance aspects nonetheless.  For example, GDI creates a very significant temperature reduction in air charge and we all know colder denser air leads to more power.  Also, since the injectors inside the cylinder and do not have to travel through the intake valves, injection timing is free to be manipulated however the programmer or engineer would like.  Without GDI the new breed of factory forced induction cars such as the Mazdaspeed3, BMW 335, Cobalt SS, and VAG 2.0t would never be able to achieve their high compression ratios and fat torque curves.  It may take us a little while to completely crack into and manipulate this new technology but it is certainly worth it.

So, next time you pull up next to a Smart Car or a Prius at the stop light, don’t laugh.  Instead nod and say thank you.

Testing Information - This section lists the injector part number along with other data such as the manufacturer, application, coil type (high or low impedance) and testing pressure.  We test all of our injectors at the industry standard of 3 bar (43PSI).

Flow Data – This section is the heart of our report.  It shows the injector number and the flow rate of the injector in both cc/min for the import guys and lbs/hr for the domestic guys.  We also test each injector statically and dynamically.  Static flow rate is measured when the injector is held wide-open.  This is how injectors get their “rated” flow rate.  But this is not how injectors operate in your car.  In the car, your injectors pulse open and closed to deliver a precise amount of fuel at the precise time when it is needed with each engine cycle.  This is called testing the injector dynamically.  We test our injectors at 6000 rpms with 15m pulse widths.  This is equivalent to 75% duty cycle.  We test and balance the sets at this particular engine speed because this is often where peak power is made.  We display all the flow data in both a table form and in a graphical form.

System Limits – This section approximates how much power your system of injectors can support at different BSFCs and Duty Cycles.  BSFC (brake specific fuel consumption) is a measure of how much fuel is consumed per horsepower produced.  BSFC is different for every car and it determines, in part, how much fuel injector you need.  Efficient engines yield  lower BSFCs.  A lower BSFC allows less fuel to be used in producing a certain amount of power.  In general, naturally aspirated cars are the most efficient (~0.4 to 0.5), followed by turbo charged cars (~0.6) and then supercharged cars (~0.7).  You also need to consider what max injector duty cycle you are comfortable with.  DeatschWerks injectors are tested to be linear and safe to at least 90% duty cycle and this is a reasonable limit for a street application.  However, if you have a dedicated track car that spends large amounts of time in the upper end of the power-band, 90% duty cycle is not recommended.  Keep in mind that the system limits proposed in this section of the report are rough guidelines.  Every set-up is different and there are far too many factors involved to put a hard number to it.

Fuel Pressure Correction – DeatschWerks injectors can handle over 100 psi of fuel pressure.  However, your fuel pump, line fittings, and the rest of your fuel system most likely will not be able to keep up.  This is why we only list fuel pressure corrections up to 80psi.  However, if you want to run more fuel pressure to get more flow and the rest of your fuel system is designed to handle it, you can use the calculators on our website to calculate flow rates at higher pressures.

Latency Data –  This is the new section of our report.  Latency data has always been available for our injectors via email or phone but now we include them right on the report.  Injector latency tuning is the secret to getting the best tune.  In the past, many tuning systems did not allow for adjustment and the ones that did only allowed input of one or two voltages.  Modern tuning systems give full control over latency tuning.  We test each injector with 43psi of pressure from 7 volts to 17 volts in 1 volt increments.

Notes – This is the section that we use to make any special notes on your particular set.  We always suggest the use of an upgraded fuel pump.  We also always suggest that you follow the included installation instructions.

Well, there you have it.  It is a lot of information but when you break it down section by section it is pretty easy to understand.  We go through a lot of work to give you all possible information we can about your DeatschWerks injectors.  It is worth it because it helps our customer end up with a better tune and better overall experience.  Also, if you have any questions about the report whether before or after purchasing your injectors, just give us a call and we will be more than happy to help you out.

Coil Testing – Ohm testing is where many shops stop but it is just the beginning for us.  In addition to the basic ohm test, we test for direct shorts, voltage draw, and latency.  Our newest coil test is an LCR based binning procedure which combines impedance, inductance, and resistance values of a coil to classify injectors into 3 different categories (bins).  These bins are then separated and never mixed so only injectors with the closest coil characteristics will make it into the same set.

Spray Pattern and Atomization – Proper spray pattern and atomization is analyzed visually on the flow bench.  The spray pattern is observed at a wide range of pulsewidths and rpms so that the injector is assured to perform well under all engine conditions.

Static Test - We perform the static test a minimum of 3 times on each injector to ensure consistency.  In addition we only flow test using the best equipment which is calibrated daily and operated by experienced, full-time, DeatschWerks trained employees.

Dynamic Test –  We have been using dynamic testing in accordance with SAE guidelines since day one over 5 years ago.  Every set of our injectors is balanced for static flow rates, dynamic flow rates, and coil response.

Injector Matching - What good is all this testing if we don’t put it to good use?  We use all the data we collect to make the best sets possible.  We match injectors for static rate, dynamic rate and coil response.  We put them in sets with less than 2% variance in each of those 3 categories.

QA testing – The last step is putting the injectors into matched sets so we’re done, right?  Oh no, we pull 10% of all boxed injectors off the shelf and flow test one more time.  Why? quality control, thats why.  We go the extra mile to provide our customers the best quality available.

The report – A personalized flow report with every set… it’s a DeatschWerks exclusive.  No other company gives you as detailed information about your specific set of injectors as we do.  In addition, we provide the data on a colorful, easy to read report.

1. Get Compatible. Our new line of 1,000cc injectors are made with ethanol friendly components. This is also true of our universal 1,600cc low impedance injectors. However, having compatible injectors is only part of the equation. Your entire fuel system from top to bottom needs to be evaluated for ethanol compatibility.

2. Size Does Matter. E85 will require about 30% more fuel than regular gasoline to achieve the same power levels. For example, where a 550cc injector would normally be appropriate, you will need a 700cc injector for E85.

3. The E85 Quality Quotient. There is considerable quality variations from manufacturer to manufacturer and from station to station. E85 is a blended fuel (85% ethanol, 15% gasoline). When poor quality gasoline is used for blending, a tar-like sludge can build up in your fuel system (particularly on the injector nozzle). This tar-like sludge can also be attributed to improper storage, improper transfer, and water contamination of otherwise good quality E85.

4. Maintenance = Reliability. Sludge build up is not easily predicted. DeatschWerks, as well as many of the tuners and shops we work with, suggest removing and inspecting your injector nozzles on a regular basis. Also, the sludge is soluble in gasoline so keeping a gasoline map and running a tank of unleaded thru your fuel system once every 1,000-2,000 miles is a good preventative measure. Also, changing your fuel filter on a more regular basis and checking your lines for signs of breakdown is also recommended.

5. Seasonality Shift. One last important note is that pumps labeled E85 are not always 85% ethanol. Why? Ethanol does not atomize and ignite as easily as gasoline, especially in cold weather. So it is common practice for manufacturers to decrease the etoh concentration down to 75% or even 70% in the winter time. It is important to take this into consideration when tuning on E85. Many people will make separate maps for the different blends or make one map that is tolerant of the seasonal swing in E85 blends.