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7.3 Idm Upgrade3/24/2021
This also proves the hybrids dont require more oil to operate effectively (once again, a healthy, single high-pressure oil pump will suffice).
7.3 Idm Series Of 7Our recent series of 7.3L upgrades and repairs was all part of taking the next step in making horsepowerand eliminating weak links.Head studs were installed to keep our head gaskets safe, the up-pipes were replaced to rule out exhaust leaks, custom tuning was required to efficiently fire the hybrid injectors, and a fortified E4OD was bolted in and given the task of harnessing the newfound power.Well detail how its made, why its efficient for your engine, and what our 238cc, 80-percent-larger-nozzle hybrid is capable of flowing. In addition, well showcase how custom tuning can keep a 7.3Ls stock bottom end in the safe zone, and how much horsepower we picked up on the dyno. But most of all, well convince you why hybrids are the new entry-level injector for 7.3L Power Stroke fans. This means that not only is a higher maximum amount of fuel delivered per combustion cycle, but its delivered faster (check out our injector flowchart to see its faster injection rates in action). ![]() This saves you money in the long run because a healthy 99 to 03 OE high-pressure oil pump (or an Adrenaline high-pressure oil pump, in our case) is sufficient in supporting its oil demand. Its nozzles retain the stock seven-hole design, but each hole on its 80-percent nozzles measures 0.0075 inch in diameter (making it a 7x7.5 nozzle versus 7x6 stock). From there, its nozzles are Extrude-Honed for a perfect orifice surface finish (the 100-percent nozzles undergo slightly more Extrude-Hone work). First, theyre run at full-throttle to purge all air, then they undergo several tests with varying injection control pressures (high-pressure oil). All injectors are balanced across the board during the flow test, and every unit flows within 2 to 3 cc of each other before being shipped. However, in order to explain the benefits of the hybrid versus the Stage 1 (and Stage 2 for that matter), we are comparing them directly in terms of fuel per time. Both injector flowcharts display how many cc of fuel are delivered given a certain engine speed, pulse width (how long the injector is open), and injection control pressure (ICP). The faster the injection rate is, the more fuel gets delivered in the usable injection window. With a stock 7.3L piston and factory spray angle, this usable injection window (or interval to hit the fuel bowl) is roughly 24 degrees before and after top dead center (TDC). Because our Stage 1 injector utilized stock nozzles, its injection rate was slower. A slower injection rate meant an earlier start of injection (increased injection timing)commanded via tuningwas required to get as much fuel as possible into the cylinder within the usable injection window. When compared to the hybrid, it can achieve maximum flow (238 cc) at 3.5 milliseconds of pulse widthnot to mention at a lower ICP (2,500 psi). Basically, more fuel is delivered in-cylinder in a shorter time frame, and a lot less timing is required (that means less cylinder pressure and less heat). In addition, the quicker nozzle leads to a more efficient combustion process, so more fuel is burned. This means no unnecessary smoke and reduced exhaust gas temperature throughout the powerband when compared to the same horsepower output of the Stage 1 injector. For example, with 1.9 milliseconds of pulse width (PW) and 2,000 psi of injection control pressure (ICP), 105 cc of fuel is being flowed, whereas the Stage 1s were flowing 70 cc of fuel.
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