Thanks Gerald. Very interesting

That’s a great piece of equipment! Thanks Gerald for showing us how it works. Interesting video as always👍👍👍

This man is TALENTED 👑 ... shutout to Ruby bc our dog's name is also Ruby 🐕

Gerald and Ruby, y'all rock! That was interesting. Peace PS Thanks, Jackie

There were some noticeable differences in spray patterns. The stronger flowing nozzles looked more like a garden hose than an injector, so there might be some defects in caps. If the solenoid pack is able to dismantle, I'd pull them a part, clean, inspect the valve seal surface and the nozzle for corrosion or machining defects, then assemble them with fresh seals and clear grease. Also, if the car runs on methanol/ethanol, the injectors clogg and corrode in weeks, depending on the climate. I would suspect that the car/engine had a test run with methanol/E85, then left as is to sit for a month or so before hitting to the track. At this point the fuel left inside the rail had destroyed those injectors. There is also another common mistake: Particles in the fuel rail. A new setup from pump to intake, a new tank and no initial flush. Every part of the new system contains some dust particles; metal, rubber, RTV, foam, and these end up in the injector. The solenoid works with magnetism, so those pieces are there for good, and will grind the sealing surfaces bad fast. Bcz most of the injectors were within a few lines, and the deviations had weird spray patterns, I'd say this was a user error. Not completely unfixable, but also not necessarily can be fixed with ultrasound and reverse flow only. Some dismantling and new parts most likely required. Btw, that machine is amazing. I wish it had knobs for opening time and RPM, so you could monitor the spray pattern while putting the injector through it's paces. Some droop on accel, some droop on decel, some droop when the fuel pressure drops from the rail. But the "best" part is, when you manage to fix and flow match the set, then send it to the customer only to get installed back into that dirty old rail. Then the customer test runs the car, everything fine. Two weeks in a hot garage, everything is bad again. "EFI sucks!" no, You suck.

I'm sure you do, but always read the bottom of the curved area, the Meniscus. We ran tests like this on all of the fuel injectors for old cat engines, rail road locomotive engines and back up generators for Nuke power plants. You learn alot from these tests. It's great you have that test equipment. They never flow exactly the same.. most have codes to help tune the injector for each cylinder. Done right with offsets you can get them really close.. still never exact...

Mike Moran has built some crazy benches, they ran off a big stuff ECU I believe! He just came up with a new injector! He most likely has good information. Also Injector Dynamics has been around a long time & they test a crazy amount of new injectors & they work with Bosch! You should see how many brand new injectors that they throw away 😳😳😳😳! There are some others that do wonderful advertising, & send in a nice box with paperwork! But I wouldn’t use them, looked fancy, but didn’t work that way 😂😂😂😂! Most people don’t think anything about the injectors, until they burn something up, or with alcohol, detonate the engine to death! Nice Bench, now you’re going to have people running to you to test their junk 🤷🤷🤷🤷!

Very interesting Gerald. Thats a nice injection stand. The injectors that are low are potentially l3an. And the end one is fat or rich. Definitely effects the cylinder to cylinder power output. The customer paid alot of money for them. Thanks for sharing. 👍

Great stuff, as always, my friend. Glad you are keeping up with todays racing.

...and that's what $1000 gets you, wow...thanks for sharing !

Matched set sure, only but there probably a catch. To what percentage do they claim? Awesome new tool. Thanks for sharing.

Have you tried changing the screens or try testing 2 or 4 injectors at a time? The larger injectors can cause fuel flow issues when you’re testing too many injectors at the same time. Just an issue we encountered

Neat. Would be neat to see flow before and after cleaning etc

What stands out is at higher rpm's there is a bigger difference. This is to be dailed in by the electronic control unit. I worked on mechanical diesel pumps when I was a young guy. Here it was to be dailed in mechanicly

Very cool.

How do you change them to match

I bought one, not as nice as yours, but could not believe the difference in Spray patterns and droplets size between brands of the same LBS per hour, and even the direction of spray.

That is really neat. Saves a lot of speculation

Thanks for the video Gerald.

Very interesting

Awesome! Mr Brand can help ya get it right! Get a base line and adjust the pulse time up or down to even it out? 🤷. Ty for sharing!

In testing gasoline port fuel injectors the drive circuitry must be consistent across all injectors and accommodate the injector type either high or low impedance. Meaning, the drive circuit for the flow tests must support the injector type. Once, this is confirmed and equal actuation is assured across all injectors you can then begin to test. For high impedance port gasoline fuel injectors, the injector flow rate must be sized correctly for the maximum amount of mass air flow at 80% of the injector flow rate (this is a basic rule of thumb to keep the injectors cool, you cannot flow port injectors at 100%, you have to limit duty cycle to 80%). With the basic injector characteristics selected there is a limit in how much you can flow and accommodate fine fuel metering resolution at idle. With higher flow rates of air into the cylinder the more fuel has to be injected, but you reach a point where a single injector cannot provide the needed maximum fuel flow rate and also operate linearly at idle. When an injector is energized it takes time to open to its full flow rate, until it is fully on, the injector is running in a non-linear flow region which will change with injector coil temperature, nonlinear control cannot properly and repeatable deliver an accurate flow rate. If the drive circuitry is consistent in operation across all injectors, the first basic test is to measure the coil impedance to see if electrically all the injectors are identical or at least very close. If the impedances match we can now do some basic high and low end RPM testing. So, for any particular engine design we would have to estimate the amount of air flow into the engine (volumetric efficiency, Mean Specific Fuel Consumption), the needed A/F ratio to maintain proper engine operation at that RPM and for the injector being tested how much pulse width is needed to deliver enough fuel to meet the needed A/F ratio while not exceeding 80% duty cycle at the maximum flow. Once, we know this, we can then setup the flow test bench to see how the injectors perform at maximum flow rate. They should be within 2% or each other, or in other words, be virtually identical, and also have equivalent spray patterns. Then we test at low flow idle conditions which will have a comparatively miniscule operating pulse width, and see how the injectors compare at low flow. If the needed pulse width is small compared to the minimum pulse for injector linear flow, then there could be a huge difference between the injectors even though they matched at high flow. This is why in some high HP high revving engine designs you actually need two sets of port injectors. A fine control low flow injector aimed at the back of the intake valve(s) and then another high flow injector up stream closer to the manifold. The lower fine control will work fine at idle and to about 2000RPM at 50% Duty Cycle, be capable of the worse case cold starts (rich A/F ratio), after which for higher demands the high flow injector is now taking on the remaining fuel requirement. The two injector banks will then work together up to maximum fuel flow, 80% of the fine injector and 80% of the high flow injector. If the injector cannot accommodate low properly metered fuel flow at idle, or is very close to having the needed resolution, the injector will be very sensitive to aging, and if there is any flow blockage or reduced spray pattern, or moves more towards the non-linear flow region, the ability to have a smooth idle when the engine is at operation temperature will be very difficult. For higher fuel flow rates you can move to a low impedance injector type, but if sized poorly will have problems at low flow. In broad terms, for proper injector metering of fuel, the majority of the flow (fuel mass flow rate) has to be in the injectors linear operating region even at worse case low flow at idle. Matching of injectors is actually more critical for street car automotive repair than for race car tuning, because production ECU fuel metering algorithms for open loop depend on all the injectors flowing the same, having a clean consistent factory spray pattern. Race car controllers can individually adjust each flow rate during tuning (mapping calibration). Before testing injectors you should clean the injector contacts and then condition them with Deoxit D5 spray (removes oxidation, cleans and lubricates).

Really need 48v injectors for these big high flow nozzles, they get exceedingly more inconsistent with lower pulse width as nozzle size grows. Higher internal spring pressures would be beneficial with the increase in motor power. I spent a year working on this issue and it was solvable

Good stuff!👍

Very coo, Gerald. I find them fascinating.

Nice

Awesome thanks for the video. I think you should mix injectors up but keep track of them. See if location makes a difference. There a way you check voltage to each of them ( precise voltage?) also probably ohm the injectors in my experience they're always off a tiny bit do to coils . Thanks again great information and machine.than you have long and short runners bringing different flow of air . It's just chaos in the engine lol

Much ❤

that is unfortunately common. test them at higher opening times as well. sumtimes there is quite a difference between 2ms and 8ms. it is because the inertia of the injectors is different. then it is almost impossible to get the engine to run well. then you need to buy more injectors so you can match them yourself. we usually do that. /nisse from sweden

Gerald, good job, all ways thinking. I always suspected that matched idea to be a problem. Measuring fluid is ideal, could not really see the spray pattern which I suspect is different on each nozzel.

Great tool!

Nice machine!

Gerald, I would like to see a video of degreeing a cam , (enjoy ur videos) jerry havill

Impressive

👍

thank you for the video

What about swapping then around to check and reaffirm your first results .

Can you manipulate each injector separately? It would be interesting to see the difference in each to get a better result.

I dont imagine they are dirty injectors but have you already tried cleaning and reverse flushing them before this test? Would be cool to see the difference before and after

does the fluid u use evaporate....?..did the fluid come with the machine....?..or is that your secret mix...?..good luck with it...!..it's really cool to see an injector in action...!...thanks cool video..

Thank you for showing us that Mr Brand. I would be interested to know what manufacturer make those injectors. They're obviously not perfectly matched.

With the high level of tune people run, being one number off is something. But to be off 9 numbers, He should have bought you the meter. Ha Ha Ha

Silly question but have you tried moving the injectors around to make sure the bench doesn’t have slightly different pulse rates?

Thank you very much for every interesting work shop videos !. Just curious is it possible to adjust injectors to work equal ?.🤔

Are you able to match them to closer tolerances? That is a cool machine!

Hi Gerald, two questions. 1) you mention foam and liquid, but i didnt get what liquid you use? 2) when you set your machine to simulate a certain rpm. Can you also define if they will fire as batch or sequencial when in the motor?

Cumulative test of slow and high speeds. It looks like certain ones make more only high or low rpm? Somebody has to know how "they" match them, I think that's the plan to start to formulate tests to catch what they aren't?

No substitute for hands on experience, as third hand theory’s and explanations, tend to amount to talking shit, for poor communication, omissions, overstated knowledge, and flawed process. Too many rely on plug and systems, without understanding and verification. Is there a spec / range that defines, “a matched set”?

Engine, motors are electric

Thanks another great GHerald