Check out the new R35 Fuel Rail Kit from T1 Race Development/Injector Dynamics. Injector Dynamics has many different fuel injector options, and now these larger injectors can be used in the R35. The ID1600’s are too long to fit the R35. The factory rail can be modified for height but then it hits the intake manifold. The T1 rails are designed for the longer injector (12mm longer than stock).
These rails are all 1 piece, no secondary mounting brackets or adaptors for the fuel damper and regulator. It made machining them a lot more work, but at the end of the day it’s a better way to do it and it eliminates any possibility of mounting brackets coming loose or anything. The factory damper and regulator bolt on and in the same position as the stock rails, so these rails are 100% bolt on.
Fuel temperature is another issue that is often overlooked. The cylinder heads are hot and a lot of heat gets transfered from the heads, to the rails, to the fuel. We’ve incorporated 1/4″ phenolic spacers between the heads and rails. Phenolic has excellent insulation properties, keeping as much heat out of the fuel rail as possible.
The kit also includes Goodridge fittings and line to connect the two rails behind the timing cover. Goodridge’s top of the line components were used, the ‘G Line XF’ line is constructed of woven super light Aramid braid, with a PTFE inner bore – smooth inside for increased flow and convoluted outside for amazing flexibility. The hose is fully compatible with all fuels, including methanol. The lightweight crimp on hose ends ensure a leak free seal and light weight.
The complete rail kit consists of both fuel rails, all Goodridge black anodized fittings and hose, SS mounting hardware, and phenolic spacers.
After many requests from Subaru owners, T1 Race Development came up with a solution for those stuck with a side feed injector and a severely lacking selection of fuel injectors. In the past, it was required to source the Tumble Generator Valves (TGV) from another Subaru application with top feed injectors and swap them and the fuel rails to convert to a top feed injector setup.
Not anymore. T1 has developed a new Injector and Rail Combo that will allow you to fit any of the Injector Dynamics lineup into your side feed TGV’s with ease.
The T1 rail conversion will cover it all from mild to wild with 725cc/min, 1000cc/min and 2200cc/min injector options (all injectors are high impedance, eliminating the need for injector resistors or peak and hold injector drivers).
The rail and mounting spacers are CNC’d aluminum and are black anodized. The kit also includes 8mm stainless steel mounting hardware as well. Inlet and outlet threads on the rail are -6 AN female and seal with an o-ring, leaving plenty of flexibility for plumbing options.
The rail kit is only sold with Injector Dynamics injectors. Each kit consists of 4 injectors, 4 injector connectors, 2 rails, 4 spacers and 4 SS allen head mounting bolts.
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.))
