T1 Race Development has introduce the latest injector, the ID2000 to their Injector Dynamics line of injectors.

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 pulse-width extension as the ID1000. What that means to you is the extra fuel you need without sacrificing the bottom end, or a large investment in the fuel delivery system.

The first question asked about the ID2000 was “My car idles horribly with 1600cc injectors, how could it possibly be better with a 2000cc injector. The answer is exceptional linearity and low pulse-width 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 pulse-width 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 pulse-width 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 pulse-width 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. To show just how low the ID2000’s will go, Tony put a set in a bone stock 1.8 liter 120hp non VTEC Integra. (Yes, I laughed too!)

 
So do they purr like a stock injector at 14.7:1 air fuel ratio 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.

Now by no means does Injector Dynamics claim that this is the perfect injector for your 120hp Integra, but if it will idle and drive smooth in this application, those of you who need this kind of flow will be thrilled with its low pulse-width performance.

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 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 pulse-width 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 occurring 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!

Just like the rest of the Injector Dynamics line, they are modified and tested in groups of 200pcs. 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 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!)

Applications Available:

ID2000-11-48 (48mm O-ring To O-ring and 11mm Top O-ring)
ID2000-14-48 (48mm O-ring To O-ring and 14mm Top O-ring)
ID2000-11-60 (60mm O-ring To O-ring and 11mm Top O-ring)
ID2000-14-60 (60mm O-ring To O-ring and 14mm Top O-ring (Standard EV1 Conf.))