Wednesday, August 25, 2010

Injector Dynamics Provides Fuel System Engineering to Lessman Racing

The Lessman Racing Streamliner is a unique piece, being powered by a 572ci turbocharged V8 running on compressed natural gas.

This innovative powerplant is controlled by a Motec ECU with calibration by Shane Tecklenburg of ST Consulting

Injector Dynamics provided dynamic characterization of the unique CNG injectors made by Clean Air Power. A US Based company specializing in clean burning dual fuel technology.

This data was used by Tecklenburg as part of his mathematical model based engine calibration which until now has only been used for liquid fuels.

Quoting Tecklenburg "'s all the same to me. It's just hydrocarbons, and as long as I can define the characteristics of those hydrocarbons and the fuel injectors that meter them I can do my job"

For more pictures and details of the Lessman Racing Streamliner, visit

Wednesday, June 23, 2010

Injector Dynamics Equipped VW GTI becomes world's fastest at 208 mph

Jeremy Freedman's Motec/Injector Dynamics equipped GTI spent some time with Tony Palo at T1 Race Development.

The results???

This Autoblog article pretty much says it all.

Thanks Jeremy!

Friday, May 14, 2010

From Zero to Hero - How to Become a Pro Tuner

Ben Strader from EFI University shares his thoughts on becoming a pro tuner.

There always seems to be something cool, mysterious even, about a professional engine tuner that is hard to put words on. They always know just how much to push the engine, just how to get the last bit of performance out of it and somehow it always takes them way less time than even seems possible to get the job done. So what is it? How does one get from wannabe magazine reader to expert engine tuner? Well a lot of things actually, but none that are impossible for an average Joe to achieve.

Did you know that expert tuners make almost exactly the same number of errors that novice or beginner tuners make? It’s true! After thousands of hours spent messing around with engines of every conceivable combination I find that every time I pick up the laptop and spin the dyno I make several , (if not many) mistakes. So, if that’s the case, then why is it that Pro Tuners seem to blow up a lot less engines than the poor guy just starting out and experimenting with his car?
The main difference is that as an expert tuner goes about the business of engine calibration he will detect and correct these errors before they get out of control and cause a problem. That’s part of what being a pro is all about… It’s having the experience to know when something isn’t just right and knowing where to look for answers.

So what things will a successful tuner candidate need to have? Let’s take a look!

1) Knowledge.

To be a tuner requires a vast knowledge base of a large group of topics such as mechanics, electronics, chemistry, math, science and critical thinking skills. Without this core knowledge a tuner often struggles to understand what is causing a symptom or oddity for the engine. Often, I find myself using basic math to calculate the required injector size for an engine or properly size a turbo and without at least a basic high-school level of education it would be tough to keep everything in line. Stay in school kids!

2) Skill in Dexterity.

This is a tough one because some skills are naturally gifted to a person and others need to be practiced over and over again until they become second nature. A lot of skill is required to properly put an engine on a dyno or strap a car down properly on the rollers to ensure traction without deforming the tires so badly that they overheat.

Or how about the skills required to drive the vehicle with one hand and operate the laptop with the other without losing control?

Luckily, with practice all these skills can be obtained easily enough.
No matter how much knowledge a tuner has from reading books or web sites and forums the skills cannot be gained without practice, even for someone who is naturally gifted.

Think about a professional ballplayer trying to hit a homerun. He could have read every book in the library about the proper way to swing the bat, but without years of practice he’s probably going to strike out.

Bottom line: if you want to turn knowledge into skills…you gotta put in the time on the dyno!

3) The ability to problem Solve.

If one thing is certain, it is that as long as folks have tried to coax an engine in to performing better the engine has tried every trick in the book, (and even some that aren’t) to get away with sloppy or poor performance. Just when you think you’ve got it all figured out, the engine will throw you a curve ball!

I don’t know how many times over the years I’ve made my greatest discoveries not by starting with “AH HA!”, but with a scratch of the head and a “what the heck was that?”

What I’m getting at here is that a good tuner always seems to have the ability to look past the complexities and see what is too obvious to notice! We want so badly for the problem to be original and different that we just cannot accept the fact that it just plain old ran out of gas!

One of the most dangerous things a tuner can do is assume anything. Don’t assume it has fuel, air, and spark….go back to the basics and check for sure. You’ll find a lot of creative ways the engine will try to fool you, but a little bit of original thinking outside the box usually gets the job done.

4) Communication Skills

This one is a doozy! I can’t even begin to tell you how many times I’ve seen a tuner and customer at odds over nothing more than a complete failure to communicate.

The problem with “performance” is that it means different things to different folks.
When a drag racer wants all out power for a short period of time, his calibration simply will not be acceptable for a road car owner looking for the utmost in stingy fuel consumption.

If the tuner does not communicate very clearly with the customer before beginning any work as far as what the customer should expect in terms of performance, delivery time and of course, cost then trouble is soon to follow.
Good communication is a rare but valuable skill that if practiced effectively can solve a lot of conflicts long before they ever begin.

In the end, there will always be tuners who have a laptop, are very well read on the internet, and who are willing to travel and sell their services to anyone willing to pay, but without a LOT of practice and experience that can only be gained through actual tuning they will find themselves struggling to make every project go as smoothly as it seems like the pro’s always do.
At our school here at EFI University we see folks come through all the time that want to take some basic training and then go straight to the top of the heap and earn top dollar tuning the highest levels of racing engines out there, and we always encourage them to follow their dreams but along the way, remember that a lot more time and patience and practice is required to run with the big dogs!

Ben Strader - EFI University

Thursday, May 6, 2010

Xtreme Ford Tuning Dominates Auto X Dyno Competition

Xtreme Ford Tuning had a 4 car strong entering in the AUTO X car show this weekend on the 1st and 2nd of May at Burswood dome.

All 4 cars entered in the dyno competition and all four cars taking first and second places in both categories and all 4 cars using Injector Dynamics ID 2000’s and supplied and fitted and tuned by Xtreme Ford Tuning.

Xtreme Ford Tunings own FG F6 Turbo 6 cylinder flagship FULL XFT built)taking honours with 973 RWHP and Ramons BF F6 taking second place with 753 RWHP.

Forced induction V8 saw Xtreme Ford Tunings FG XR8 with its 4.0 Whipple supercharged XFT build 5.4 take honours again with 916 RWHP followed by Daniel Otways twin turbo FG XR8 with a 4.6 litre engine in it.

Friday, April 2, 2010

Shane T Converts Another!

At Injector Dynamics, we all love Shane T

Is it because he's so cute and cuddly?

Nope...It's because he swears by our product, and gets nearly all of his customers to switch to ID injectors.

Why??? Because it makes his job as a tuner easier, and provides a better end result for his customers.

We have worked with Shane from the beginning and we seek his advice and input on nearly everything we do.

Dealing with guys like Shane keeps our technology grounded in the real world, and we appreciate his efforts to increase both the level of quality and knowledge in the performance aftermarket.

Here's a clip of one of his more recent "converts"

When he started with Scott Oskas and his "Dark Horse" Twin Turbo Pro Street Mustang he immediately got rid of the 30year old squirters and replaced them with a single ID1000, and ID2000 per cylinder.

Here's a quick shot of the car blasting through the quarter.

Thanks to Shane and Scott

John Reed Does it Again...Again

Every time I turn around John Reed is setting a new record.

John showed up at the Texas Mile last weekend with a few ID equipped Twin Turbo Lamborghini's. One of them making in excess of 1700hp at the wheels.

No surprise they left with a new record of 250.1 mph in the standing mile.

We would like to thank John for always making us look good. We owe our reputation to guys like him. Everything he touches has ID Injectors, and he always makes it exciting.

Visit John's blog for more details.

Tuesday, February 16, 2010

Injector Dynamics and EFI University Form Strategic Alliance

Injector Dynamics and EFI University have formed a Strategic Alliance with the goal of sharing technology with the general motorsports public.

EFI University is the leader in delivering EFI tuning technologies and techniques, and it has relied on many important industry relationships to provide the school with valuable information to sustain its curriculum.

EFI University recently teamed with Injector Dynamics to form a partnership which will allow EFI University to include research data from Injector Dynamics into it's existing curriculum.

This partnership will broaden the spectrum of knowledge and information being delivered to the tuners in the industry.

Paul Yaw, of Injector Dynamics, had this to say:

"We're excited to tap into the resources of EFI University to help deliver a solid level of understanding to the tuning public.

To do the job of tuning correctly, the tuners must have the proper information available to them.

We spend a lot of time researching and collecting information about how various injectors behave in a dynamic environment. The difficult part for us is to get the information out to the end users without seeming biased.

We are confident that this new partnership will allow us to do that more effectively."

Ben Strader from EFI University said:

"I cannot tell you how thrilled we are to have access to the kind of research capabilities that this arrangement gives us!

The group at Injector Dynamics has literally caused us to rewrite the textbooks when it comes to proper engine calibrations.

The information they have brought to the industry was not available to anyone other than OEM manufacturers as recently as a few years ago.

It is these kinds of alliances that has allowed EFI University to be the first to deliver up to date information about what exactly is the State of the Art in EFI tuning technologies."

Adding dynamic injector theory to the curriculum is just the first product of the partnership.

The best is yet to come, and we will be making further announcements within the next few weeks.

Come by and see us soon!

Thursday, February 11, 2010

How to Build a 2000cc Denso Injector in 3 Easy Steps

That's right, 3 easy steps to turn your diminutive 450cc Denso injector into a fire breathing Q16 compatible high impedance 2000+cc injector.

Step 1. Choose an Appropriate Injector. - It must be of newer design, not an older EV-1 style injector. For this tutorial we have chosen a 2004 Mazda RX-8 injector, but there are many available pieces that will give acceptable results.

Step 2. Remove the Atomizer Plate. - That's right, get it out of the way so you can get to what's underneath. Simply carry the injector to the nearest grindy thing, and lean on the edges until it falls off.

Now we can see the tip of the valve which is where we will perform our magic.

Step 3. Hit it With a Hammer. - Using a punch and your favorite hammer, give the valve tip a whack to move it in its press fit into the armature. Dont be a Nancy Boy...HIT IT!

And there you have it, a 2000+cc injector!

Is it really that easy? Just 3 steps? Well...If you didn't hit it hard enough you may only have a 1500cc injector, and if you hit it too hard and bent the valve you have a leaky non functioning injector.

So you have to hit it "just right"

Rumour has it that the professionals make the job easier by using some high tech tools that you may not have.

So how does this work? As it turns out, the armature and the valve need to be made from very different materials if each is to perform its function optimally.

Rather than using a complicated and heavy fastener, the valve is press fit into the armature. The depth of the press fit determines the overall valve dimensions, and so by pressing the valve further into the armature, the valve lift is increased from the typical 3 to 4 thousandths, to something in the range of 10 thousandths of an inch. (Depending on how hard you hit it.)

By more than doubling the valve lift, the flow is increased to some very high rates. In this case, 2455 cc/min.

So what's the catch? Well...the laws of physics are absolute and non negotiable. The magnetic force available to pull the valve off its seat will be quartered for every doubling of the air gap.

What this means is that if you double the valve lift, you will lose approximately 75% of the force available to lift the valve off its seat.

So how does this manifest itself in the real world? Response time is increased, control of the fast moving valve is reduced to scary levels, and the injector has a hard time opening against high fuel pressure.

As long as someone doesn't perform a pressure sensitivity test like the one seen here you will be none the wiser. What is it they say, ignorance is bliss?

So do people really do this?

Check for yourself.

Take any of the current 2000+cc Denso injectors on the market and inspect the valve tip with a magnifier. You will see something ranging from a small indent, to a large depression where the valve has been hit several times to reach its target depth in the armature.

(Click picture for full size view)

And if they're doing it, you can do it too!

Armed with a set of hammers, center punches, a fair bit of practice, and a good attitude you too can be a Wizard in no time.

Tune in for next weeks installment where we teach you how to market these little beauties.

Make $2,000, $4,000, even $10,000 per month working just hours a week from your home!!!

Tuesday, January 26, 2010

Vortech Superchargers Turns To Injector Dynamics for Accurate Engineering Data

We were recently contacted by Vortech Engineering to help solve what appeared to be an injector problem.

Their engineers had identified several problem injectors out of a batch. These injectors were triggering the misfire detection in the ECU and setting a check engine light.

Static flow tests showed them all to flow within a reasonable range, but our dynamic characterization showed quite the opposite with a variation of nearly 38% at 2milliseconds.

Once our technology proved its worth to the Vortech engineers we moved on to other projects and were asked to provide the fuel injector "model" to be used in a factory GM ECU.

This amounts to characterizing the injectors at various differential pressures and voltages, and generating 3 dimensional tables that describe the dynamic flow rate of the injector.

Unlike most aftermarket ECU's where we simply adjust the fuel table until the mixture is correct, the OEM's take an entirely different approach.

The ECU determines an air mass based on either a mass air meter, or a VE model of the engine, and then calculates the pulsewidth required to achieve the target lambda value.

As you may have guessed, proper functioning is based on having an accurate injector model.

Especially when you are working to attain emissions certification.

I received this message yesterday, and Vortech was nice enough to let me post it.

"Just got the injectors in the truck that we will be testing and did some preliminary street drive time with the Data that you provided.

Excellent work, with some minor tweaking of the Mass Air transfer function the data from the vehicle is almost perfect.

It does make life so much easier when one has quality data to work with."

Lance Keck
Research & Development
Vortech Engineering LLC

So now that I'm done blowing my own horn, let me take a minute to talk about Vortech. Working with their engineers made it clear to me that they are a company devoted to proper engineering of a quality product.

In an industry filled with BS claims for substandard products, Vortech stands out as a leader who rises above all that by providing a quality product with no BS.

Shane's Tune Getting Too Close For Comfort

This is sure to make a few people nervous.

Shane T does it again.

With very little time spent tuning, at 198mph this car is already uncomfortably close to some long standing 1/8 mile records.

Can You Find Your Pulsewidth With Both Hands?

Well…can you?

Do you “tune” cars?

Do you call yourself a “tuner?”

If so, I have a simple test for you.

Given the following, can you calculate the pulse width required to achieve a target lambda value of .88?

Injector Flow Rate (Slope) = 1032.0cc/min
Injector Offset (Dead Time) = .925msec.
Cylinder Displacement = 38.14ci
Volumetric Efficiency = 92.3%
Barometric Pressure = 28.72in/hg
Air Temperature = 90F
Stoichiometric Ratio of Fuel = 14.23
Specific Gravity of Fuel = .72g/cc

If you can arrive at the proper value of 4.951msec with no more than a calculator and a trip to the bookshelf to look up the formula for air density, congratulations!

You are part of a select few and need to read no further unless you’re just wondering where I’m going with this.

If you came up with the wrong answer, or didn’t even know where to start you need to go see Ben!

Thanks to a guy named Ben Strader, there is a school especially for those who tune electronic fuel injection.

About seven years ago Ben created EFI University to teach the how’s and why’s of electronic fuel injection.

EFI University is more than just a place to go and learn a few things. It is part of a trend.

A trend towards an improved level of quality and understanding in the field of aftermarket fuel injection.

The question is, will you be part of this trend or will you be left behind?