Introducing the ID2000
The ID2000 fills out the Injector Dynamics range by providing as much as 3700cc/min at 130 psi.
For you monster power methanol guys, that means 1 injector per cylinder for all but the most demanding applications.
For those of you who need more flow than an ID1000 at 100 psi, the ID2000 fits the bill nicely and will deliver 2200cc/min at 43.5 psi. (3 bar)
And...it will do it with the same low pulsewidth extension as the ID1000.
What that means to you is the extra fuel you need without sacrificng the bottom end, or a large investment in the fuel delivery system.
Note: To determine the horsepower potential of the ID2000 for your application, click on the "Horsepower Calculator" link in the menu bar on the right.
Linearity and Low Pulsewidth Extension
The first question I was asked about the ID2000 was "My car idles horribly with 1600cc injectors, how could it possibly be better with a 2000cc injector."
For those of you who have been in the game for a while, you may remember that the same questions were posed when we released the ID1000.
And once again, the answer is exceptional linearity and low pulsewidth extension.
The chart below shows the response of the Bosch 1600cc injector, and the new ID2000.
Those of you who have tuned with the 1600's know what a bitch it can be to get a smooth idle, but maybe you didn't know why.
You've probably noticed that pretty much every car you have tuned with them idles with a pulsewidth of roughly 1.5msec. You probably also noticed that small changes in air temp compensation, manifold pressure, or any other minor disturbance that would cause the pulsewidth to change has a drastic effect on the fuel ratio.
And you probably even noticed that the idle mixture got richer even if you made the pulsewidth smaller!
Well...now you know why. (Or you didn't bother to look at the chart!)
In comparison, the ID2000 is extremely well behaved down low and will not only be a breeze to tune, but it will respond properly to air temp and manifold pressure compensations.
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.
The graph below shows the ID2000 vs the Siemens 110333
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 low pulsewidth values, it seems that there's not much difference, but let's put some numbers on it so we can see what's really happening.
Looking at the Siemens, you can see that the flow sharply deviates form 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.
At these lower pulsewidths we will be dealing with the same problems that we have with the 1600's, 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.
This will certainly give us the extension needed for our smaller displacement motors, and as a point of interest it will even provide a flawless idle on my bone stock 1989 RX-7.
How Low Will it Go?
To show just how low the ID2000's will go, Tony put a set in a bone stock 1.8 liter 120hp non V-Tec Integra. (Yes, I laughed too!)
So will they purr like a stock injector at 14.7:1 air fuel ratio just like the ID1000's?
Absolutely not. But... they do hold a nice smooth idle at 850 rpm with no coughs and hiccups, and the car drives nicely through the powerband.
I'm not going to claim that this is the perfect injector for your 120hp Integra, but I will say that if it will idle and drive smooth in this application, those of you who actually need this kind of flow will be thrilled with its low pulsewidth performance.
High Pressure Performance
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 pulsewidth 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 pulsewidth 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.
Recovery Time and Maximum Linear Duty Cycle
Low pulsewidth 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 back at the first chart, you can see that the 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.
Since the injectors were cycled at 100hz, a 10 millisecond pulsewidth equals 100% duty cycle.
That gives the ID2000 a recovery time of .8 millisecond while the 1600 has a recovery time of about 2.1 milliseconds.
So what does that mean in the real world?
It means that at 9000rpm where we have one intake cycle ocurring every 13.33 milliseconds, the ID2000 can run linearly all the way to 12.53 milliseconds while the 1600 is limited to 11.23 milliseconds.
To put this in terms everyone can easily understand, 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!
Matched Sets
Just like the rest of the Injector Dynamics line, they are modified and tested in groups of 200pcs. They are tested from zero pulsewidth to 100% duty cycle, and matched across the pulsewidth 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 on up.
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. (Unless you run your injectors static!)
It should also be obvious that Injector Dynamics is unique in being the only company performing this kind of detailed testing.
As a result, our level of understanding far exceeds that of our competition who are left with a vague understanding of their own products!
Flow Rate and Dead Times
The Rest of the Story
Just like the ID2000, this page is new and we will be adding to it over the next few weeks.
For orders, or technical questions call T1 Race Development at 214-607-9022.
Note: Thanks to Mark Conte at Real Street Performance for letting me copy his homework.
Thanks for coming by.
Paul Yaw
Yawpower/Injector Dynamics