Jets & Injectors ...

F

FLATKITTY

New member
Forgive me if I am beating a dead horse on this one, but can someone tell me why carbs can change jets (IT 9.1.3.D.1.a), but FI systems cannot change injectors? It kinda made sense at a time when modifying the ECU was also not allowed. However, w/the passing of IT 9.1.3.D.1.a.6, why is the 'no injector rule' still in place? :shrug:
 
Because ECU-controlled cars and adjust the volume of fuel injected via pressure, duration, and duty cycle. - GA
 
Second, most OEM injectors perform up to 70% (if that) duty cycle for the stock performing engines. At the baseline 25%-30% IT adder, OEM stock injectors *should* be able to handle the extra fuel delivery.
 
mossaidis said:
Second, most OEM injectors perform up to 70% (if that) duty cycle for the stock performing engines. At the baseline 25%-30% IT adder, OEM stock injectors *should* be able to handle the extra fuel delivery.
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Not to nitpick too much, but I don't think that math works. Injectors should not be run beyond about 85% duty cycle. If your IT build exceeds that, your option is to increase fuel pressure (which can have negative implications).
 
Please nitpick... I am not totally educated in these matters. 70% was a very high in the sky numbers. I know most stock hondas don't get over 60% into capacity.
 
Since the rules allow us to substutute carbs (mostly Webers) on carbed vehicles, obviously different jets go with the Weber replacement.
 
Eagle7 said:
Not to nitpick too much, but I don't think that math works. Injectors should not be run beyond about 85% duty cycle. If your IT build exceeds that, your option is to increase fuel pressure (which can have negative implications).
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Not true. Injectors can handle over 90% duty cycle without issues. The 85% number is out of date.

Also, the poster talking about injectors was saying that stock injectors of most IT cars are 25-30% oversized for the horsepower they are producing.
 
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