After its injector nozzles have passed through the EDM process at S&S Diesel Motorsport, each unit is treated to Abrasive Flow Machining (AFM). It’s performed using a high-voltage electric current, combined with a fine electrode, and is well-known for its accuracy-something that’s vitally important when precise (and equal) amounts of fluid need to flow through a component. The most common method of opening up the holes in the nozzle is through the process of electrical discharge machining (EDM).
PIEZO INJECTOR CONVERSION LB7 UPGRADE
The most common upgrade for a common-rail injector is the installment of a larger, higher-flowing nozzle. In time and with more market demand, piezo technology may progress like it has for the solenoid style units. However, while piezo injectors are quicker to fire (open), they are slower to close (end of injection). As for piezo injectors (found in the LML Duramax and 6.7L Power Stroke), piezo crystals are energized by a quick electric pulse, and the injector opens faster than its solenoid-type rival. Found in ’01-’10 Duramax engine, ’17-present Duramax’s, and ’03-current Cummins power plants, the solenoid injector is the most commonly used (and modified) in the industry. The former type features two pressure chambers and is energized via its solenoid, which takes its orders from the ECM.
In the world of common-rail diesel injectors, there are two types: solenoid and piezo (the solenoid type is shown here). From left to right, you can see every make and model injector the common-rail experts at S&S Diesel Motorsport specialize in: BMW M57 (piezo), 6.4L Power Stroke (piezo), ’11-’19 6.7L Power Stroke (piezo), ’20 6.7L Power Stroke (piezo), LB7 Duramax SAC00 (solenoid), LLY Duramax (solenoid), LBZ Duramax (solenoid), LMM Duramax (solenoid), LML Duramax (piezo), L5P Duramax (solenoid), early 5.9L Cummins (solenoid), late 5.9L Cummins (solenoid), ’07.5-’18 6.7L Cummins (solenoid), and ’19-present 6.7L Cummins (solenoid). High-pressure common-rail injectors are almost single-handedly responsible for keeping the diesel engine alive in today’s stringent-emissions world. From nozzle modifications to internal body work, to spelling out the difference between solenoid and piezo injectors, to helping us understand a flow data sheet, this is what they had to say. But how do you know exactly what you’re getting when you buy aftermarket injectors? To answer that question, we consulted some of the biggest names in the diesel industry: Dynomite Diesel Products, Exergy Performance, RCD Performance, and S&S Diesel Motorsport. From 15-percent over stock to 500-percent over stock and beyond, there is an injector for everyone’s needs. Today, common-rail dominates the landscape-be it on the street, the dyno, or the track-so it stands to reason why so many aftermarket companies are building larger injectors for them. Then it was time to find out what a modified common-rail injector could do, which consequently opened up a whole new world.
Through ECM tuning alone, another 200-250 hp could be added to a truck’s bottom line, thanks in large part to the factory injectors and high-pressure fuel pump being capable of supporting it. But once the aftermarket got ahold of electronically-controlled high-pressure common-rail, its true untapped potential was realized. When Cummins hopped on the common-rail bandwagon in 2003, the result was the quietest, cleanest-burning, and most powerful 5.9L it had ever produced.
PIEZO INJECTOR CONVERSION LB7 FULL
Ultra-high injection pressure, solenoid-style, multiple-event injectors, and full electronic control over the system brought the most refined diesel performance we’d ever seen to the table-along with quieter, cleaner engine operation.
When high-pressure common-rail debuted on the LB7 Duramax back in 2001, it changed the way we look at diesels.
The Past, Present, and Future of Diesel Performance
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