Injector baffles with ID injectors?
12-11-12, 01:27 PM
#1
Injector baffles with ID injectors?
I'm currently running injector dynamics injectors in my TII and was wondering if it would be better to get rid of the baffles in the intake that are supposed to atomize the fuel better.
The ID injectors are a much newer design and I assume atomize pretty well, even in rotary quantities. Those baffles probably aren't doing anything good for air flow.
The ID injectors are a much newer design and I assume atomize pretty well, even in rotary quantities. Those baffles probably aren't doing anything good for air flow.
12-11-12, 02:09 PM
#2
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you should look at your duty cycle and AFR at a couple of different RPM points, like 1000rpm and say 2000rpm, take the baffles out, and see if it changes.
i'd expect over a certain RPM, they probably don't make a difference.
i'd expect over a certain RPM, they probably don't make a difference.
12-11-12, 03:20 PM
#3
When I rebuilt my S5 intake manifold, I found the grills plates in mine to be almost completely plugged up. They were not doing anything good in that condition. I gently cleaned them with a small SS wire brush and Berryman's B12.
Whether you can pull them when using a more modern injector design with a better spray patterns that results in better atomization than the EOM injectors maybe debatable. Another factor to consider is the emulsification of the fuel and the associated cooling effect. The additional question should be if these baffles help to promote that or not or if removing them has any effect.
Without a lot of detailed datalogoing we may never know for sure.
Whether you can pull them when using a more modern injector design with a better spray patterns that results in better atomization than the EOM injectors maybe debatable. Another factor to consider is the emulsification of the fuel and the associated cooling effect. The additional question should be if these baffles help to promote that or not or if removing them has any effect.
Without a lot of detailed datalogoing we may never know for sure.
12-11-12, 03:31 PM
#4
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i propose to study the potential difference in injector duty and AFR at two RPM points, at low or zero load.
the one with the least duty cycle at the same AFR wins.
for example, if the injector air bleeds will do 14.5:1 AFR at 2.5ms and the non air bleeds are 2.6ms @14.5 then then air bleeds use .1ms less fuel at the same air fuel ratio, so are more efficient.
two rpm points is doable with a normal ECU too
the one with the least duty cycle at the same AFR wins.
for example, if the injector air bleeds will do 14.5:1 AFR at 2.5ms and the non air bleeds are 2.6ms @14.5 then then air bleeds use .1ms less fuel at the same air fuel ratio, so are more efficient.
two rpm points is doable with a normal ECU too
12-11-12, 03:41 PM
#5
True, but do not forget that they may also be in there for something completely off the wall like a transitional drivabilty issues or for an emission control reason as well.
Sounds like a good project for someone with some time on their hands and their car not in winter storage.
Sounds like a good project for someone with some time on their hands and their car not in winter storage.
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