I have a local company that has been supplying injectors to the 240SX crowd. They basically take your cores and machine them for more flow. Each set is ultrasonically cleaned, balanced, flow tested, and rebuilt with new seals, filters, and o-rings. Each injector set comes with a detailed report. They want to start supplying to the 350Z crowd if there is enough interest. Each set comes with a 1 year warranty.

They can supply 440's or 550's.
Final pricing is yet to be determined, but expect under $400.00 a set.

http://www.deatschwerks.com

Currently completing beta testing and process validations.

Thanks,
Victor

 

would it be exchange.....your stock ones for rebuilt ones ? Or you send yours in and wait for them to rebuild them ?

 

It is easier and you have more alternatives if you get the injector clips and just run a domestic size. Not saying their isn't a market but JMHO.

 

You send in your stock ones for the upgrade and they are sent back in a 24-48hr turn-around time.

 

They can only do side-feed injectors not top-feed which come stock on our cars.

 

The ones on their front page are top feed. Where do you see side-feed only?

 

No, that is a side feed. You can clearly see the filter basket.

Plus, I know the guy who started deatsch works or at least his brother and have been through this before.

 

Side feed:


Top feed:

 

Hey, Alex, this is dave (superdave on maxima.org). Actually, I have developed new methods and purchased new equipment that allow me to modify top feed injectors. I can also get much better precision so I can make them flow exactly what I want.

Victor is a friend of mine and he is helping me get the word out.

edit: but you are right, the injector on my front page is a sidefeed

 

just curious, what is the price diff per injector btwn new ones and ones bored out to the same size?

 

Well I'll be damned....good work Dave~!

 

New highflow injectors are significantly more expensive. For example, Power Enterprise 510's are about $150-$175 EACH.

Modified OEM injectors have several advantages other than price. For one, they are a guaranteed direct fit with the OEM rail and harness plugs, plus the lag times are unchanged which makes tuning easier. IMO, OEM coils are more reliable as well.

For modified OEM's, it all comes down to the precision of the bore and comprehensivness of the testing. We machine our injectors to +/-0.0002" tolerances and generate over 40 data points on each injector. In other words, I am very confident in the quality of our product.

 

if they work well in our engines, you'll have a real winner for those who want more flow. looks like a savings of at least $200. good luck.

 

One more thing to add. I am pretty sure you can use any of the top feed injectors from Nissan. I have the Maxima connectors for three of my Injectors and the 350z connectors for the other three injectors. The 350z connectors look different but still fit.

 

I'd be interested.

 

If you take a stock OEM Nissan injector, with too much boring, they are going to have poor atomization at low pulse width. How do you get around that?

RC injectors use larger bodies, and machine them accordingly, for instance.

I am interested though.

 

I'm interested.

 

We determine the maximum amount of "safe" bore on a per application basis. Spray pattern will always be somewhat altered, however, we maintain a good spray pattern so that idle quality, afr stability, and gas mileage are not effected.

We have done this with great success on a number of applications. Many of my customers are making over 400whp on 2.0L 4cyl with excellent drivability.

 

DeatschWerks, thanks for the reply. Can you explain the benifits of the proper delta, and the importance of the number of orifices in the injector. Is there a special way to setup a 4 valve car vs. a two valve car. Is two orifice better or worse then 4?

How would all of this apply to the VQ 35?

Thanks

 

Uh oh, am I being tested LOL...

Maintaining the proper delta P across the injector is very important, especially in a boosted application where manifold pressures can change dramatically. Injectors are designed for proper flow and atomization at a specific pressure (usually around 3bar). Increasing manifold pressure without increasing fuel pressure will cause decreased injector flow right when you need it the most (under boost). In traditional fuel systems, a 1:1 fpr corrects for changes in manifold pressure. Hence the injectors absolute pressure remains constant and the engine gets the correct atomization and fuel mass.

I understand the 350z has a returnless system which makes things more complicated especially under boost. You probably know more about this than me as I am not very familiar with the specific system in the 350z. But in general returnless systems do not have a fpr, the fuel pump itself maintains a constant pressure and the ECU compensates for variations in manifold pressure by changing the injector pulse width. It is my understanding that a lot of people who boost the VQ35 have been changing to a traditional return fuel system.

Finally, as far as the number of orifices in the injector... I am not an injector/automotive engineer by any means but here is my 2 cents...
There has been a general shift by automakers moving away from the traditional pintle type injector and moving toward bosch disc type injectors. It started with 2 and 4 orifices and now there are OEM injectors with as many as 12 orifices (i.e. subaru WRX). Much of this change has been motivated by stricter emissions standards (the disk type injector produces less wall wetting during cold starting when there is no vacuum).

IMO, many differnent types of injectors can be used in modern multivalved engines. In my experience, tuning (especially for lag time, and if possible throttle tip in corrections) has made a bigger impact on performance than the type of injector being used. However, one advantage of using bored OEM injectors is that you are sticking with a system that Nissan engineered to work in their car.