DW pioneered fuel injector application specific fitment. That experience has been applied to the DW line of fuel pumps. To achieve this feat, DW has built a library of over 100 different OE fuel pump modules from which application specific fitment kits can be made.
First, the proper format+flow combinations are selected. Then the o-rings, electrical connectors, clamps, filters, and spacers are chosen. Next, the pump is installed and bench tested in the OE module to ensure proper fitment and performance. Lastly, the entire process is documented and published into step-by-step illustrated instructions which can be downloaded from our website and used by the customer during installation. Application specific product development is a complex process, but DW has made it easy for the end customer… all you have to do is choose your year make and model.
Proper Data is a Must
The right tool, used incorrectly, yields substandard results at best. Fuel injectors follow this same universal law. Proper data is required for proper tuning. All DW injectors are fully characterized in-house via SAE J1832 standards. Injector data is available in General Characterization Summaries and Application Specific formats. Using the data is easy. Often it is cut and paste from the DW excel sheet to the tuning software.
Development of accurate injector data is a complex process, but there are no shortcuts to a proper calibration. DW has developed specially designed and calibrated flow benches utilizing digital flow meters, which are required to measure the precise fuel mass needed for proper characterizations. The data acquisition process consists of collecting over 450 data points per injector part number. These data points cover pulse widths, pressures, and voltages that the injectors will experience once installed in your engine. The collected data is statically analyzed, scrubbed and formatted into a General Characterization Summary. This Summary can then be formatted into application-specific formats for different makes, models, and tuning platforms. The application specific data is then in-car optimized by one of our tuning partners.
Dynamic Flow Matching
Quality injectors mated to proper calibration data will still perform poorly as a system if the injector set is not properly flow matched. The DW dynamic flow matching process ensures each set works together as a system to fuel your engine properly. Fuel injectors do not operate in a static state so why test them in a static state? In the engine, fuel injectors are a very dynamic component, constantly changing frequencies and pulse widths to precisely deliver the fuel needed. The DW multi-point dynamic flow testing process mimics these conditions by testing at multiple pulse widths within each of the ranges below…
Low Range (1-2 milliseconds) – Low pulse widths are used during idle, light throttle cruising, and deceleration. However, expensive electronic flow meters are required for accurate testing in this range so few companies actually balance their injectors this low. Low pulse width balancing is crucial for a smooth idle on large injectors.
Transitional Range (2-4 milliseconds) – The transitional range covers the pulse widths that typically make up the non-linear range of injectors. Although most DW injectors are linear well into the low pw range, transitional balance is important because many high flow injectors spend a majority of time in this range.
Linear Range (4-10+ milliseconds) – The linear range pulse widths are used during medium and high load conditions. Proper balancing in this range allows for advanced timing and increased boost pressure to yield higher and safer peak horsepower.
Static Flow - Many companies that balance their injectors only test at static flow. In the engine, injectors do not operate at a static state. However, the static rate is still considered the “call-size” of the injector.
I have run quite a few Hoosier R7's but wanted the size available in the 888R's for my new BRZ. For one thing, I had forgotten how noisy they are! I could live with that if they performed better on a dry track.
When pushed hard for 20+ minutes they eventually build up enough heat to start getting greasy and losing grip.
For many they will be adequate for track days, but I drive my cars too close to the limit. A better tire for me in the dry has been the Eagle Supercar F1 3R's.
Unfortunately the belt did not fit, it was was too long, my fruend had a 2018 SRT, he had the same problem with his order.
The transaction process was easy, the belt seems like good quality, too bad it didn't fit