Steve, I dont believe I have any special insight into the matter but here is my opinion.
Has there been a study about the impact of higher pressures on spray pattern and atomization? Or perhaps the way it hits intake walls etc?
This is my take on spray patterns. On high REV high HP motors you dont want a nice mist pattern. I saw a post some time back were someone had posted a pic of a lucas injectors tight pattern and it was criticized by several members. a tight water hose is what you want for big power(lucas) type pattern.I know it will not atomize in the intake but will atomize well in the chamber.you want that hard hitting tight pattern to keep the fuel delivery blasting, that nice even spray pattern is designed for just what you indicated in your post 'emissions and economy' and admittedly a good burn efficiency.so if you are going for HP, F/I or nitrous the tight pattern is better (my opinion), if you are stock the OEM injectors are fine, increase your air flow by more then 1/4 across the power band and its time to think about larger injectors.
This is a VERY simplistic comparison but your injector is an electric selonoid akin to a nitrous selonoid. us NOS guys 'flutter' are selonoids much like an injector pulse, thats the base for progressive controllers.these are known to wear out the selonoid much faster.I believe the same about the injector and know you are knowledgeable about that already...just an FYI for the other guys.
This all leads into duty cycle, put to much pressure on it and run at above 85% duty cycle on Honda injectors (Pintle type) and they can (injectors) have an overlap, the injectors has X amount of time to open and close,walk on that and go completely lean you can get a complete failure and a hole in the side of your block much like a supercharged engine(NSX) I saw posted pics of.
For Me, if I have the need to exceed 80-85% duty I think it is time to move on to bigger injectors. with your AEM it should not be a problem.
I discussed spray patterns but dont have an answer for you on the effect of the high PSI on the pattern just duty cycle.I am sending off a set of high flow JDM Prelude injectors to be calibrated and cleaned at RC and intend on picking their brains on the effect of pressure on pattern.
What are the rating for the 2000 injectors on the 3.2 powerplant?I only know the ones I have dealt with and have not messed with a 2000 yet.I will know next week when I pull them out of an NSX that I am building a three stage NOS system for, I insisted on the injectors being calibrated even with low milage because of the NOS. I really doubt I posted anything here you did not all ready know but it may be of some help to the forum.lastly I guess it comes down to knowing what your duty cycle is at with any given pressure and if it exceeds what the PRO'S indicate (RC in my book) is safe step up to bigger.
Guys heres some stuff that might be helpful:
N/A motors are around .50 BSFC ,thats the amount of fuel you will uses per hour per HP produced
To know the limit of your injector use this formula:
Horsepower =
flow rate x % duty cycle
________________________
BSFC
want to know what it will do at higher pressure
F2= �ãp2/p1 * F1 (EDIT...ASCII for the formula didnt come out correct) I will fix it later) disregard for now
F2 = new fuel flow rate
F1 = Original flow rate
P2 = New pressure
P1 =old pressure
hope this was accurate and helpful, remember that this is only an opinion on what I feel is correct.I am sure their are others that disagree with my position
Best Regards David
