Ford Powerstroke Diesel Forum banner

Injectors

2K views 8 replies 3 participants last post by  late_99_PSD 
#1 ·
I have been looking to upgrade my injectors. All the websites such as Beans and TDP have the stage 1, 2, and 3 injector choices. I was reading a thread once and heard somebody talking about 530E international injectors. Does anybody have any info on these? Also does anybody have info on any other injectors besides the stage 1, 2, or 3's?

thanks
 
#2 ·
Larger nozzles- By installing larger nozzles you are makeing the nozzles less restrictive so that more fuel will flow out of them with everything else being the same. Stock injectors with stock programming and larger nozzles will get more fuel out and make more power. Stock injectors only modified to have more fuel capacity with stock nozzles and stock programing will run exactly like stock injectors. In this case the only way to get more fuel out is with a chip to extend the open time of the injector and/or increase the Injection Control Pressure (ICP) to push more fuel out the nozzle. On the same note if you say make a hybrid (installing a larger 7mm plunger and barrel out of a DT466/I530E injector) and leaving the intensifier piston the same will effectively reduce your injection pressure. This less injection pressure will make less pressure at the nozzle and will actually flow less fuel with a stock nozzle than a bone stock injector. So to get the fuel out without a chip you would need larger nozzles.

There is also a point where the stock nozzle just wont flow enough fuel to get the desired amount out in a realisitic time frame. That's why high capacity injectors require larger nozzles to use that capacity.

Codes- All powerstroke and T444Es come with A code injectors. A code injectors have a 6.0mm plunger and a 16mm intensifier piston. What this does is multiply the ICP so that injection pressure is adiquate but not having to have huge amounts of ICP like say in the 20,000 psi range. This difference give you approximately a 7:1 difference and therefore increases your injection pressure 7 psi for every 1 psi of ICP.

All DT466s and I530E injectors are B codes. Of those some DT466s and all I530Es have a 7.1mm plunger, hense more fuel per mm of stroke, with a 17.5mm intensifier piston. This gives you approximately a 6:1 ratio. So no it will not have quite as high of ICP as as the A codes but it's not as bad as it could be. However due to the larger intensifier piston they reqire much more high pressure oil to make the piston stroke the same distance. This is why you need a high pressure oil system with a higher capacity.

Hybrid injectors are taking the 7.1mm plunger and barrel out of a BD code I530E injector and installing it into an A code injector with a 16mm intensifier piston. As you could imagine the down fall is that the injection ratio is dropped to approximatly 5:1 further decreasing injection pressure. However with the smaller intensifier piston it requires no more oil than an equivilant A code yet it flows the same amount of fuel as a B code. The result is much more fuel capacity without the need for more high pressure oil volume.

A codes and B codes can be further broken down as well.

A and AA injectors came in the '94-'97 non-california trucks. They are all 90cc injectors and are single shots.

AB injectors came in the '97 cali, and all early '99 trucks. They are split shot injectors meaning they fire a small pilot shot before the main shot. These injectors flow 130-135cc of fuel.

AC injectors are found in the high torque version of the T444E and do not come in any Powerstrokes. They have the same internals as the AB injectors with the exception of the single shot plunger and barrel. However due to them being single shot injectors they flow 160cc. This is due to the way the split shots work. They have a small passage that opens, much like a port in a two stroke engine, that are uncovered that bypass the injection pressure out the side of the barrel instead of out the end through the nozzle. Because of this pause a portion of the travel of the plunger does nothing for injecting fuel so a split shot injects less fuel for the same amount of travel as a single shot.

AD injectors are also split shot but flow 135-140cc of fuel due to a slightly longer plunger stroke. These are found in all late '99-'03 Powerstrokes and T444Es.

AE and AF injectors are essentially the same as AD injectors but were called a long lead injector that was used as an attempt to cure a "cackle" issue many people complained about.

BA, BB, and BC injectors are essentiall all the same and are the same as AC injectors but are found in some DT466s.

BD injectors are the only B codes with the larger 7.1mm plunger and barrel that are single shot injectors. These are the injectors people are usually talking about when they are talking about putting I530E injectors in their Powerstrokes.

BE injectors are essentially the same as the AD injectors but found in some '97-'99 DT466s.

EF, BG, BI, BJ, BN and BP injectors all have basicly the same capacity and are split shots. However the nozzles vary on them depending on application. They can be found in many DT466s and I530Es.
 
#3 ·
Great wright up! i say this becomes a sticky!

but one question. Which would produce more power, hybrid injectors, or I530E's with a aftermarket HPOP?
 
#5 ·
This is one of the "tough" explainations when it comes to injectors... Say I have a 250cc hybrid with a 200% tip and I am comparing it to a 250cc b-code with a 200% tip. The only difference between the two is the injection ratio - which as you pointed out can have an effect on pressure and the resulting atomization.

In low ICP, "long" pulsewidth scenarios the b-code (6:1) does indeed have an injection rate (pressure) advantage over the hybrid.

In high ICP, "short" PW scenarios the HYBRID (5:1) has the injection rate (and pressure) advantage over the b-code.

The reasoning behind this has to do with the dynamic pressure drop of the oil passing through the injector, as the flow rate of the oil increases - so does the resulting pressure drop - it can in fact drop enough ICP pressure between the rail and the intensifier piston in the injector that the effective injection pressure of the b-code will be less than the effective injection pressure of the hybrid.

The problem is that its not a clear cut line in the sand with all of the options and variations available as to which injector wins under any specific set of conditions. A simple change between a 200% tip and a 100% tip can mean that the b-code will perform better all around if enough oil is supplied - or it may still lose out on the top end to the hybrid injector.
 
#6 ·
What is holding the system back from going much above 3k psi? I guess I'm saying, what will break first if you bump up the pressure too high. Would a different oil work better then engine oil, say maybe a thin hydraulic oil. Seems like it wouldn't be hard to make a closed system if it would help :dunno:

Sorry if I'm hyjacking, but I thought I'd ask :D
 
#7 ·
There are hop's out right now that they don't even make an injector big enough to require it. People have figured out what injection pressure works to atomize fuel to create max power so there isn't any need for anything more
 
#8 ·
I was looking at the hybrids from beans. They gave me the option to send my cores in first is this saying i pull the injectors from my truck and send them to them?
 
#9 ·
Yes, you send in your injectors and they modify your injectors and send them back. If you pay the core charge then you get someone elses injectors and you send yours in and when they get them, they will send your money back. :thumb:
 
This is an older thread, you may not receive a response, and could be reviving an old thread. Please consider creating a new thread.
Top