Take a look at the comments from some of the most prominent tuners and builders in the country shown on our “Why Exergy” page. The real question is can you really expect top performance without it? Do you want to take the chance that all is well on an install only to find later you have a bad injector and have to do it all over again? Take a look at the top mechanical fuel system users in the country (P-Pump 12 and 24V) they balance the pump and injectors as a set. Bottom line – equal fuel and equal timing for all cylinders wins. Also take a look at the top common rail fuel system users in the country; from truck pullin, drag racing and even competition street trucks that do it all while staying clean and efficient. Almost all of these top competitors rely on consistent, reputable and balanced injector sets to stay at the top of the games.
When we test and balance we adjust internal assembly dimensions that may have drifted over time from their proper specifications. We measure and correct for proper operations across the operating range from idle to full power. This becomes increasingly important with higher nozzle flows.
With mechanical systems on mild builds testing is not as important as the systems are often easier to service, and the failure modes are much “softer”. If something is not correct, typically it only leads an odd noise, or excessive smoke. Should something go wrong on a common rail system it can lead to complete engine destruction.
We fully test from idle to full power using factory calibration points and a few of our own added for the high performance market (see sample datasheet). We can fully map injector sets and have done so for a number of customers who want to best utilize their stand alone ECU or EFI Live capabilities.
We use equipment developed and used by Bosch for the design and development of diesel fuel systems (specifically Common Rail) and have the expertise on staff to properly operate and maintain this very sophisticated equipment. Some on our staff were involved in the development of this equipment and Common Rail Injectors when we were at Bosch. Our “toolbox” is very extensive along with our knowledge base. Most of us have been in the diesel business in excess of 25 years and have worked on the design and development of diesel fuel systems for everything from ships to single cylinder utility engines.
With our equipment we are able to measure not only injection quantity and timing, but shot-to-shot consistency. From the injector sets we have analyzed from others neither is being controlled let alone measured. Changes are made that bring the injectors into calibration at a few low pressure test points, but in doing so the hydraulic response of the injector to the electrical drive signal is affected. We have seen the beginning and end of the injection event vary in excess of 3 degrees crank on a freshly “rebuilt and blueprinted” injector set. Our testing capability is far beyond normal service center capabilities.
If you choose to work with another performance supplier, ask first for a copy of a typical test summary sheet. Do they provide injector output at multiple test points? Do they test at full rated pressure and output (23,200 psi for 5.9/LB7/LLY and 26,100 psi for 6.7/ LBZ/LMM)? Do they measure injector stability? Can they provide an output vs pulse width map at various rail pressures? Can they measure injector response time to drive signal?
If we test your injectors and find them to be within factory specifications for output timing and consistency it does not always mean they are as good as new. The wear and mileage they had when they arrived is the same as when we are done testing. We cannot lesson the mileage and wear that already exists. In general, original 5.9 and LB7 injectors are worn out at 100k miles. LLY/LBZ/LMM and 6.7 injectors typically last longer and are starting to show signs of wear at 150k miles. We have tested many sets that meet specifications with over 200k miles on them but have also seen sets come in with 50k miles that do not. This is a VERY general number and depends on many factors including fuel, how well the fuel system was maintained, duty cycle and modifications. Keep this in mind for your end use. If you are building your dream vehicle with top of the line components, using old, worn injectors may not be the best way to go. If you are on a tight budget, and the injectors test fine, then that may be the best way to go. Something in-between is a more difficult decision. It is easy to put 1/2 to 2/3 the cost of a set of reman injectors into baseline testing and repair of a worn set. When we are done, the injectors function as they should, but the time to “wear-out failure” is the same as when we started.
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