All DW440 Brushless Pump and Controller install guides can be found at this link: https://www.deatschwerks.com/dw440-brushless-pump-and-controller-install...
DW injectors are designed to fit the OE manifold and fuel rail. The use of aftermarket fuel rails and manifolds may cause some fitment issues. Make sure all injector parts are intact and undamaged. Make sure to lubricate the O-rings with the included super lube. Make sure no OE parts from fuel rail or manifold are missing (spacers). If you changed to aftermarket fuel rails or intake manifolds, it would be prudent to contact our technical support for insight on determining if our injectors will fit your application.
We recommend a system operating pressure of 40-80 psi for best performance. Max pressure will be dependent on the specs of the manufacturer. Bosch EV14 max pressure is 8bar or 116 psi (part numbers starting with 16, 17, or 18). We recommend a max pressure of 7bar of 102psi on Denso injectors (part numbers starting with 21 and 22).
All DW injectors are compatible for use with ethanol fuels.
All of our injectors are compatible with MTBE-Oxygenated fuel except for the Bosch EV14 2200cc (part number 16s-xx-2200-x). This particular part number has an elastomer seal which can swell in the presence of MTBE and cause a flow restriction
Yes. Anytime you install larger than stock fuel injectors into your car, some sort of tuning (flash, piggy-back, stand-alone, etc.) will need to be performed for your car to run properly.
DeatschWerks does not modify injector flow rates as a service. Purchasing our high flow injectors is more economical, more convenient, and more reliable than modifying your OE injectors.
The majority of injectors are top feed. Top feed injectors sit under the fuel rail and side feed injectors fit inside the fuel rail. Side feed and top feed injectors cannot be interchanged unless a fuel rail conversion is performed.
The majority of injectors are high impedance. Low impedance (peak and hold) injectors have a resistance of between 2 and 4 ohms. High impedance (saturated) injectors have a resistance of between 10 and 14 ohms. Low impedance and high impedance injectors cannot be used interchangeably without modification of the injector drivers.
Latency is a measure of the amount of time it takes for an injector to fully open once it receives its signal to fire. It is usually measured in milliseconds or microseconds and is an important parameter when tuning. Other terms synonymous with latency are dwell, offset, lag, etc. We generally use the term battery offset. Our General Characterization Summaries include battery offset at various pressures and voltages. These summaries can be found in the Resources section of our website.
Yes, increasing fuel pressure will INCREASE the flow rate of the injector. DW injector flow rates are calculated at 3 bar (43.5 psi) of pressure. Although DW injectors are able to operate at pressures in excess of 100 psi, we suggest a system pressure of 40-80 psi for best performance (faster injector response times, optimized spray patterns, and increased reliability of your entire fuel system). There is a calculator on the resources section of our website that will calculate your injectors’ flow rate at different pressures.
Injectors are controlled by the ECU. Many times, the injectors being installed are at least double the size of the stock injector. Without telling the ECU then injectors being controlled have a different flow rate, the ECU will not be able to properly control the pulsing of the injectors. Many times, the engine will not be able to start with the stock tune driving higher flowing injectors. Your tuner may be able to send a temporary base tune that will allow you to drive the car to them for a proper tune.
O-ring kits are available for many all DW injectors. Contact us for your particular needs. We also have injector services available that will include new O-rings, seals, and filters along with the other benefits of the service.
While there is no set maintenance schedule for having injectors serviced, 3-4 years of use would be a manageable service interval. A service can also be recommended to help diagnose fuel system issues.
While it is impossible for us to evaluate all fuel system cleaners on the market, in general they are compatible with our injectors. In our experience, fuel system cleaners perform better as preventative maintenance and do not have lasting effects if you have an existing fuel delivery issue. Should the fuel system cleaner not remedy your problem, an injector service may be necessary.
Some of our injector lines are substantially larger flowing injectors than stock. Slightly elevated noise is a characteristic of a larger injector and is normal. In-line fuel pulsation dampers can often help decrease injector noise.
A - The HDEV1700 is a drop-in fitment for many applications, which utilize the Bosch HDEV5 injector platform. This includes the popular 2.0L, 2.3L and 3.5L Ford EcoBoost engines. To keep up with what is new and current in the DW line up, follow our DW Facebook page, our DW news page, and sign up for the DW newsletter.
Due to the popularity of top-feed injectors, there are several products available in the market that are designed with the purpose of using a standard injector size.
Our universal injector line has 3 of the most common injector heights available in many different flow rates.
We also have a conversion kit for Subaru side feed to top feed that can be found on our Web site.
Application specific data is obtained by formatting the general characterization data into the parameters required for that specific application. This data is then tested in-car and values are optimized to account for differences between in-lab and in-car variables. This optimization process is why sometimes the General Characterization Summaries will differ from the application specific data.
All characterization data of DW fuel injectors is collected and calculated in-house. The process involves collecting and analyzing over 450 data points on 4 standardized fuel injectors representative of the specific injector part number being tested. All data is collected in-house via calibrated digital turbine flow meters and fully programmable injector drivers. Testing procedures are performed in accordance with SAE J1832. Our offsets are calculated via linear regression from 5 different pulse widths, 4 different voltages, and 4 different pressures. Data between the tested voltages and pressures is interpolated.
DW pumps are compatible with ethanol based fuels such as e85. Use of ethanol based fuels will not void your warranty. Additionally, the DW300, DW300c, and DW350iL have had special features built into their design to enhance life span when used with ethanol based fuels.
All in-tank DW fuel pumps utilize turbine impellers which are compatible with PWM controllers. DW in-line fuel pumps are positive displacement pumps and are not compatible with PWM controllers.
Yes, our pumps can be used in conjunction with a BAP to increase voltage for brief periods of time to meet flow demand under full load conditions. All of our pumps have been tested at voltages ranging from 12v to 20v. Data of flow rates are not published, but are available upon request. We do not recommend using voltages in excess of 20v. We do not recommend running excess voltage for periods longer than 120 seconds.
GDI fuel systems utilize 2 different fuel pumps, a high-pressure crank-driven pump and an in-tank lift pump. DW pumps can be used in the fuel tank as a higher flowing upgrade to the OE in-tank lift pump.
Late model, high performance applications have larger diameter fuel pump wiring, so a hardwire kit may not be necessary. On older applications, especially those that were not originally manufactured for high power, the fuel pump wiring is often insufficient to supply a high flow fuel pump. In these cases, a hardwire kit is a good option to get the most flow out of your DW pump. Special considerations needed when using in conjuntion with a pulse-width modulated pump controller. Contact tech support for more information.
It is always recommended to use a DW application-specific kit when available. The DW application specific kits will provide the best fitment, ease of installation, highest performance for your vehicle. When an application specific kit is not available, our universal pump kits can usually provide the parts needed for an installation.
A properly designed port manifold fuel filtration system is comprised of staged filters. A 100 micron filter element should be installed between the tank and the pump and a 10 micron filter element should be installed between the pump and the injectors.
The DW in-line filters are available in 3 canister sizes. Larger canister sizes provide less flow restriction and increased service intervals. Small canister sizes provide a more compact installation. Flow restriction data is available on the product tech pages.
One pore size is not better than the other. Different micron ratings are required to protect different fuel components. As a rule of thumb: 100-micron for fuel pumps, 40-micron for carburetors, 10-micron for manifold injectors, and 5 micron for direct injectors.
If the in-tank pump is fitted with an adequate pre-filter (filter sock), then a single 10-micron filter installed before the fuel injectors is all that is needed.
Bosch recommends a filter element with a mean pore size of 10-microns for port manifold injection. Using a smaller mean pore size will introduce an unnecessary restriction in to the fuel delivery system.
Per the Bosch Automotive Handbook (9th edition 2014) “The required filter fineness is dependent on the fuel-injection system. For systems with manifold injection, the filter element has a mean pore size of approximately 10-microns. Finer filtering is required for gasoline-direct injection. The mean pore width here is in the range of 5-microns”. The vast majority of high performance fuel systems utilize manifold injection and therefore, a 10-micron filter element is appropriate.
Yes, all DW in-line filters feature stainless and anodized aluminum internals and are e85 compatible.
Diesel fuel systems have different filtration requirements than gasoline fuel systems. The DW in-line filters were designed specifically for gasoline fuel injection systems.
The filter canisters have female –8AN ORB ports. Larger, -10AN ORB endcaps are available upon request.
To minimize cost and maximize flexibility, fittings are sold separately. DW offers fittings to adapt the filter port to a male 3/8 barb, male 5/16 barb, male -6AN, male -8AN, or male -10AN.
Yes, DW in-line filters are superior to typical OE fuel filters. Upgrading to a DW filter will usually result in decreased fuel flow restriction, increased service-interval, and longer fuel system component life.
The required service interval will depend on filter volume and fuel contamination. We recommend a service interval of 12-months or 12,000 miles.
There are 3 main reasons to upgrade your OE pressure regulator:
- When the stock fuel pump is upgraded to higher flowing unit
- When the customer wants base pressure adjustability
- When aftermarket rails are installed and the OE regulator is eliminated
The DWR1000 has a multi-positional mounting bracket for easy installation. In a return-style fuel system, the regulator is mounted in the engine bay shortly after the fuel rail. In a returnless-style fuel system, the regulator is remote mounted anywhere between the pump and the fuel rail. Technical Support is available to help you determine the best placement for your set up.
Yes, the DW regulator can be mounted in any orientation with no effect on function.
The DW regulators can be used with or without manifold reference. With manifold reference will yield a constant delta pressure. Without manifold reference will yield a constant rail pressure. Contact Technical Support for more information.
The DW fuel pressure gauge is a dry gauge. Liquid filled gauges can give inaccurate readings with elevated under-hood temperatures.
To minimize cost and maximize flexibility, fittings are sold separately.
DW regulators are designed and tested for e85 compatibility. All our regulators are constructed of anodized aluminum and stainless steel internals.
The DWR1000 is designed to support over 1,000hp
The DWR1000 has dual -6AN ORB inlets and a single -6AN ORB outlet.
The DWR1000 has dual inlets for maximum plumbing flexibility. A plug is included if only one inlet is needed in your application.
There are 2 common instances when a surge tank is a good option for your fuel system…
- When your car will be experiencing extreme G-forces when at the track, a surge tank supplies a “reserve” supply of fuel to avoid fuel starvation. Most vehicles that drag race, road race and drift are all good candidates for a surge tank.
- When you need to add additional fuel and do not want to replace the OE fuel tank or in-tank pump a surge tank can provide a very flexible and easy to install auxiliary fuel supply.
To minimize price and maximize flexibility, the DW Modular Surge Tanks do not include fittings.
The surge tank is not designed to hold more than 15psi of pressure. A vent line from the surge tank to the OE fuel tank should always be utilized per install instructions. If the surge tank is pressurized, it will not perform properly and may leak.
A surge tank can be a great alternative to a fuel cell. Be sure to check with your racing regulations.
The best places to mount a surge tank vary with the application. Popular mounting locations are trunk and frame rail. Be sure to carefully consider safety when choosing an installation location. A location should be selected that is protected from physical damage, is easy to access, and will not be exposed to extreme heat.
Engine compartment is not a good location for sure tank installation. Fuel reservoirs should not be located in close proximity to ignition sources. In addition, elevated engine bay temperatures can heat up the fuel in the surge tank which can cause engine detonation and shortened fuel pump lifespan.
A surge tank is often easier to install and less expensive than a multiple pump hanger. In addition, the surge tank will eliminate fuel slosh and low tank pick up issues.
Since the surge tank feeder pumps (in-tank) will be operating at essentially 0 psi, high power pumps are not needed. Often the OE pump is all that is required. The size of the feeder pump required will be dependent on the part number and quantity of in-line pump installed. The DW Modular Surge Tank Tech sheets found on the website provide popular combinations for a given power level.