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.