ID 1050x too big?
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Teching In
Joined: Apr 2018
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From: Land O Lakes, FL
ID 1050x too big? I’m building a fuel system for a centri supercharged LS3, goals are 650-700 RWHP on 93 w/meth, and possibly E85 in the future. It will be a boost referenced return style system.
I spoke with a fuel system company and it was recommended I go with ID 1050x injectors to leave room for E85 down the road. But all of the calculations I am doing only have me around 50% duty cycle on those injectors on 93. This seems a little low and I would think this could cause problems with idle and parking lot manners. My original plan was a set of 850s which was probably still a little big but gave me a nice safety margin. Interested to hear some thoughts from the fuel experts on here.
I spoke with a fuel system company and it was recommended I go with ID 1050x injectors to leave room for E85 down the road. But all of the calculations I am doing only have me around 50% duty cycle on those injectors on 93. This seems a little low and I would think this could cause problems with idle and parking lot manners. My original plan was a set of 850s which was probably still a little big but gave me a nice safety margin. Interested to hear some thoughts from the fuel experts on here.
Just run your base pressure down around 3 bar, depending on your cam and combo it will more than likely ride the minimum pulse width or be close to it at light part throttle and decel but it will be fine. Those are very controllable nice injectors that behave well down around the minimum.
Thread Starter
Teching In
Joined: Apr 2018
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From: Land O Lakes, FL
Thanks all for the replies! It's amazing how times change, it doesn't seem like that long ago that people were asking about upgrading their from LS1's 28# injectors to 42's and being told "No way, too big, car will never idle or drive right on the street!" to "Sure, you'll have no problems running 100# injectors". Seems like ID really has these things sorted out, even at the bottom of it's duty cycle. 
Not true at all, the current line of ID injectors have custom machined parts in house and they just use Bosch cores like everybody else does. They use their own custom valve and seat and on the higher flow models a custom coil that has everything to do with the flow characteristics, response times, etc.
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that holds true only on a certain line of injectors. The majority are unmodified cores with Bosch internals, flowed in a giant fuel rail, injectors are "broken in" and data acquisition takes place. Injectors that closely resemble each other are matched. Up until recently, that summarizes most of the procedure (very simplified), now that they have partnered with Bosch, some machining has taken place on limited injector lines.
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Verdad Gallardo Thread Starter
Teching In
Joined: Apr 2018
Posts: 12
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From: Land O Lakes, FL
It's my understanding that the "X" series are a completely different animal than their previous generation. Still amazed they can get a 100# injector to behave at low duty cycles. Then again, years ago I guess tuners didn't have the injector data they had today, so perhaps that's where some of the reputation for poor driveability comes from.
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My Subaru runs better on ID 1000s than it did on whatever brand of 800ish injectors were on there before I switched to the IDs (Deatschwerks or Perrin, not sure which, it's been over a decade). With the first big injectors I tried, I had to put weird lumps into the fuel table to get consistent AFR, and I was getting a lot of random knock events even after making the timing super conservative. Switched to ID 1000s and suddenly the AFRs match the fuel table everywhere and the random knocks became rare even with after advancing the timing back to a reasonable place.
Better matched injectors could explain a better idle but it wouldn't explain the other weirdness I was getting from the previous injectors. And it idles just like stock with the IDs, even on my little 2.5L, so there's no reason not to use them.
It is really cool that ID provides so much data for their injectors, but that just gives the tuner a head start. I experimented with the old injectors so much that I'm sure that IF there was a way to make them work, I would have found it. And it took a little bit of experimenting to get the IDs dialed in, but that went quickly because their injectors behave predictably. So I can see where people got the idea that it's hard to get big injectors to run right, but it's a non-issue with good injectors.
If I even come close to outgrowing the stock injectors in my Corvette I'm going straight to ID 1050s. Because the 1000s are out of production, and ID has earned my trust.
Better matched injectors could explain a better idle but it wouldn't explain the other weirdness I was getting from the previous injectors. And it idles just like stock with the IDs, even on my little 2.5L, so there's no reason not to use them.
It is really cool that ID provides so much data for their injectors, but that just gives the tuner a head start. I experimented with the old injectors so much that I'm sure that IF there was a way to make them work, I would have found it. And it took a little bit of experimenting to get the IDs dialed in, but that went quickly because their injectors behave predictably. So I can see where people got the idea that it's hard to get big injectors to run right, but it's a non-issue with good injectors.
If I even come close to outgrowing the stock injectors in my Corvette I'm going straight to ID 1050s. Because the 1000s are out of production, and ID has earned my trust.
that holds true only on a certain line of injectors. The majority are unmodified cores with Bosch internals, flowed in a giant fuel rail, injectors are "broken in" and data acquisition takes place. Injectors that closely resemble each other are matched. Up until recently, that summarizes most of the procedure (very simplified), now that they have partnered with Bosch, some machining has taken place on limited injector lines.