Posts Tagged ‘Injector Dynamics’

Titan Motorsports displays at the Performance Racing Industry Show in Orlando,FL

December 7th, 2011 Comments off

The 24th annual Performance Racing Industry show took place this past weekend, and Titan Motorsports was proud to be a displaying vendor amongst thousands of attendees in our hometown of Orlando, Florida. This industry only show takes place at the Orlando convention center and is attended by over 40,000 buyers from around the world. The show features suppliers and parts for all forms of motorsports from Nascar to monster truck racing to offshore marine. There is also a section of the show devoted entirely to fabrication and machine shops showing off the latest in CNCs and machinery to help make going fast easier. This was our first year displaying at the show, and we received a warm response from attendees and vendors attending the show. In addition to our Titan Gallardo Twin Turbo displayed in our booth, we also had our Camouflage Porsche 996tt, Scion TC Outlaw drag car, and George Bonafede’s Nissan GTR on displayed throughout the convention.

We would like to thank Bosch, Brembo, Carbonetic, Cometic, Eagle, Fidanza, Haltech, Hypertune, Injector Dynamics, and Supertech, our great partners whose support helped make our booth possible.

New!! 1600cc Injector Dynamics

February 9th, 2011 Comments off

Check out the new ID1600, 1600cc injectors form Injector Dynamics. The ID1600 fills the gap between the ID1000 and the ID2000, and is a drop in replacement for older EV-1 style 1600cc injectors. Unlike the older technology, the ID1600 has a very gradual rolloff into the lower non linear range, with none of the rollercoaster response caused by undamped pintle bounce.

This smooth response makes for easy idle tuning, even on small displacement motors. In addition to the excellent response, the minimum repeatable fuel mass matches that of the venerable ID1000, which means if you could make it idle with an ID1000, you can make it idle with an ID1600!

With a pressure capability of 9 bar this injector can flow as much as 2700cc/min while maintaining control and smooth response.

T1 Race Development/Injector Dynamics Releases ID2000

August 21st, 2009 Comments off


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.))