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Old 08-13-2019, 09:16 AM   #1
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New Product from Yashio Factory

R35 Injector Kit for SR20s keeping stock plenum...

I've been seeing this on a lot of cars lately in Japan. Its actually really cool affordable product. 1k Yen for S13 or 1.9K Yen for S14/S15

Looks like the atomization of the R35 injector way better than standard and I believe from what I read the injector control is better than obviously our 20 year old injectors

Thought it looked like an awesome kit

http://yashiofactory.co.jp/?page_id=374



http://www.youtube.com/watch?v=1Lpnwoh5T3I
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Old 08-13-2019, 10:15 AM   #2
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so $2k to run 570cc injectors?
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Old 08-13-2019, 10:32 AM   #3
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Ken def misquoted the price

105,000Y so yes about 1k for the adapter... not cheap lol
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Old 08-13-2019, 10:40 AM   #4
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thats very cool that they're still developing new product for such an old engine.

if you get better atomization out of a r35 570 than you do a nismo or denso/sti 550, you'll get a better burn and more complete burn in the combustion chamber, less wasted fuel, etc. Yes its expensive, but i'd take the trade in efficiency for only $1k

we're just used to 240 ppl being peasants.
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it'll fit JANK.. and no one likes Jank except Broke ass zilvians.
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Old 08-13-2019, 10:40 AM   #5
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Originally Posted by FaLKoN240 View Post
Ken def misquoted the price

105,000Y so yes about 1k for the adapter... not cheap lol
S15.14用 ¥198,000-税別 nah its 1.9k yen for S14 and S15 lines.

It includes injectors, lines, rails, fpr, 2 rail adapters, an barb fittings etc.....

Its a full kit.

Yeah I guess for 550, pretty pricey, but those R35 injectors are like $150 a piece......
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Old 08-14-2019, 09:15 AM   #6
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You can get a radium rail/FPR and ID1050 for that... and it's not pink
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Old 08-14-2019, 11:42 AM   #7
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You can get a radium rail/FPR and ID1050 for that... and it's not pink
That's the whole point of buying Yashio stuff!
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Old 08-14-2019, 11:19 PM   #8
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atomization, hmm
thoughts

1. the injector does not spray through an open intake valve in a factory installation, instead the fuel is injected to the closed intake valve in order to warm the fuel by virtue of cooling the valve.
I am not sure it is a good idea to set the injector timing for low speed operation to post-overlap (after intake valve opens) for a number of reasons. Perhaps the valve will run hotter now (its almost a certainty). Perhaps the fuel is more likely to wash down the cylinder walls (being that it is injected cooler, it didn't get a chance to warm on the valve). So atomization improvements are welcome if the fuel is being directly injected to the cylinder through an open valve. That said, how will you be SURE yours is doing that in an installation to take advantage of this slight benefit?


2. If the injector timing is set to spray through open intake valve, the spray duration can only be very short (just until the valve closes) so this is merely a low-speed property (atomization is only useful at low engine speeds and low/cruise situations). Anytime the engine is using say 30% or more (more engine load, starting to make power) of it's injector "duty cycle" it means the injector is on much more often, so there is no way to avoid closed-intake valve injection for the majority of situations. In other words, atomization improvements are welcome but only for the extremely low speed/output situations where injection duty cycle is at it's lowest ranges and only if the injection is timed to begin exactly after the exhaust valve has already closed. In many applications one needs to degree the cam, then perform a calculation using the actual closing degree of exhaust lobe to get the maximum 'window' for injection.

personal opinion
I'll never use a sub 1000cc injector again on an sr20 lol
and I'll never own a sub 500hp 2.0L either, the turbo tech has really gotten good enough you can say that now
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Old 08-15-2019, 09:16 PM   #9
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Hmmmm interesting


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Old 08-15-2019, 10:10 PM   #10
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someone asked for an elaboration of the injector comment,

How to choose injectors in 2019

In the past, say from 1995~ to 2002~ roughly. It was a very good idea to match the size of the injector to the exact power you expected to make for street cars, because it gave the best resolution in the fuel map for daily driving and economy features, and if you wanted something larger say 80lb/hr+ you were usually stuck using low impedance units with poor control for low speed operation. It punished you hard for choosing a huge injector if you didn't actually need one.

However, injectors are remarkably easier to control these days, and computer-microprocessors have become more reliable and much faster as well. Circuitry (injector drivers, amplifiers, techniques and basic ICU for controlling voltage signal) has improved.
What that means is you no longer need to suffer when using larger injectors.
You can now buy 1000CC, 1400CC, probably even 2000CC injectors that will run and drive fairly well in a daily driver application, especially when using high volume flow fuels like E85.

If that wasn't enough, there are two other benefits to using a much larger injector than needed for the application:
1. The injector driver will run cooler during max output, thus it will be more reliable, the injectors will be at a lower duty cycle using larger injectors.
2. larger injectors give more weight to injector timing curves, since more fuel is injected in the same amount of time, more fuel can be fit into a short window.

And lets not forget room to grow is on the table
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Old 08-16-2019, 05:54 AM   #11
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I'd suggest if you're running pump fuel to stay in the 1300cc range and below. You should only run bigger than that if you're going to be running e85 or race fuel.
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Old 09-15-2019, 11:29 PM   #12
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Amazing stuff here.
Love me some Yashio.

Have a good one,

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Old 09-20-2019, 11:53 PM   #13
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Originally Posted by Kingtal0n View Post
atomization, hmm
thoughts

1. the injector does not spray through an open intake valve in a factory installation, instead the fuel is injected to the closed intake valve in order to warm the fuel by virtue of cooling the valve.
I am not sure it is a good idea to set the injector timing for low speed operation to post-overlap (after intake valve opens) for a number of reasons. Perhaps the valve will run hotter now (its almost a certainty). Perhaps the fuel is more likely to wash down the cylinder walls (being that it is injected cooler, it didn't get a chance to warm on the valve). So atomization improvements are welcome if the fuel is being directly injected to the cylinder through an open valve. That said, how will you be SURE yours is doing that in an installation to take advantage of this slight benefit?


2. If the injector timing is set to spray through open intake valve, the spray duration can only be very short (just until the valve closes) so this is merely a low-speed property (atomization is only useful at low engine speeds and low/cruise situations). Anytime the engine is using say 30% or more (more engine load, starting to make power) of it's injector "duty cycle" it means the injector is on much more often, so there is no way to avoid closed-intake valve injection for the majority of situations. In other words, atomization improvements are welcome but only for the extremely low speed/output situations where injection duty cycle is at it's lowest ranges and only if the injection is timed to begin exactly after the exhaust valve has already closed. In many applications one needs to degree the cam, then perform a calculation using the actual closing degree of exhaust lobe to get the maximum 'window' for injection.

personal opinion
I'll never use a sub 1000cc injector again on an sr20 lol
and I'll never own a sub 500hp 2.0L either, the turbo tech has really gotten good enough you can say that now
Quote:
Originally Posted by Kingtal0n View Post
someone asked for an elaboration of the injector comment,

How to choose injectors in 2019

In the past, say from 1995~ to 2002~ roughly. It was a very good idea to match the size of the injector to the exact power you expected to make for street cars, because it gave the best resolution in the fuel map for daily driving and economy features, and if you wanted something larger say 80lb/hr+ you were usually stuck using low impedance units with poor control for low speed operation. It punished you hard for choosing a huge injector if you didn't actually need one.

However, injectors are remarkably easier to control these days, and computer-microprocessors have become more reliable and much faster as well. Circuitry (injector drivers, amplifiers, techniques and basic ICU for controlling voltage signal) has improved.
What that means is you no longer need to suffer when using larger injectors.
You can now buy 1000CC, 1400CC, probably even 2000CC injectors that will run and drive fairly well in a daily driver application, especially when using high volume flow fuels like E85.

If that wasn't enough, there are two other benefits to using a much larger injector than needed for the application:
1. The injector driver will run cooler during max output, thus it will be more reliable, the injectors will be at a lower duty cycle using larger injectors.
2. larger injectors give more weight to injector timing curves, since more fuel is injected in the same amount of time, more fuel can be fit into a short window.

And lets not forget room to grow is on the table
does every post of yours need to be 6 pages long? come on man... its 2020 we aint got time for all that reading n shit
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Old 09-21-2019, 08:49 AM   #14
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does every post of yours need to be 6 pages long? come on man... its 2020 we aint got time for all that reading n shit
i asked him to elaborate, I like learning/ reading concepts.
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