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i think they changed the pintal design from ev1 to ev6 which also is what helps with the better atomization.

These two articles are a good read, shows how to setup the low pw offset table and your minimum pw, with the graphs i posted earlier i would need to extend some of them past 2ms to get a good linear line. Flow matching injectors in the this region would make idle area alot better, looking at it now GM just seems to use a higher minimum PW as flow matching injectors down low is to much trouble.

http://wpdev.injectordynamics.com/artic ... ulse-tech/
http://injectordynamics.com/articles/gm ... erization/

well ive got procedure down pat, also tested calibration results in car and much much better control with varying voltage than factory tables. Here's test example sheets, from testing about 10 different sets now if the deadtime calibration is right then applying that do the flow test the line will be linear or pretty damn close apart from the bottom end which you can touch up with using the low pw adder, but most of the time it's not needed.

Wow, thats the best and most comprehensive injector test data I have seen. Well done!

yeh i could do more, but the work involved for the gain is so little. The biggest things are flow matching injectors and using the measured deadtime tables, which makes so much difference to AFR stability.

Nice work!

Interesting the dead time does not change with fuel pressure, only voltage.

it really depends on the type of injector, some do some dont, some are linear change with pressure some arn't, pin VS Director Plate and how many holes, injector flow rate etc can all cause different characteristics. The old Metal Type dont seem to change alot but the newer plastic ones do.

definitely have to agree with antus, fairly comprehensive data sheets come with these!

can you uncap and remove the spreader disc and see how much a 901 injector flows i hear they go 50lb/hr with the insides removed